Flight Safety Information November 7, 2017 - No. 221 In This Issue Incident: Austrian A320 near Vienna on Nov 5th 2017, cabin pressure problems Incident: Nelson DH8C enroute on Nov 5th 2017, turbulence and cracked windshield Accident: Southwest B737 at Washington on Nov 5th 2017, bird strikes U.S. Navy jet makes emergency landing due to engine fire Antonov An-2 aircraft crash in Amur region caused by engine failure Ministry to punish airlines over fallen aircraft parts (Japan) Bizav Comprised Half of Turbine Accidents from 2000-2016 FlightSafety Expands its Long-term Agreement with Envoy Air as a Pilot Cadet Program Partner Flight Data Monitoring and Analysis Market - Demand for Improved Aviation Safety Augments Demand AS9100D: What Helicopter Operators Should Know Bank of Utah connected to wealthy Russian's private jet Delta Weighs Up to $12.7 Billion Order of Single-Aisle Jets ir force names first female deputy commander of fighter jet squadron (Israel) AVIATION'S LITHIUM BATTERY CHALLENGE:...WHAT WE MUST DO NOW "Live Stream- Preventing Loss of Control Accidents with Patty Wagstaff and Rich Stowell" 2017 FORAS Workshop - November 29-30, 2017, Taoyuan, Taiwan PHD GRADUATE RESEARCH SURVEY REQUEST Incident: Austrian A320 near Vienna on Nov 5th 2017, cabin pressure problems An Austrian Airlines Airbus A320-200, registration OE-LBK performing flight OS-535 from Vienna (Austria) to Bologna (Italy), was climbing through FL240 out of Vienna's runway 29 when the crew initiated a rapid descent to FL100 due to problems with the cabin pressure and returned to Vienna for a safe landing on runway 16 about 40 minutes after departure. A passenger reported the crew indicated the aircraft had been dispatched with one bleed air inoperative, during the climb the second bleed air system failed, too. The flight was cancelled, the next morning's flight was upgraded from a Dash 8 to an Airbus A320 and took the passengers to Bologna with a delay of 13 hours. The occurrence aircraft remained on the ground for 10 hours, then returned to service. http://avherald.com/h?article=4b0b0281&opt=0 Back to Top Incident: Nelson DH8C enroute on Nov 5th 2017, turbulence and cracked windshield An Air Nelson de Havilland Dash 8-300 on behalf of ANZ Air New Zealand, registration ZK-NEJ performing flight NZ-8835 from Hokitika to Christchurch (New Zealand), was enroute at FL150 about 25nm south of Hokitika and about 70nm northwest of Christchurch when the aircraft encountered turbulence prompting the crew to descend the aircraft. The aircraft continued to Christchurch for a safe landing about 20 minutes later. The first officer's windshield was seen cracked after landing. Passengers reported the aircraft was about 15 minutes into the flight over the Alps of the southern Island of New Zealand, when turbulence lifted cups filled with water into the cabin air causing "rain in the cabin", it appeared as if the aircraft encountered a sudden drop. The flight remained rough until the aircraft landed safely much to the relief of the passengers. After landing the passengers noticed the first officer's windshield was cracked. The airline reported the outer pane of the windshield cracked, the crew followed standard operating procedures. The windshield was replaced and the aircraft returned to service. The aircraft was on the ground for about 23 hours before returning to service. The cracked windshield (Photo: Danni Cameron): http://avherald.com/h?article=4b0b0090&opt=0 Back to Top Accident: Southwest B737 at Washington on Nov 5th 2017, bird strikes A Southwest Airlines Boeing 737-700, registration N7875A performing flight WN-3442 from Kansas City,MO to Washington National,DC (USA), was on approach to runway 01 when the aircraft received a number of bird strikes. The aircraft continued for a safe landing on runway 01. The FAA reported the aircraft received substantial damage to radome and wings when the aircraft struck birds on approach to Washington. The occurrence was rated an accident. https://flightaware.com/live/flight/SWA3442/history/20171105/1445Z/KMCI/KDCA http://avherald.com/h?article=4b0ad709&opt=0 Back to Top U.S. Navy jet makes emergency landing due to engine fire Emergency crews were called out to the Corpus Christi International Airport just after noon Monday after a plane's engine caught fire upon takeoff and had to circle back to land. CORPUS CHRISTI (KIII NEWS) - Emergency crews were called out to the Corpus Christi International Airport just after noon Monday after a plane's engine caught fire upon takeoff and had to circle back to land. According to CCIA officials, a U.S. Navy 737 jet that took off from the airport circled around after a problem was reported with its left engine during takeoff. The jet circled around and landed back on the same runway, where emergency crews were on standby but were not needed. Witnesses called 3News reporting a low-flying plane approaching the airport with flames coming from its engine. They also reported hearing a loud booming sign coming from the plane. Sharp-eyed 3News viewers captured cell phone video of the massive plane as it made its way to the airport. In the video you can hear engine struggling as the plane made its way to a safe landing. CCIA spokesperson Kim Bridger said the aircraft was doing some repetitive training maneuvers when the trouble started. Although airport officials aren't sure where the flight originated, emergency response teams were prepared and ready for anything. "The airport emergency response worked exactly the way it's suppose to," Bridger said. "The public safety officers, police, fire and EMS of course responded to the scene and were actually staged on the runway before the plane landed." Officials said two people were onboard and the plane was carrying 6,000 gallons of fuel. Thankfully, nobody was injured. http://www.kiiitv.com/news/local/us-navy-jet-makes-emergency-landing-due-to-engine- fire/489585951 Back to Top Antonov An-2 aircraft crash in Amur region caused by engine failure 600 meters before the airport runway the plane abruptly went down to a descent and landed hard BLAGOVESHCHENSK, November 7. /TASS/. Engine failure caused Antonov An-2 aircraft crash in the Amur region on Tuesday, assistant of the regional transport prosecutor Yulia Gorkina told TASS. "Ten minutes after the take-off, a rumble was heard in the plane, the engine was unstable. 