Flight Safety Information November 8, 2017 - No. 222 In This Issue Accident: Eurowings A319 at Hamburg on Nov 7th 2017, odour in cockpit and cabin EVAS - Cockpit Smoke Protection Antonov An-2 of DalTransAero crashed near Ekimchan, Russia, killing one of the two pilots An Icon A5 amphibious plane crashed in the Gulf of Mexico, north of Holiday, Florida Plane engine catches fire as it lands at Seattle airport Taiwan fighter jet goes missing during drill Hong Kong airport holds annual aircraft crash drill Govt. to hold hearing for long-term aviation safety (Korea) How are Drones Being Used for NTSB Investigations? Harness new tech to improve safety, air traffic mangers told UPS Airlines adds 3 new flight simulators to train new pilots Five ways Boeing's 747 jumbo jet changed travel FlightSafety International Names Steve Fedynyszyn Director, Quality, Safety and Standards Aircraft leasing veteran Knittel named Airbus Americas CEO Russia's Aeroflot sizes up Airbus, Boeing for narrow-body order NASA astronaut Dick Gordon, pilot of Apollo 12, dead at 88 Certificate Program in Safety Management Systems from SCSI 2017 FORAS Workshop - November 29-30, 2017, Taoyuan, Taiwan PHD GRADUATE RESEARCH SURVEY REQUEST Accident: Eurowings A319 at Hamburg on Nov 7th 2017, odour in cockpit and cabin By Simon Hradecky, created Tuesday, Nov 7th 2017 22:06Z, last updated Tuesday, Nov 7th 2017 22:11Z A Eurowings Airbus A319-100, registration D-AGWV performing flight EW-7764 from Hamburg (Germany) to Zurich (Switzerland), was climbing out of Hamburg's runway 23 when the crew stopped the climb at FL200 reporting smoke in the cockpit and returned to Hamburg for a safe landing on runway 05 about 20 minutes after departure. Attending emergency services detected a burning odour in cabin and cockpit, however, could not find any trace of fire, heat or smoke. One passenger with nausea and breathing difficulties as well as all 5 crew with unclear symptoms were taken to a hospital. The passengers disembarked and were taken to a hotel over night. They are estimated to arrive in Zurich the following morning. Emergency services reported they could not find any trace of fire, heat or smoke, however a "roast odour", the cabin air was possibly contaminated. One passenger complaining about nausea and irritations of the breathing system was taken to a hospital, all 5 crew were taken to the hospital with unclear symptoms for medical examination, too. http://avherald.com/h?article=4b0badd4&opt=0 Back to Top Back to Top Antonov An-2 of DalTransAero crashed near Ekimchan, Russia, killing one of the two pilots Status: Preliminary Date: Tuesday 7 November 2017 Type: Antonov An-2 Operator: DalTransAero Registration: RA-02305 C/n / msn: 1G240-07 First flight: 1990 Crew: Fatalities: 1 / Occupants: 2 Passengers: Fatalities: 0 / Occupants: 0 Total: Fatalities: 1 / Occupants: 2 Airplane damage: Destroyed Airplane fate: Written off (damaged beyond repair) Location: Ekimchan, Amur Region ( Russia) Phase: Takeoff (TOF) Nature: Unknown Departure airport: Ekimchan (UHBP), Russia Destination airport: Udskoye Airstrip, Russia Narrative: An Antonov An-2 impacted wooded terrain next to a residence close to Ekimchan Airstrip, Russia. The aircraft was consumed by fire. One of the two pilots sustained fatal injuries. Preliminary information suggests the aircraft crashed immediately after takeoff. https://aviation-safety.net/database/record.php?id=20171107-0 Back to Top An Icon A5 amphibious plane crashed in the Gulf of Mexico, north of Holiday, Florida Date: 07-NOV-2017 Time: 12:06 Type: Icon A5 Owner/operator: N529PG LLC Registration: N922BA C/n / msn: 00022 Fatalities: Fatalities: 1 / Occupants: 1 Other fatalities: 0 Airplane damage: Substantial Location: Gulf of Mexico north of Ben Pilot Point, Holiday, FL - United States of America Phase: Unknown Nature: Unknown Departure airport: Destination airport: Narrative: An Icon A5 amphibious plane crashed in the Gulf of Mexico, north of Holiday, Florida, USA. The aircraft came to rest inverted. One person confirmed dead on the scene. Roy Halladay (former Major League Baseball pitcher) was the lone occupant. The aircraft, N922BA, is registered to Halladay's father. https://aviation-safety.net/wikibase/wiki.php?id=201069 Back to Top Plane engine catches fire as it lands at Seattle airport A plane is seen landing at SeaTac International Airport with an engine on fire on night of November 7, 2017 @JASONAVBC A dramatic scene played out at Seattle-Tacoma International Airport in Seattle Tuesday night when a plane's engine caught fire as it was landing. It was caught on video by people in a nearby terminal: The Federal Aviation Administration says it was Hawaiian Airlines Flight 875, a ferry flight from Paine Field, Washington to SeaTac Washington. CBS Seattle affiliate KIRO-TV explains that a ferry flight means only a flight crew was on board. Hawaiian Airlines told CBS News the plane "experienced a left engine issue on final approach at SEA tonight. A left engine fire reported upon landing was extinguished by the aircraft fire extinguishing system and local fire officials." The FAA offered a different account, telling CBS News the aircraft "experienced a right engine flyer fire upon landing. The fire had already been extinguished by the time Fire crews arrived at the aircraft." There were no reports of any injuries. A SeaTac spokesperson told CBS News the plane was an Airbus A330. There were no issues or alarms when the aircraft was in the air, the spokesperson said, so it's believed the problem was a compressor stall -- similar to a car backfiring, and that it happened on the