600 meters before the airport runway engine failed, the plane abruptly went down to a descent and landed hard," Gorkina said. Regional Ministry of Emergency Situations told TASS earlier that Antonov An-2 passenger aircraft crashed at the airport in the Amur Region. "The aircraft took a hard landing, caught fire. Fire crews went to the site, the operational group is working at the scene," Head of the Ministry's press service Denis Dolinin said. A source in the emergency services of the region added that, according to preliminary information, one of the pilots died. There were no passengers on board. According to the regional Ministry of Emergency Situations, the aircraft belongs to a private company. One of the pilots of Antonov An-2 aircraft, which crashed on Tuesday in in the Amur Region, died, Chief doctor of the central district hospital Svetlana Shulga told TASS. http://tass.com/world/974372 Back to Top Ministry to punish airlines over fallen aircraft parts (Japan) An aircraft panel discovered in Inashiki, Ibaraki Prefecture, is shown at Narita Airport on Sept. 27. It had fallen off an All Nippon Airways plane. (Asahi Shimbun file photo) The transport ministry will conduct snap inspections of airplane bodies at Tokyo's Haneda Airport and impose administrative penalties against airlines if parts fall from their aircraft. The ministry's decision came after a series of incidents involving aircraft parts falling on land as well as heightened calls for measures to protect people on the ground. There are currently no rules available to punish airlines for fallen aircraft parts. The transport ministry will revise relevant regulations so that it can issue business improvement orders according to the gravity of the incidents. The ministry's guidance and supervision functions will be strengthened at Haneda Airport, where flight numbers are expected to increase ahead of major international events, including the 2020 Tokyo Summer Olympic and Paralympic Games. The number of central government workers stationed permanently at the airport, tasked with checking the state of airplane bodies and maintenance, will increase to allow for more frequent and longer inspections. The ministry plans to start operating the new system by fiscal 2020. Ministry officials said they received 437 reports of fallen airplane parts over seven-and-a- half years through October 2016. That amounts to an annual average of more than 50 reports. In September, a panel fell off a KLM Royal Dutch Airlines plane and smashed into a traveling passenger car in Osaka. Later that month, a panel that dropped from an All Nippon Airways plane was discovered in Inashiki, Ibaraki Prefecture. No injuries were reported in those incidents. New flight routes passing above central Tokyo are being weighed to accommodate an expected increase in arrivals and departures at Haneda Airport. In principle, arriving planes approach Haneda Airport along routes passing over the ocean. But if the routes are reviewed, planes will fly at low altitudes over Shinjuku, Shinagawa, Minato, Ota and other wards of central Tokyo. The transport ministry also plans to set up a framework in which the central government provides "sympathy money" for damage caused by falling aircraft parts. Reports are obligatory only for fallen objects that meet certain scale criteria, including a weight of 100 grams or more for metal pieces. Overseas airline companies have not been covered by the reporting requirement, so the reported cases probably underrepresent the scale of the problem. http://www.asahi.com/ajw/articles/AJ201711070009.html Back to Top Bizav Comprised Half of Turbine Accidents from 2000-2016 Business turbine airplane operations accounted for more than half of all turbine airplane accidents in the U.S. between 2000 and 2016. Over that 16-year period, business jets and turboprop airplanes combined suffered 771 accidents, 235 of which caused fatalities, according to the NTSB. These numbers represent 56 percent of all turbine airplane accidents in the U.S. (including the airlines) and 96 percent of the fatal accidents between 2000 and 2016. Turboprops accounted for 70 percent of all U.S. turbine business airplane accidents and 75 percent of the fatalities. The 48 fatal accidents involving business jets were eight times the six fatal accidents involving passenger-carrying jetliners. However, the 159 fatalities from those bizav jet accidents were 31 percent of the 507 deaths on scheduled passenger flights by much more capacious airliners. On the airline side, 260 crew and passengers perished in a single accident, and in another airline accident a flight attendant was killed during an emergency evacuation after the airliner landed. This data is derived from an NTSB computer run, prepared for AIN, that provides a detailed summary of what the agency concluded was every turbine airplane mishap that occurred in the U.S. between 2000 and 2016 under Parts 91, 91K, 135 on-demand, 135 scheduled, 121 and 125 (a total of 1,407 accidents). The NTSB also provided a list of the accident rates of these operational segments for the years 2004 through 2015. PERSON VS PARCEL AND OTHER NON-PERTINENT The purpose of this article is to focus on the private and on-demand segments in which personnel travel was the mission. As such, the Safety Board did its best to extract those aircraft and operations that didn't fit the accident criteria. Accidents involving experimental aircraft and ex-military trainers were removed. Aerial application, skydiving, public use, flight instruction and flight-testing were excluded because the NTSB deemed they "would not be relevant to your interest." In the flight-testing category, the Safety Board did not include in the detailed accident summary data the fatal manufacturer-flown accidents during test flying of the Swearingen SJ-30 in April 2003 and the Gulfstream G650 in April 2011. Technically, however, they occurred under Part 91 and are therefore calculated into the flight hour and rate data. In addition, AIN omitted from the detailed summary database 114 Part 91 and 135 on- demand mishaps and Part 121 fatal accidents involving airplanes hauling parcels or other cargo. All told, the number of relevant Part 91, 91K, 135 and 121 accidents in the 16-year period was 1,293. CREW TYPE IMPLICATIONS Historically, it has been a given that aircraft crewed by paid or professional pilots have fewer accidents than those flown by their owners or other non-paid crew. A fact it might be, but quantifying it is another matter. The NTSB divides general aviation accident statistics into five mission-based categories: corporate, positioning, air taxi, business and personal. Data shows that aircraft within the first three mission categories are almost always flown by paid pilots. The Safety Board's business flight category consists primarily of aircraft with unpaid pilots. Ascertaining the crew status for all personal missions, however, presents a problem. Accident reports in which the missions are labeled personal don't always provide a distinction between paid and unpaid crews (although some reports have referred to the pilot as the airplane's owner). Because AIN's investigation of accident reports in the personal category shows that the overwhelming majority were being flown by non-paid pilots, references to paid pilots in this article apply only to those flying corporate, positioning and air-taxi missions. In the 16-year period studied, jets being flown by salaried crews under corporate Part 91 were involved in just seven fatal accidents, only one more than Part 121 jetliners during the same time frame. However, adding positioning and air-taxi flights to the mix results in 29 fatal accidents involving aircraft flown by paid pilots, or four times as many fatal crashes as Part 121 jets. The 19 fatal accidents attributable to business and personal Part 91 jets were three times as many as under Part 121. The 12 fatal crashes of jet aircraft on positioning flights accounted for 34 percent of all Part 91 fatal accidents, and the 28 deaths from positioning missions represented 30 percent of all fatalities from Part 91 accidents. Bizjets operating under on-demand Part 135 suffered 10 fatal accidents. Fatal crashes represented 20 percent of all 241 business jet accidents, but the 188 fatal crashes of turboprops accounted for 35 percent of all 530 propjet accidents. Turboprops being flown under corporate and business missions were involved in 15 fatal accidents each. Fatal accidents represented half of all the Part 91 corporate turboprop accidents but only a quarter of those in the Part 91 business category, despite the fact that the corporate flights were under the command of paid pilots. By far the highest number of fatalities in turboprop accidents occurred under personal flying, unlike their jet counterparts. Those 243 deaths represented 53 percent of those killed in all turboprop crashes. There were three times more turboprop air-taxi accidents than air-taxi jet crashes, although Part 135 propjets flew many thousands of hours less each year than air-taxi jets, according to FAA activity figures. Air-taxi operations by turboprops netted 41 fatal accidents compared with six for scheduled charter turboprops. ACCIDENTS BY AIRFRAME Most models of business jet and turboprop experienced an accident of varying degrees of severity that required an investigation, according to the NTSB data. Purpose-built business jet models escaping fatalities in U.S. operations over the 16-year time frame were the Beechjet 400, Dassault Falcon, Eclipse 500 and Mitsubishi MU-300. The Piaggio Avanti was the only general aviation turboprop having more than two accidents that suffered no fatal crashes. Citations and Learjets accounted for the most accidents among business jets: 136 versus 105 for all the other models combined. Of the 85 Citation accidents, 17 (21 percent) resulted in 51 fatalities. Twelve of the fatal Citation crashes were tagged as "personal or business" flights under Part 91; two were listed as flown by a salaried crew; and an air- taxi flight and a positioning flight accounted for two accidents. In another fatal crash under Part 91 in which a bird strike brought down a Citation 500, the NTSB didn't report on the crew status. Of the 51 Learjet crashes, 14 (28 percent) were fatal for 32 people. Seven, or half the fatal Learjet crashes, occurred while positioning the aircraft; six happened under Part 135 and only one under corporate Part 91. There were no Learjet fatal crashes listed specifically as flown by non-salaried crews, although this model had several nonfatal accidents under the command of unpaid pilots and being flown on personal or business missions. Not surprisingly, considering the size of the fleet, King Airs accounted for more turboprop accidents than any other type, with a total of 120, or 22 percent of all propjet mishaps. The 39 fatal King Air accidents resulted in 133 deaths that broke down thus: corporate flights by paid pilots (30); business flights by unpaid pilots (17); personal flights (55); positioning flights (17); air taxi flights (13); and one in an unknown operation. Cessna 208 Caravans conducting private, corporate and unscheduled air-taxi operations had a total of 61 accidents, 16 of them fatal for 32 people. The fatalities (shown in parentheses) broke down as positioning flights (one); air-taxi flights (15); personal (14); and business flights by unpaid pilots (two). There were no fatalities in the three corporate Caravan accidents being flown by a paid crew. Eighty-six Caravans carrying parcels or other cargo were involved in accidents. The Piper PA-46-500 M/Meridian single had the third highest number of accidents and the seventh most fatalities among the turboprops: 37 total crashes and 26 people killed. All but one fatal crash occurred under the command of non-paid pilots. Piston-powered Piper PA-46s converted to turboprop power were involved in 21 total accidents and 23 fatalities. All accidents were being flown by non-paid pilots. No conversions were performed by Piper. The Piper Cheyenne and Mitsubishi MU-2 tied for the second most fatalities in turboprop accidents, with 66 people dying. Part 91K fractional operations were involved in only six accidents in the 16-year period. The mishaps, resulting in minor or no injuries, befell three jets and two turboprops: Piaggio Avanti (twice), PC-12, Hawker 800XP, Challenger 300 and Citation 560XL. RELATING THE RATES The NTSB also provided AIN with rate data-accidents per 100,000 flight hours-from 2004 through 2015, the latest year for which full data was available. Before 2004 the FAA's activity data did not separate Part 91 and small Part 135 aircraft operations. Rate data effectively indicates how frequently accidents occur in relation to how many hours per year a particular operational segment flies. As mentioned earlier, rate and flight-hour data for general aviation is based on more accidents than in the detailed accident summary because activity figures provided by the FAA, and that the NTSB uses to calculate the rates of general aviation accidents under Part 91, include "everything not in Parts 121 and 135," the Board said. For example, "There are also experimental and ag airplanes powered by turboprops that were intentionally excluded from the detailed summary data." Readers will notice that there is no rate or flight-hour data for the general aviation segments in 2011. "We have two sources for activity data." the NTSB explained. "They are the FAA general aviation and Part 135 non-scheduled activity reports, and DOT Form 41 data (which is processed by the FAA to calculate Part 