ground after the plane landed. The FAA says it will investigate. https://www.cbsnews.com/news/watch-plane-engine-fire-lands-seattle-area-airport/ Back to Top Taiwan fighter jet goes missing during drill File photo dated Aug 25, 1999, shows a French-made Taiwanese Mirage 2000-5 two-seater fighter jet on display in the Hsinchu air base. (TAO-CHUAN YEH/AFP) TAIPEI: Taiwan's defence ministry said on Tuesday (Nov 7) that a Mirage-2000 fighter jet lost contact during a drill off the island's northeast coast, with a search underway for the missing pilot. The single-seat aircraft fell off the radar at 6.43pm (1043 GMT) while it was conducting regular nighttime training, the ministry said in a statement. It was flown by Ho Tzu-yu, an experienced captain who graduated from the Air Force Academy in 2013 and has accumulated more than 700 hours of flight time, it added. Of his flight experience, 491 of those hours were flying the Mirage-2000. The air force has dispatched a S-70C rescue helicopter and C-130 transport aircraft to the waters where the fighter jet had disappeared, the ministry said. "We hope to find captain Ho Tzu-yu as soon as possible during this golden period tonight," said Chang Yan-ting, an air force spokesman. A total of six vessels from the military and the Coast Guard Administration are also being sent to join the rescue operation, according to Chang. http://www.channelnewsasia.com/news/asiapacific/taiwan-fighter-jet-goes-missing-during-drill- 9384918 Back to Top Hong Kong airport holds annual aircraft crash drill HONG KONG, Nov. 8 (Xinhua) -- Hong Kong International Airport (HKIA) conducted its annual aircraft crash and rescue exercise on Wednesday morning to test its readiness and effectiveness in handling contingencies. Over 1,000 representatives from more than 100 organizations and government departments joined the exercise, which aims to provide opportunities for the airport community and related parities to familiarise themselves with and practise cooperation in emergency procedures dealing with aircraft incidents. The drill started at 2:00 a.m. (Hong Kong time) when a simulated arrival flight carrying 130 people mistakenly entered a taxiway not assigned for its use after landing. The aircraft caught fire and caused heavy smoke inside the cabin after its starboard engine had hit a construction site hoarding and crashed into an adjacent diesel generator. Air Traffic Control Tower personnel immediately activated the crash alarm. The Airport Emergency Center (AEC) was activated to facilitate close communications and coordination among different departments and organizations. A mobile liaison center was also set up to coordinate the field activities with on-scene commanding units of government departments. In the simulated scenario, 15 fire appliances and 16 ambulances were deployed to the scene. A total of 3 deaths and 80 injuries were reported. Injured passengers and crew members were rescued and conveyed to six hospitals by ambulance or other vehicles. The exercise stood down at 6:30 a.m. (Hong Kong time). C K Ng, Executive Director of the Airport Authority Hong Kong's Airport Operations, said, "At HKIA, safety is paramount and we always put priority on safeguarding the safety of passengers and the airport community. The exercise this morning provided an opportunity to test the coordination and rescue procedures related to a construction site at the airport." Ng added that the airport authority will continue conducting various drills with their contractors and business partners to ensure the readiness of all parties in response to contingencies. Each year HKIA conducts more than 100 drills, exercises and training seminars covering a number of operational disruption and emergency response scenarios, including severe weather, system failure, equipment malfunctions, public health incidents and security issues. http://news.xinhuanet.com/english/2017-11/08/c_136736478.htm Back to Top Govt. to hold hearing for long-term aviation safety (Korea) The Ministry of Land, Infrastructure and Transport will hold a public hearing in Seoul on Wednesday to examine long-term planning for aviation safety, officials said. Based on a law enacted in March this year, the ministry will draw up a five-year policy to manage safety issues as it seeks more systematic and comprehensive measures with longer perspectives. The first plan, covering years 2018 to 2022, will have six key strategies that include establishing data-based safety management, appraisals of carriers on their safety, advanced certification and maintenance systems for aircraft, and building the appropriate infrastructure that matches global standards. "We will establish a foundation to elevate ourselves as an advanced nation in aviation safety by adopting the best plan," an official said. "We will decide on the final plan by the end of the year after including opinions presented at the hearing." (Yonhap) http://www.koreaherald.com/view.php?ud=20171108000197 Back to Top How are Drones Being Used for NTSB Investigations? The way in which government entities are able to utilize drones is something we've looked at on state and local levels, but UAS adoption is happening at the federal level as well. The National Transportation Safety Board (NTSB) has been working through drone adoption for years now, and their experiences are just as relevant to organizations looking to adopt the technology as they are to technology advocates who want to be able to showcase how drones can make a given task faster, cheaper or safer. The NTSB is an independent, federal agency. They are not part of the FAA or DOT, and are charged