121 and scheduled Part 135 activity)." In 2011 there was a new survey contractor and, according to sources, the FAA had some concerns with its methodology, so numbers were not published for that year. Annual hours rose between 2004 and 2015 for all general aviation turbine segments except for Part 91 jet flying, according to the FAA's data. There appears to be no absolute correlation between changes in annual total flight hours and the improvement or decline in accident rates. For example, when hours spiked in 2008 for Part 91 business jets the fatal rate remained the same as in 2007, a year of fewer hours. But in 2009, when flight hours bottomed, the Part 91 fatal jet rate declined too. All general aviation segments except Part 91 turboprops had lower accident rates in 2015 than they did in 2004. Note that Part 121 operations ended the study period with a higher total accident rate despite annual activity plummeting by nearly 750,000 flight hours from 2004 to 2015. Over the 12-year period for which the rate breakdown was available, Part 121 jetliners averaged 0.034 fatal accidents per 100,000 hours. Part 91 business jets averaged 0.197 for fatal accidents. The fatal rate for Part 135 air-taxi jets not only bettered that for the Part 91 jets, averaging 0.155, but also notched no fatal accidents in six of the years between 2004 and 2015. The fatal rate for turboprops under Part 135 averaged 0.414 and the segment had no fatal crashes in 2009. For turboprops flying Part 91, the fatal rate averaged 0.930. Rates were unavailable to compare Part 91 airplanes flown by paid crews with those flown by unpaid crews. Nevertheless, these rates show that although airliners continue to remain civil aviation's safest segment, the Part 135 on-demand air taxi segment has the next lowest rate, followed by Part 91 jet operations, Part 135 on-demand turboprop flights and then the Part 91 turboprop category last. The safety picture changes, however, when looking at numbers of accidents: while passenger airliners still have fewer fatal accidents than business airplanes, they do not have fewer fatalities than Part 91 aircraft flown by paid pilots. From 2000 through 2016, Part 91 corporate jets had seven fatal accidents that killed 33 people compared to six airline accidents in that period that were fatal to 507 passengers and crew. The bottom line: the bizav safety picture depends on how you see the numbers. https://www.ainonline.com/aviation-news/business-aviation/2017-11-06/bizav- comprised-half-turbine-accidents-2000-2016 Back to Top FlightSafety Expands its Long-term Agreement with Envoy Air as a Pilot Cadet Program Partner NEW YORK (November 6, 2017) - FlightSafety International announces a significant expansion of its long-term partnership with Envoy Air. FlightSafety Academy in Vero Beach, Florida has been selected to serve as a partner in the Envoy Pilot Cadet Program. Those who desire to become a professional airline pilot now have direct access to a program that starts with FlightSafety Academy's high quality ab initio training and leads to employment opportunities with FlightSafety, Envoy Air and American Airlines. "Students entering FlightSafety Academy through the Envoy Pilot Cadet Program will receive the most comprehensive and safety-focused training and then benefit from employment opportunities with FlightSafety, Envoy Air and American Airlines," said Nancy Ritter, Manager, FlightSafety Academy. "We expect that those entering the program will qualify to join Envoy as a first officer in just over two years." FlightSafety has served American Airlines and its subsidiaries including Envoy Air, Piedmont Airlines and PSA Airlines for more than 20 years. As the exclusive training services provider for Envoy Air, FlightSafety supports the training of pilots who fly the Bombardier CRJ 700, Embraer ERJ145 and Embraer E175 aircraft. This includes the use of eight dedicated full flight simulators at FlightSafety Learning Centers in Dallas and Houston as well as others located throughout FlightSafety's network. FlightSafety Academy offers a wide variety of programs tailored to the specific needs of domestic and international airlines, government and military agencies, other flight training organizations, and individuals with no prior flight experience. The 160 professionals, including more than 70 highly qualified and experienced Certified Flight Instructors who work at the Academy, help to ensure that graduates are prepared to fly safely, and operate an aircraft efficiently and effectively. The Academy's fleet of close to 90 aircraft includes 20 new Piper Warriors, 6 new Piper Arrows as well as Seminole aircraft equipped with Garmin G500/650 series avionics. The aircraft are maintained to the highest standards and exceed FAA maintenance inspection requirements. Students fly out of an ATC controlled airport with instrument approaches under an airline style dispatch operation. The 30-acre campus is equipped with a full array of training tools including multi-media classrooms, flight training devices, and an Air Traffic Control communications lab. The Academy has on-site accommodations for 300, a comprehensive library, pilot shop, and other amenities typical of a university. FlightSafety International is the world's premier professional aviation training company and supplier of flight simulators, visual systems and displays to commercial, government and military organizations. The company provides more than 1.4 million hours of training each year to pilots, technicians and other aviation professionals from 167 countries and independent territories. FlightSafety operates the world's largest fleet of advanced fullflight simulators at Learning Centers and training locations in the United States, Australia, Brazil, Canada, China, France, Japan, the Netherlands, Norway, South Africa and the United Kingdom. http://www.aviationpros.com/press_release/12379333/flightsafety-expands-its-long- term-agreement-with-envoy-air-as-a-pilot-cadet-program-partner Back to Top Flight Data Monitoring and Analysis Market - Demand for Improved Aviation Safety Augments Demand Flight Data Monitoring and Analysis Market - Analysis, Size, Share, Growth, Trends, and Forecast 2017 - 2025 This press release was orginally distributed by SBWire Albany, NY -- (SBWIRE) -- 11/06/2017 -- Flight Data Monitoring and Analysis (FDMA) is used to enhance flight crew performance and air traffic control procedures. Thus, flaws in the aircraft operations can be detected before they lead to major accidents thus developing a preventive and corrective action. For this reason, they are integrated with the aircraft operator's safety management system. In