with investigating transportation accidents, determining the probable cause, and making recommendations to prevent reoccurrence. In addition to aviation accidents and incidents, the NTSB investigates highway, rail, pipeline, hazardous materials, and marine accidents. While the agency has the authority to investigate in any mode of transportation, it is congressionally mandated to investigate all aviation accidents. That's what makes their adoption of drones an especially relevant topic of discussion. Bill English talks with the crowd after his "Using Small UAS and Photogrammetry to Support Multi- Modal Transportation Accident Investigation" presentation. The slides in this article are from that presentation. As an Investigator in Charge in the Office of Aviation Safety at NTSB, it's a subject that Bill English is heavily focused on. His collateral duty is the UAS Program Lead, and he's done an incredible amount of work to establish how the technology makes sense for the agency. In the interview below, English talks through the advantages drones have created for the NTSB, how drones compare to "old-school" NTSB approaches, what advice he might have for an organization considering adoption and plenty more. Jeremiah Karpowicz: When and how did the NTSB begin to think of UAS as an investigative tool? Bill English: We first got involved with unmanned aircraft back in 2006 on the other end, when we were investigating a MQ-9 Predator crash in Arizona. That brought the whole idea of unmanned aircraft to the forefront for us. I wasn't involved at the time, but eventually it came on me to study the technology and the coming regulations and how unmanned aircraft might fit into our mission. Even back then, everyone was talking about how civilian commercial drones would eventually be part of the aircraft system. After experimenting with the technology, it became evident to me that it was something that could actually be useful for us in conducting any of our investigations. As the years went on, the technology became more practical to use at an accident site. In other words, you didn't have to set things up for hours on end just to get it to go. It became very evident that the drone, the camera, and the post-processing software had converged and would be very useful for us. Is there a reason the NTSB was particularly open to or receptive of that kind of conclusion? We essentially serve as a watchdog agency for all modes of transportation. Because of that, we need to be able to conduct thorough, complete, and accurate investigations and doing it in a timely manner, when we have things like a crash or a derailment. That's where the capabilities of the drone and the associated processing have really come to fore for us. We've made a conscious effort to show how drones could add technical capability and make a better product, all while doing it faster, cheaper and more effectively. That's really the holy grail for us, because we need to deliver the taxpayers the best bang for the buck. This was something we were very cognizant of when we first started looking at the technology. What kind of a practical difference have drones made for you out in the field? We're now able to use the drone to make very accurate and complete wreckage diagrams of aviation accidents that might have parts of an aircraft strewn about in difficult terrain. Additionally, when we can map the runway in half the time, that means we can give that runway back to the airport authorities, and they can get it fixed, open and airline traffic operating off that runway much more quickly. If you just start adding the cost of cancelled flights, those are some hard numbers when it comes to value. Our investigators have better data, and the airport is operating again. Or the tracks are cleared and the trains and commerce is flowing again. You have to remember that we're not that far removed from using graph paper and a sharp pencil to diagram these sites. Now though, with a very short drone flight, not only are we getting what we thought to do on-scene, but we're getting everything. There's no worry about transcribing some numbers wrong, or missing a piece or forgetting a particular measurement. It's all there. Speaking of traditional approaches, I understand you recently conducted a comparison of "old school" versus "new school", which was a look at how drones compared to the traditional methodology investigators have used. What was your main takeaway from that exercise? I did an accident not long ago of a twin-turbo prop aircraft. We had a good-sized team out there, so we decided this was a good opportunity to compare typical NTSB methodology with what you can do with the drone. We had one of our investigators just going old-school with the measuring wheel, tape measure and hand-held GPS. We had him do it as if the drone wasn't there. Then we did the same map with the drone. The differences we found in the mapping were insignificant at the most, and in fact, in some cases the drone data was even better because you can see things like complex curves in the drone ortho map. It's difficult to describe that sort of thing when you're writing up old-school field notes. Given the fact you're investigating accidents, using a drone isn't just about saving time or being more efficient though, is it? Can you give an example of a situation where a drone gives you a look at something you otherwise wouldn't be able to view? We had an inflight breakup on a twin-engine aircraft down in Florida not long ago. It was over a mangrove swamp area, and after the initial inventory of wreckage was gathered, we realized that significant portions of both wings were missing. The area had already been looked over using traditional methods, and the searchers were about to give up and assume the parts were in the water never to be found. I plotted out a search pattern using radar data and the known wreckage. We went out in a small boat and launched the drone up over the mangrove swamp for about 20 minutes. After we got the pictures on the computer, literally in the backseat of a rental car, we found the wreckage. We sent airboats out to get them and were able to complete the recovery of the aircraft. On the rail side, we've been able to get down into areas that are inaccessible for investigators on account of what a train might be carrying. Freight trains carry a lot of hazardous chemicals and other materials. We also have difficult to access areas, and one particular derailment saw both of those conditions. We were dealing with a broken section of track that was down in a frozen creek with hazardous tank cars all around it. Using a drone, we were able to get a look at the fracture surface of the rail while we were on scene. The track specialist was there, right over my shoulder, guiding it to where he wanted it to be, all while standing safely on the shore, not climbing down around cold, hazardous chemical-filled tank cars. I've dealt with skepticism around the data we're getting from these sorts of excursions, but it all comes back to the question of "how good is this?" A lot of folks look at what we're using and just think it's a little toy and wonder how good can it be. That's a valid question, because you can look at this from the outside and wonder if this is valid for what you're doing. So we've gone back and done some experiments to quantify that. Can you tell us about that process? I've gone back to some major cases that we threw a lot of resources at, in no case did I find one where the source data was any better as far as documented accuracy than what we can do right now with a drone. In fact, most of the time we do better. In our kit, we take a differential GPS with us, so we can put down ground-control points and make the accuracy to the level we require. I'll get 10-cm or less absolute accuracy on a routine basis. I've tested the differential GPS using survey markers from the county. I can get down to within 4-cm without any difficulty. That's far better than historically any NTSB ground mapping has ever been. Those are the details that can help compel adoption, but advocates are sometimes challenged when it comes to conveying these distinctions to stakeholders. Is there something about your approach that has allowed you to effectively communicate the merits of drone technology? I don't consider myself a drone pilot that does accident investigations. I'm an accident investigator that can fly a drone when necessary. I've been an accident investigator for a long time, as I've been at the NTSB for 18 years. I did accident investigators for the FAA before that. This is another tool in my toolbox that I need to use correctly for my mission. I think we've had success with this because we make sure the data that we do bring in is valid and useful for the mission. Basically, this boils down to the mission being the most important thing. And that can be applied to any critical type of work. That ties into what this entire process can means for people on both sides of an attempt to figure out UAS adoption. Any advice you'd have for organizational stakeholders or advocates? It all comes down to knowing the mission. Understand what it is that your client needs. Don't assume. Just flying the drone isn't enough, but knowing what their goals and needs are is very critical. What I say to people is to not try to reinvent the wheel. There are plenty of folks out there doing it, and you can learn a lot from them. So take those lessons learned and get started. Part 107 has opened a lot of doors, but it's just your first step. There's a lot of learning to be done beyond that. Understand that you're going to have to do that. I've taken a lot more training on things like photography and photogrammetry and crash reconstruction than I ever have on actually flying a drone. Learn that post-flight part of it. Things like photogrammetry, proper use of photography for that client and mission. And the thing is, we do a lot without drones. We've done photogrammetry projects with camera on a selfie stick. Our highway guys do it a lot. It's about what's the goal, and that needs to be the priority. It's always about being able to answer the question of, "what's the mission?" If you can do that, you're going to be able to define what it means to adopt UAS, or any technology. About the Author Jeremiah Karpowicz Jeremiah Karpowicz always envisioned a career as a screenwriter, but found the autonomy and freedom he was looking for in the digital space. He has created articles, videos, newsletters, ebooks and plenty more for various communities as a contributor and editor. He has also worked as the Executive Editor for ProVideo Coalition where he was first introduced to UAV technology. You can get in touch with him on Twitter: @jeremiahkarp https://www.expouav.com/news/latest/drones-used-ntsb-investigations/ Back to Top Harness new tech to improve safety, air traffic mangers told The chief of an air traffic control representative body has called on operators to take advantage of the opportunities offered by new technologies to improve aviation safety. MAKING THE MOST OF IT: CANSO's chief told delegates that now is the time to harness technology for greater safety in the skies. Speaking at the Civil Air Navigation