different regions of the world, the concept of FDMA is addressed differently. International Aviation Civil Organization (ICAO) has made FDMA mandatory for aircrafts above a specified maximum certificated take-off mass. This is expected to be the major driver for the Flight data monitoring and analysis market during the forecast period. According to the research report, the global flight data monitoring and analysis market is expected to be worth US$1,623.16 mn by the end of 2025 from US$677.6 mn in 2016. During the forecast years of 2017 and 2025, the global market for flight data monitoring and analysis market is estimated to progress at a CAGR of 10.4%. Browse Press Release of this Research Report @ https://www.transparencymarketresearch.com/flight-data-monitoring-analysis- market.html Fixed Wing Aircraft Segment to Assume Lead due to Maximum Take-offs On the basis of aircraft type, the global market is segmented into fixed wing and rotary wing. The fixed wing segment involves the aircrafts that are lifted by their immovable wings and generally have larger seating capacity and weight than the rotary wings aircraft. Therefore, the fixed wing aircrafts have comparatively higher number of applications and carry large volumes than the rotary wing aircrafts. Since the FDMA solutions are mandatory for aircrafts with maximum certificated take-off mass of 27,000 Kg, the fixed wing aircrafts segment is estimated to dominate the FDMA market. By the end of the forecast period, this segment is likely to hold 90% of the market share. On the basis of end use, the global FDMA market is divided into civil, which includes commercial and general, and military. The civil segment includes all the non-military aviation activities, which comprises both commercial and general aviation aircrafts. The commercial sub segment includes aircrafts that are used for transportation of passengers and cargo loads while general sub segment includes aircrafts for business meetings, flight training, personal travel, recreational flying, medical transport, search and rescue, agriculture aviation, aerial firefighting, pipeline patrol, and many more applications. Due to larger number of activities the civil segment is estimated to the lead the global market over the coming few years. Get an exclusive sample of this report @ https://www.transparencymarketresearch.com/sample/sample.php?flag=S&rep_id=25028 Asia Pacific to Exhibit Robust Growth Rate On the basis of geography, the global FDMA market is likely to be driven by the Asia Pacific and the Middle East region. Emerging economies in these regions that are focusing on increasing the safety standards in the aviation industry is expected to support the market. Furthermore, the growing general aviation in Asia Pacific and Middle East are expected to be the possible reasons for its growth in the forecast period. However, North America held a major share in the overall market in 2016, which was closely followed by Europe. North America is estimated to register a CAGR of 8.8% in the global market between 2017 and 2025. The key players profiled in the global Flight Data Monitoring and Analysis market include Curtiss-Wright Corporation, Teledyne Controls LLC, and Safran Electronics & Defense. Other players included are Hi-Fly Marketing, NeST Aerospace Pvt. Ltd, Guardian Mobility Corporation, French Flight Safety, Helinalysis Ltd, FlightDataPeople, Flight Data Services Ltd, Scaled Analytics Inc., and Aerobytes Ltd. For more information on this press release visit: http://www.sbwire.com/press- releases/flight-data-monitoring-and-ana/release-887444.htm http://www.digitaljournal.com/pr/3550206#ixzz4xjjMpVsA Back to Top AS9100D: What Helicopter Operators Should Know Helicopter pilot checking the flight manual before a take off. Helicopter is on the ground with bright sunlight. The aerospace industry as a whole is undergoing changes that stem from the latest update of AS9100. The changes are designed to raise the quality standards of the air travel, space exploration and defense sectors. When it comes to aviation, perfection is a must. There simply is no leeway when traveling hundreds of feet above the ground. Therefore, the aerospace industry looks to AS9100 for a set of guidelines that help to ensure the fulfillment of air-safety standards. AS9100 Revision D: The Basics The 2015 update of ISO9001 prompted revision D to AS9100, the purpose being to keep the two standards in sync with one another. For helicopter operators and other branches of the aviation industry, the revision contains requirements that apply to the following areas: Organization and leadership Planning, support and operation Performance evaluation and improvement AS9100 Revision D implements a set of clauses that concern the working methodologies in the fields in question. To summarize the 10 clauses of the revision: Clauses one to three concern terms and objectives Clauses four to seven concern teamwork and agendas Clause eight concerns business courses of action Clause nine concerns progress reports Clause 10 concerns improvement Remedial steps have been expanded and enhanced for a more encompassing, cautionary analytical system. As a result of these new requirements, opportunities and risks are being assessed at all tiers of the corporate infrastructure. The Benefits of AS9100D The risk-based model of analysis has helped companies pinpoint issues that could lead a management system off its intended course. Other changes addressed in the new clauses cover the following areas: The safety of products The prevention of counterfeit parts - this consists of a process that is addressed three times across the standard Awareness and ethics in regards to quality and safety, with emphasis on the requirements of individual contributors The management of nonconformity issues, with regard to personal factors Additionally, the update includes clarifications regarding the engineering of product performance. These clauses aim to foster improvements in strategy for the various facets of business culture within the aerospace sector. By focusing on these objectives, the revision hopes to achieve: Improved engagement with leadership. Enhanced focus on objective setting. A more structured management review process. The ultimate intention is to mend the divide between business plans and quality management in the aviation, space and defense sectors. With systems of management more thoroughly amalgamated, a fuller range of sometimes overlooked concerns, such as the environment and health, can become more integrated into the culture of the industries in question. Moreover, Revision D sets out to establish uniform processes for best practices and ongoing development. In doing so, the revision sets out to achieve the following objectives: Make it possible for organizations to quickly pinpoint and handle risks Highlight the vital nature of change management Secure enhanced flexibility with records Organize plans that involve various entities, including government agencies, regulatory committees and original equipment manufacturers Overall, the revision seeks to establish a uniform system of management across the chains of supply that feed the industries in question. The Transition to AS9100D The clauses of AS9100D were conceived as early as 2013, though the revision wasn't ultimately rolled out until September 2016. Helicopter operators and all other concerned parties should be aware that - as of June 2017 - all audits are now being run according to AS9100D. This applies to all organizations, even those whose auditing cycles began before this change took effect. As of Sept. 14, 2017 - the deadline for transition audits and re-certification under Revision D - AS9100C certificates are no longer valid. If you want to learn more about certification to AS9100D or are considering an audit for the standard, contact NQA or fill out a form for a free quote on its website. http://www.rotorandwing.com/2017/11/06/as9100d-helicopter-operators-know/ Back to Top Bank of Utah connected to wealthy Russian's private jet, Paradise Papers show (KUTV) A Utah bank is responding to revelations of its connections to a rich Russian. This news came to light as part of the Paradise Papers, a large document dump that show how the rich and powerful hide their money. One case involving Bank of Utah hits close to home. The bank, which has 19 locations statewide, is the public face for a private deal involving Russian billionaire Leonid Mikhelson, according to The New York Times. The Times says Bank of Utah helped Mikhelson -- who is a friend of Russian President Vladimir Putin -- register his private jet in the U.S. to save money on taxes. This, despite Mikhelson not having citizenship or a residence here. The Times reports Bank of Utah did this by putting the plane in a trust account in the bank's name. It's one of more than 13-hundred similar arrangements the bank has. In a statement Monday to 2News, Bank of Utah said it has a "well-respected Trust department." But, the bank said, "If any account is found non-compliant by the FAA or if questions arise, Bank of Utah works hand-in-hand with the FAA and takes immediate, appropriate action." The bank told 2News it legally cannot discuss specific customers or their accounts. But The New York Times reports bank officials were unaware Mikhelson was part of the shell company that owns the plane. The Times says the bank indicated the "case escaped scrutiny during an earlier period when their internal review process was less rigorous, and they vowed to review it." The full statement from Bank of Utah is below: Bank of Utah participated in a very open and transparent conversation with the New York Times this past fall, to talk about the Bank's expertise in corporate aircraft trusts. This statement is in response to the recently published article. Bank of Utah has a well-respected Trust Department, which handles both corporate and personal trusts, and has built a special expertise and reputation in aircraft trusts over several years. Their expertise is sought after by corporations from around the world, which may be surprising to some who are unaware of Bank of Utah's depth of services and expertise. The importance and legitimacy of aircraft owner trusts in the United States have been well-recognized by the Federal Aviation Administration for many years. Bank of Utah works diligently to follow all FAA and bank regulations and procedures, and continues to update policies and practices to be the best in the industry. If any account is found non- compliant by the FAA or if questions arise, Bank of Utah works hand-in-hand with the FAA and takes immediate, appropriate action. Also, the Bank's internal risk-management processes are considered to be "a living and breathing methodology," always growing to implement best practices and enhancing our risk-assessment of countries as the world changes. Bank of Utah follows standards that are mandated by the highly-regulated banking industry. As a regulated financial institution, the Bank follows all laws and regulations regarding the people and companies with whom it does business. Published media comments that Bank of Utah "would not reveal" ownership or details of aircraft trusts is due to the fact that Bank of Utah is both contractually and legally prohibited from sharing ownership information unless the requesting party is a government regulator or if the request is pursuant to a legal subpoena. Therefore, Bank of Utah is not able to discuss ownership information or actions taken within our customer portfolio, even though some of this information is a matter of public record. This is consistent with both FAA and banking regulations. http://kutv.com/news/local/bank-of-utah-connected-to-wealthy-russians-private-jet- paradise-papers-show Back to Top Delta Weighs Up to $12.7 Billion Order of Single-Aisle Jets * Airbus vies with Boeing, which has been clashing with airline * Carrier looks to remake short-haul fleet with 100-plane order Delta Air Lines Inc. is nearing an order for about 100 single-aisle planes, people familiar with the matter said, in a much-anticipated deal valued at as much as $12.7 billion. The No. 2 U.S. carrier is also seeking options to buy as many as 100 more planes as it chooses between Airbus SE's A320 family of aircraft and Boeing Co.'s 737 jetliners, said the people, who asked not to be named because the discussions are private. Talks are advanced and a decision, which will test Delta's strained relationship with Boeing, will probably be made before year-end, the people said. Delta is seeking to replace 1990s-vintage McDonnell Douglas MD-90 jets -- nicknamed Mad Dogs by pilots-- as well as aging Boeing 757 and Airbus A320 aircraft. As the decision nears, the carrier has been at loggerheads with Boeing over the planemaker's U.S. trade complaint against Bombardier Inc.'s C Series. Delta is the largest buyer of the Canadian plane, which President Donald Trump's administration recently hit with import duties of about 300 percent. The Atlanta-based airline, which has the oldest fleet among big U.S. carriers, declined to comment on the exact size or other details of the order. Chief Executive Officer Ed Bastian said last month that the company would choose in six to 12 months between Boeing's upgraded Max line of 737s and Airbus's newest single-aisle