Services Organzation (CANSO) Global ATM Safety Conference 2017 in Sydney, CANSO Director General Jeff Poole said: "Safety is our number one priority and we are rightly proud of the safety record in air traffic management. However, we must ensure that we do not become over-averse to risk and develop a mindset that only sees potential safety problems with every new technological advance. Conversely, we need to be proactively seeking out any and all new advances that have the potential to improve safety as well as efficiency." Mr Poole cited an example in automation, which can. he said, enable planes to safely reduce separation minima and take responsibility for such core controller functions as conformance monitoring - ensuring aircraft are doing what they were authorised to do. He added that in the future automation will provide real time and predictive decision-making, robust separation assurance and monitoring capability. Mr Poole also said pace-based automatic dependent surveillance - broadcast (ADS-B) will enable surveillance in oceanic and remote areas not currently covered, which will result in a step change for aviation safety. Remote and digital towers improve safety through improved observation via enhanced imaging and infrared for low visibility; and simplification by having all relevant information, such as weather, flight information, and other key data displayed directly on the screen. This reduces controller workload and enhances safety. He said: "While we, rightly, spend a lot of time making sure we are safe today, we also need to ensure that we anticipate safety for tomorrow. The technologies which are entering the ATM world are an opportunity to improve safety and increase operational efficiency. "CANSO Associate Members, the organisations that provide products, solutions and services to the ATM industry, have an important role to play in this. They are already driving new solutions across CANSO work groups in both safety and operations. Their expertise and innovation combined with the knowledge and expertise of CANSO Full Members, the organisations that provide air navigation services, are creating a powerful force for transforming ATM performance globally." CANSO Members support over 85 percent of world air traffic. Members share information and develop new policies, with the ultimate aim of improving air navigation services (ANS) on the ground and in the air. CANSO represents its Members' views in major regulatory and industry forums, including at ICAO, where it has official Observer status. CANSO has an extensive network of Associate Members drawn from across the aviation industry. https://www.internationalairportreview.com/news/39830/new-tech-air-traffic-safety/ Back to Top UPS Airlines adds 3 new flight simulators to train new pilots LOUISVILLE, Ky. (WDRB) - UPS Airlines is using a "video game" worth more than $10 million to fuel its flight training program. "It will be Louisville's most expensive video game, I'll tell you that," said Roger Quinn, Director of Flight Training for UPS Airlines. The company has seven flight simulators which cost more than $10 million each. It recently announced it's adding three more to the fleet, including a 747-400, a 767 and an MD-11 simulator to train the hundreds of pilots it hires each year. In the last year, it brought more than 300 pilots on board. "E-commerce is taking off," Quinn said. "We're anticipating 750 million packages delivered over peak season, which is five percent over last year's growth." UPS Airlines bought more than 14 new planes last year to help packages arrive even faster. When pilots climb inside the flight simulator cockpit, they can see the whole runway ahead of them. They can feel the wind shear and even experience engine failure. Outside the cockpit, the simulator looks like a big box, which moves up and down. Some of the simulators use hydraulics. "Your brain really feels like you're in the airplane," Quinn said. "The visual display is 150 degrees, and it uses actually a synthetic vision like a Google Maps so it's truly realistic." A brand new 22,000-square-foot building is going up adjacent to UPS Airlines' Global Operations Center, which will house the new flight simulators. Construction will start in January and will be finished by the middle of the year. The three new simulators are scheduled to be up and running by the end of 2018. http://www.wdrb.com/story/36787528/ups-airlines-adds-3-new-flight-simulators-to-train-new- pilots Back to Top Five ways Boeing's 747 jumbo jet changed travel (CNN) - The sun is setting on the planet's most recognizable jetliner. The very last Boeing 747 passenger jet was likely delivered in July -- a jumbo for Korean Air Lines - - and on November 7, 2017 United Airlines is retiring its Boeing 747 fleet with a retro-themed farewell flight from San Francisco to Honolulu. The 747 has been a passenger favorite since being introduced in 1970 by fondly remembered airline Pan American World Airways. It's doubled as a flying White House as Air Force One, as well as being the setting for many a Hollywood airborne adventure. Why the sun is setting on the Boeing 747 There are close to 500 of the big planes still flying, although many airlines are now replacing their passenger 747s with larger, more advanced, and more efficient twin-engine planes. The most recent version of "The Queen of the Skies" is the 747-8 Intercontinental, with new wings, engines, and technologies unimaginable to the designers and pilots of the original 747, which debuted almost 50 years ago. While its unique silhouette will still be around for years to come -- albeit in