offering, named the A320neo for its new engine option. Airbus agreed last month to take control of the C Series in a deal that's expected to close next year. The Toulouse, France-based planemaker declined to comment, as did Chicago- based Boeing. Fleet Choices Delta is considering Boeing's 737 Max 8 and bigger Max 10, along with the Airbus A320neo and larger A321neo aircraft, according to the people. The A321neo has the highest list price, at $127 million apiece, before the discounts that are customary for aircraft purchases. The purchase will be Delta's biggest since it lined up 50 wide-body jets from Airbus three years ago to reshape its international fleet, in a deal valued at $14 billion at list prices. Since then, it has purchased more than 70 of the less expensive A321 narrow-body aircraft, primarily for domestic routes, in three separate transactions. In April 2016 it ordered 75 Bombardier CS100 jets, which carry fewer passengers than the smallest Airbus and Boeing aircraft, and secured options for 50 more. That deal had a list value of $5.6 billion. The airline's mainline fleet of 847 planes has an average age of 17 years, compared with slightly more than 10 at American Airlines Group Inc. and 14 at United Continental Holdings Inc., according to the companies' most recent annual reports. Delta has spotlighted its ability to keep its older fleet operating, giving it a cost advantage over rivals. It generally has the best on-time arrival record among the three largest U.S. airlines in recent years. Boeing Clash Boeing is contending for the order despite sparring with Delta repeatedly over politics and trade in recent years. The U.S. Commerce Department imposed preliminary tariffs of about 300 percent on the C Series. Boeing had complained that Bombardier sold the planes at unfairly low prices after receiving illegal government subsidies in Canada. Relations were already strained before that. Delta advocated barring the U.S. Export- Import Bank from financing wide-body aircraft sales to government-backed airlines. The airline also led a campaign to curb growth by three state-owned Middle Eastern carriers, which are among the largest buyers of Boeing's big twin-aisle planes. Despite the tension, the relationship is symbiotic. Delta is among the largest customers of the 737-900ER and could curb operating costs by graduating to the Max 10. Boeing's eagerness to win orders for the plane also gives the airline leverage in its talks with Airbus. Boeing CEO Dennis Muilenburg has emphasized his company's long, deep relationship with Delta. The trade action that could effectively kill the C Series in the U.S. wasn't meant as an affront to the Canadian government or Delta, Muilenburg said during an earnings call last month. "Delta is a very important customer to us," he said. "We want to continue to work with them and support them for the future. So these are not actions that are targeted at customers or countries." https://www.bloomberg.com/news/articles/2017-11-06/delta-is-said-to-eye-100-jet- order-to-remake-short-haul-fleet Back to Top Air force names first female deputy commander of fighter jet squadron (Israel) * Air force chief Amikam Norkin also appoints 2 women to senior positions in military's drone units Illustrative. Female aviators in the Israeli Air Force pose in front of a fighter jet on December 26, 2012. (Israel Defense Forces/Flickr) The Israeli Air Force appointed its first female deputy commander of a fighter jet squadron on Sunday, some 16 years after Roni Zuckerman became the first Israeli woman fighter pilot. The newly tapped deputy commander, whose name cannot be published for security reasons, will serve in the air force's Spearhead Squadron, which flies F-15 fighter jets out of the Tel Nof air base in central Israel, the army said on Monday. Get The Times of Israel's Daily Edition by email and never miss our top stories FREE SIGN UP The military also announced that IAF chief Maj. Gen. Amikam Norkin had appointed two other women to deputy commander positions in the military's drone squadrons. (Their names also cannot be published for similar security concerns.) The head of the Na'amat women's organization, Galia Wolloch, lauded the appointments, but said "the path to equality is a long one." As if to underline her point, also on Monday, the army announced 14 new appointments for colonels and brigadier generals throughout the military, only one of whom was a female officer - Lt. Col. Tzipora Erez-Sabati, who will be promoted to head the Home Front Command's Planning and Doctrine Department. While women flew fighter planes in the 1948 War of Independence and 1956 Sinai War, they were eventually booted from the program (as well as from other combat positions in the Israel Defense Forces). In 1993, Alice Miller asked to try out for the IAF's vaunted pilots' course, but she was rebuffed. She then turned to the High Court of Justice, which ruled that she should be allowed into the program. However, Miller was eventually dropped from the course, after being deemed medically unfit. In 1998, five years after Miller's request, and five decades after Israel had its last female aviator, Sheri Rahat graduated from the pilots' course, becoming a navigator for the F-16 fighter jet, but not technically a pilot. Three years later, Roni Zuckerman, a granddaughter of Zivia Lubetkin and Yitzhak Zuckerman, two leaders of the Warsaw Ghetto Uprising, graduated as Israel's first fighter jet pilot. Despite those strides, the overwhelming majority of fighter pilots in the Israeli Air Force are still men, mostly because of the physical fitness requirements. (As drone pilots are typically pilots' course washouts, they too are mostly men.) The air force's announcement of new female deputy commanders came hours after reports emerged of a growing rift between the religious Zionist community and the IDF over the military's policies toward male-female army service. On Sunday, a group of leading Orthodox rabbis decided to present IDF Chief of Staff Gadi Eisenkot with an ultimatum at a meeting planned for Tuesday: Either he make significant changes to the way men and women serve together in the IDF or they'll encourage their students to boycott the IDF's officers' training course. In her statement, Wolloch alluded to the threat, saying that "at a time when women in the air force are breaking glass ceilings and proving that even the sky isn't the limit, there are still attempts by some people to keep women out of the nation's army." https://www.timesofisrael.com/air-force-names-first-female-deputy-commander-of- fighter-jet-squadron/ Back to Top AVIATION'S LITHIUM BATTERY CHALLENGE: WHAT WE MUST