fewer and fewer numbers -- there's little doubt that the "Queen's" impact on aviation is as big as its size. The first wide-body The 747 ushered in the era of the twin-aisle, wide-body passenger plane. But had it been up to Pan Am's founder, Juan Trippe, the celebrated jet might have been a double-deck version of the single- aisle Boeing 707. Trippe pushed the plane's designers to come up with a double-decker, a shape that Boeing engineer Joe Sutter, known as the "father of the 747," called a "turkey." It took a Boeing executive's initiative in a meeting in a Pan Am boardroom to change Trippe's mind. The dimensions of the room were exactly the same as the proposed wide-body 747's width and height, and Pan Am was impressed. The interior of the 747 was developed in association with the Seattle-based firm Teague, Boeing's long-time cabin design partner. It was the first plane to have almost vertical sidewalls and a high ceiling, giving passengers a feeling of space and openness. Instead of a long, thin tube, the cabin was split up into "rooms," with galleys and lavatories installed as dividers. It's a shape that has defined long-haul travel for nearly half a century. The 747 swiftly garnered a reputation as a glamorous transport option. Up-sized airports The 747's dimensions were huge compared to the 707s and Douglas DC-8s that were the mainstay of airlines' international fleets in the 1960s. With hundreds of passengers arriving and departing on every jumbo jet, airports had to quickly adapt, with expanded boarding lounges, check-in counters, and terminals. Every international airline wanted to have the prestige of flying a 747, meaning that existing customs and immigration areas were soon overwhelmed with multiple, simultaneous arrivals of the big plane. Ground-support equipment had to grow, too. Aircraft tugs got a lot bigger, to handle the 747's prodigious weight of over 750,000 pounds. Catering trucks were modified to reach the cabin doors far above the ramp, and refueling tankers now had to stretch to reach the underside of the massive wings. Fabulous freight-hauler The 747 was designed at a time when the airline industry expected the supersonic transport -- SST for short -- to be the aircraft of the future. The world's first supersonic transport aircraft, the Soviet-designed Tupolev Tu-144, had made its maiden flight in 1968 and the Anglo-French Concorde took to the air two months later. Experts in the 1960s predicted that the 747 would have a short lifetime as a passenger jet, eventually giving way to aircraft traveling at multiple times the speed of sound. So the 747's designers tried to future-proof the jumbo by engineering it to carrying cargo. The main deck of the 747 was sized about 20 feet wide, to handle two standard cargo containers. To make loading easier, the nose of the cargo model of the 747 opened and pivoted upwards. That meant that the cockpit had to be located above the main deck, giving the Queen its distinctive hump just behind the flight deck. What was originally envisioned as a crew rest area in that space became the jet's most renowned feature, the passenger lounge. Only in later versions did that upper deck get stretched to accommodate a large seating area. As it turned out, the Boeing SST project -- the 2707 -- was canceled in 1971, the Tupolev Tu-144 was permanently grounded after only 55 scheduled flights, and Concorde made its final flight nearly 15 years ago. As for the hardy 747, more than 1,500 of them have been manufactured over the past half-century. Boeing is cool on the future of the 747 as a passenger plane, but it wants to build the cargo version of the 747-8 in the years to come. The new big fan New airplanes and new engines are created at the same time. New aircraft designers might seek to consume less fuel, generate more power, and take advantage of lighter-weight designs from engine developers. The 747 needed a huge jump in engine power and efficiency to get the massive plane in the air, and make money for the airlines. Pratt & Whitney changed the shape of jet engines forever with their JT9D turbofans for the 747. The engine differed from earlier power plants by having a huge fan at the front. An enormous amount of air is forced into the engine, but only a small portion goes into the engine's core where it is compressed, mixed with fuel and ignited to drive the turbine. The internal turbine spins the huge fan, pushing the jet forward. With most of the air flow directed around -- rather than through -- the core of the engine, it was the first "high-bypass" turbofan of the jet age. The design makes the engine quieter, more powerful, and with better fuel efficiency. And instead of the scream of earlier generation jets, the 747 "buzzed" when it took off. The 747 might have been the first, but now every passenger jet is powered by an incredibly reliable and sophisticated high-bypass turbofan engine. The real game-changer? The 747 went into service in the early 1970s, at a time of major societal change. It drove exponential growth in air travel, tourism, and connections between people around the world. In its first year, a fully-loaded 747 cut the cost of flying a passenger by half. Flying became instantly more accessible. But maybe the award for the biggest change in air travel should go to the 747's older sibling, the 707. That smooth-flying, jet-powered pioneer was a quantum leap from the "piston-pounders" that preceded it. It connected continents in mere hours and showed the world the power of jet travel. Brien Wygle, the co-pilot on the 747's first flight, and Boeing's former vice president of flight operations, certainly thinks so. "The shorter flight times, the higher altitudes, the better pressurization -- a lot of things we brought out with the 707 were revolutionary," he tells CNN Travel. "The 747 furthered that same direction, but you can't ignore what the 707 did." "But the 747 was a remarkable airplane, and I loved it." http://www.cnn.com/travel/article/boeing-747-jumbo-jet-travel/index.html Back to Top FlightSafety International Names Steve Fedynyszyn Director, Quality, Safety and Standards NEW YORK (November 7, 2017) - FlightSafety International announces that Steve Fedynyszyn has been named Director of Quality, Safety and Standards. "We look forward to Steve's contributions in his new role as the leader of the FlightSafety Quality and Safety Management System and in the advancement of FlightSafety Standards." said Daniel MacLellan, Senior Vice President Operations. "His proven experience with Learning Center operations, implementation of regulatory requirements, and understanding of Customer needs will ensure that FlightSafety continues to deliver the highest quality training around the world." Steve assumes responsibility for the establishment, optimization and management of business processes within the FlightSafety Quality and Safety Management System. He and his team ensure that training programs, related systems and processes are delivered according to FlightSafety's industry-leading standards and the requirements of aviation regulatory authorities worldwide. He will also lead an effort to further refine FlightSafety's standards for course delivery, documentation and instructor qualifications. This will enhance the development, approval and delivery of new training programs and the establishment of facilities. Steve joined FlightSafety in 1998 as a Program Manager for deHavilland DHC-6, Dash 7 and Beechcraft 1900 training. He was promoted to Deputy Head of Training in 2000 and most recently served as Director, Regulatory Affairs, Head of Training. During his 10 years in that role he lead a team of 17 regulatory specialists responsible for maintaining regulatory training compliance for pilot and maintenance training throughout FlightSafety's worldwide network of Learning Centers. His prior experience includes working as an Account Manager, Sparton of Canada; Senior Manager, Hardware Marketing, Ingram Micro; Manager, Marketing Services, Honeywell; and Assistant Chief Pilot at Toronto Airways and TorontoAir. Steve earned a Bachelor of Business Administration and MBA at York University in Toronto, Canada. He holds an Air Transport Pilot License and has flown more than 5,100 hours in a wide variety of Beechcraft, Cessna, deHavilland, Mitsubishi and Piper aircraft. 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/12379603/flightsafety-international-names-steve- fedynyszyn-director-quality-safety-and-standards Back to Top Aircraft leasing veteran Knittel named Airbus Americas CEO Airbus has named Jeff Knittel, a longtime veteran of the commercial aircraft leasing business, as the new chairman and CEO of Airbus Americas. Knittel will formally take over Jan. 12, 2018, replacing retiring CEO Barry Eccleston, who has led Airbus' business in the Americas since 2005. Eccleston will officially leave Airbus Feb. 28, 2018. Allan McArtor, who has been the chairman of the Airbus Americas board since 2001, will remain with Airbus as chairman emeritus of Airbus Americas. Knittel is CEO of C2 Aviation Capital, the former aircraft leasing arm of CIT Group that was acquired by Irish lessor Avolon earlier this year for $10.4 billion. Knittel, who had been with CIT since 1986, had been president of CIT Transportation Finance prior to the Avolon transaction. "Knittel will be responsible for Airbus' commercial aircraft business throughout the Americas, as well as for providing leadership for the company's helicopters and space and defense businesses in North America," Airbus said in a statement. Airbus Americas, based in Herndon, Virginia, has more than 5,000 employees. "Airbus has an extraordinary record of achievement in the Americas-especially over the last several years-but it's clear that its greatest opportunities still lie ahead," Knittel said. Significantly, Airbus opened an A320 family final assembly line in Mobile, Alabama in September 2015. Airbus began delivering aircraft from the Mobile facility to US customers in April 2016. http://atwonline.com/people/aircraft-leasing-veteran-knittel-named-airbus-americas-ceo Back to Top Russia's Aeroflot sizes up Airbus, Boeing for narrow-body order SINGAPORE (Reuters) - Fast-growing Russian airline group Aeroflot is considering a "sizeable" order for Airbus SE A320neo family and Boeing Co's 737 MAX narrow-body aircraft, a top executive said on Tuesday. The country's biggest airline has yet to order the next generation of fuel-efficient aircraft to replace its fleet of 146 A320 family jets and 54 737-800s as of June 30. "That is something that we are looking at," Aeroflot Deputy General Director for Strategy and Alliances Giorgio Callegari told Reuters of the potential order on the sidelines of the CAPA Asia Summit 2017. "Probably in the next year we will at least know the direction. It will be a sizeable order," he said, declining to provide estimated numbers. Callegari said Aeroflot wanted to retain both Airbus and Boeing narrow bodies in its fleet because it used them in different seating configurations and did not want to be reliant on a single manufacturer. Aeroflot, which has an average fleet age of just 4.1 years, increased capacity across its premium and low-cost carriers by 16.2 percent in the nine months