DO NOW By Captain Shem Malmquist Few events strike more fear in the hearts of aviators than an inflight fire. While there have been many sources of fires over the years, lithium batteries have been recognized as a primary risk factor. While the risk of lithium battery fires was not mentioned, last spring the United States implemented a policy (now rescinded) requiring carriers operating from several Middle Eastern countries to ban the carriage of laptop computers in carry-on luggage. This resulted in those computers being shipped in checked baggage, placed in an inaccessible location on the aircraft. While this may have addressed a security concern, it raised the issue of relatively large lithium batteries being placed out of reach of human intervention. This only exacerbated an already dire situation. A 2014 Royal Aeronautical Society paper stated that "On a typical flight, a single aisle jet carrying 100 passengers could have over 500 lithium batteries on board." While this report goes on to state that "Many such devices have lithium battery as an integral sealed unit so the battery cannot be easily replaced from an unapproved source", a previous Royal Aeronautical Society paper stated: "These devices are not tested or certified nor are they necessarily maintained to manufacturer's recommendations. Replacement batteries from questionable sources ('grey' market) can be contained within devices." While the newer systems certainly mitigate the risk in those devices, there remain many older devices and other types of devices that do not include such safeguards. The fact is that unknown quantities of lithium batteries are being shipped in baggage in an unknown state. When they are in checked baggage they have a reasonable probability, as outlined in an ICAO working paper in October of 2017, of being in close proximity of flammable toiletry items such as aerosol cans of seemingly innocuous dry shampoo, or more clearly flammable substances such as nail polish remover, hand sanitizer or hair sprays. The FAA found that when a lithium fire was initiated near one of these types of products it could lead to an explosion that could compromise the class C cargo compartment such that the fire protection in that compartment would no longer be effective. The risk of known shipments of lithium batteries is well known. It is suspected that lithium batteries have resulted in the loss of several cargo aircraft, including two UPS freighters and an Asiana B-747 plus several close calls. ICAO tasked SAE to establish a Lithium Battery Packaging Committee that is currently working to find ways to safety package known shipments of batteries, but that does little to prevent the shipment of batteries from the public. In the October ICAO working paper FAA recognized that there is no way to prevent the carriage of these batteries entirely. This limits us to attempting to control the factors that are possible. While it may be possible to increase the integrity of cargo compartments, such a change would be costly in terms of initial investment and increases in weight. Further, it would take time to implement such changes. While better technological solutions are being sought, at present it is left to the humans in the system to mitigate the risk. Ground crew can be alert to any signs of luggage or cargo catching fire and be careful in the loading so as not to potentially damage any batteries. The pilots can have a large part in preventing a disaster should a fire start through understanding the factors that might propagate the spread of a fire that as breached a compartment. Aircraft manufactures should develop procedures to minimize the risk of a loss of the aircraft and airlines should train these procedures. While the design of cargo compartments and batteries should be improved, we have no choice but to depend on the skills of well trained professionals until they do. Shem Malmquist, a veteran 777 pilot and accident investigator is coauthor of Angle of Attack with Roger Rapoport published by Curt Lewis Books (Lexographic Press). http://www.pilot-errormovie.com/book/book-and-dvd Back to Top "Live Stream- Preventing Loss of Control Accidents with Patty Wagstaff and Rich Stowell" Topic: Preventing Loss of Control; Patty Wagstaff and Rich Stowell On Thursday, November 16, 2017 at 20:00 Eastern Standard Time (17:00 PST, 18:00 MST, 19:00 CST, 15:00 HST, 16:00 AKST, 18:00 Arizona, 01:00 GMT) Select Number: EA2379300 Description: Preventing Loss of Control; Patty Wagstaff and Rich Stowell To view further details and registration information for this webinar, click here. The sponsor for this seminar is: FAASTeam The following credit(s) are available for the WINGS/AMT Programs: Master Knowledge 2 - 1 Credit Click here to view the WINGS help page Back to Top 2017 FORAS Workshop - November 29-30, 2017, Taoyuan, Taiwan. Organized by Flight Safety Foundation and EVA AIR. The Workshop will introduce Flight Operations Risk Assessment System / FORAS, which is a proactive and predictive tool on hazard identification and risk management on flight operations. FORAS is an essential tool for SMS implementation. The FORAS functionalities and set up requirements and other details will be briefed at this two days workshop. FORAS Workshop will be held on November 29-30 at EVA AIR Training Center in Taoyuan, Taiwan. There is no registration fee for the workshop, details can be accessed from the FORAS website, including links for the workshop, agenda, registration, hotel and other relevant information. http://foras.com.tw/foras-workshop/ Back to Top PHD GRADUATE RESEARCH SURVEY REQUEST International airline pilot and 38-year veteran of flying, Karlene Petitt, has instructed pilots on Boeing aircraft for over 21 years, and holds type ratings on A330, B747-400, B747-200, B767, B757, B737, and B727. She is working on her PHD in Aviation with a focus on safety at Embry-Riddle Aeronautical University. Petitt is researching the impact of training, aircraft understanding, safety culture, aviation passion, and manual flight tendencies, to better understand the impact on performance. If the pilot is always blamed for errors, the underlying factors may never be identified. The survey will take approximately 10-15 minutes and is anonymous. If you fly for a commercial operation, with a two (or more) person crew (corporate, charter, or airline) please visit http://petittaviationresearch.com to learn more and access the link to the survey that can be found at the bottom of the page. Thank you!!! Karlene Petitt MBA. MHS. Doctoral Candidate Aviation ERAU Typed: A330, B747-400, B747-200, B767, B757, B737, B727 http://karlenepetitt.blogspot.com Curt Lewis