ended Sept. 30 and still filled a higher percentage of its seats than in the prior year. It expects the growth rate to slow slightly in the fourth quarter, with a full-year capacity forecast of 12-14 percent growth, Callegari said. Russian aviation market conditions were particularly challenging in 2015 and 2016, after sanctions by the United States and Europe, along with weak oil prices, hit the Russian economy and the rouble, killing consumer demand. Demand started to recover along with the economy and Aeroflot has benefited from its scale and the bankruptcies of Russian carriers Transaero in 2015 and VIM Airlines this year. "The market is proving us right and offering us the possibility of growing," Callegari said. "Others don't seem to have such a successful approach. It makes some market segments more approachable because they cease to operate." However, Aeroflot reported a 40 percent drop in its non-consolidated net income under Russian Accounting Standards (RAS) in the nine months ended Sept. 30 to 25.5 billion rubles ($437.72 million), which ATON brokerage attributed to a lack of foreign exchange gains compared to last year. Aeroflot is a member of the SkyTeam alliance alongside carriers including Delta Air Lines , Air France KLM SA and China Eastern Airlines Corp Ltd <600115.SS>. It has codeshare arrangements with other airlines but has yet to agree a joint venture deal allowing it to coordinate scheduling and pricing. "We are having constructive conversations with a number of parties but no joint ventures are finalised yet," Callegari said, adding airlines in Europe and Asia were the focus of talks. ($1 = 58.2565 rubles) https://www.yahoo.com/finance/news/russias-aeroflot-sizes-airbus-boeing-narrow-body-order- 100133661--finance.html Back to Top NASA astronaut Dick Gordon, pilot of Apollo 12, dead at 88 Gordon became one of only two dozen men to fly to the moon when he crewed the second lunar landing in 1969. Astronauts Richard F. Gordon Jr. (left), pilot, and Charles Conrad Jr., command pilot, relax after a training session for the Gemini 11 mission. Dick Gordon, a former NASA astronaut and the command module pilot on Apollo 12, died Monday at the age of 88. Gordon, whose death was announced by NASA Tuesday, was one of only two dozen men to fly to the moon, making the trip as a member of the crew on the second lunar landing mission in 1969. Gordon was slated to make a moon walk as the commander of Apollo 18, but that mission was canceled due to budgetary cuts. While he never got the chance to walk on the moon, Gordon spent more than 315 hours in space on two missions. Gordon was also the pilot for the Gemini 11 mission in 1966, performing two spacewalks. "NASA and the nation have lost one of our early space pioneers," Acting NASA Administrator Robert Lightfoot said in a statement. "We send our condolences to the family and loved ones of Gemini and Apollo astronaut Richard Gordon, a hero from NASA's third class of astronauts," which included Apollo 11 astronaut Buzz Aldrin and 12 others. As command module pilot of Apollo 12, Gordon remained in lunar orbit aboard the Yankee Clipper, taking photos for potential future landing sites and later performing final re-docking maneuvers, while crewmates Pete Conrad and Alan Bean landed in the Ocean of Storms. During a 1999 interview, Gordon said that during his trip to explore the moon, he and his fellow astronauts really discovered Earth. "From 240,000 miles away, it's very beautiful ... a very delicate planet sitting out there in the blackest -- it's the blackest black you'll ever see," he said. "It's just devoid of any color whatsoever. And it's been described like a Christmas tree ornament hanging out there. You can't see how it's suspended or anything. It's -- philosophically you could emote about it, I'm sure, for quite some time. But it is a startling picture to look at the Earth coming back from being around the moon as it comes back." Richard F. Gordon Jr. was born in Seattle on Oct. 5, 1929. He earned a bachelor's degree in chemistry from the University of Washington in 1951 and went on to be a test pilot and flight instructor before joining NASA in 1963. After retiring from the space agency in 1972, Gordon held executive positions at several companies in the oil and gas, engineering and technology industries. Gordon is survived by six children and two stepchildren. https://www.cnet.com/news/nasa-astronaut-dick-gordon-apollo-12-moon-pilot-dies/ Back to Top World class aviation safety training from SCSI Southern California Safety Institute Excellence in Aviation Safety Training for over 30 Years Safety Management Systems Certificate Safety Management Systems - Complete 8-12 January 2018 Long Beach, California Click or scroll down for details NEW: SMS - Quality Assurance 15-17 January 2018 Long Beach, California Click or scroll down for details Operational Risk Management 22-26 January 2018 Long Beach, CaliforniaClick or scroll down for details Investigation in Safety Management Systems 29 January-2 February 2018 Long Beach, CaliforniaClick or scroll down for details Human Factors in Aviation Maintenance 9-11 April 2018 Long Beach, CaliforniaClick or scroll down for details Over 3000 aviation professionals have been trained in SCSI's SMS series courses. The transition to a Safety Management Systems (SMS) approach to aviation safety is underway and is now mandatory for all ICAO member states and aviation service providers. SCSI has been in the forefront of SMS training since 2002. SCSI's SMS courses and certificate program have been developed and refined during these SMS transitional years to keep pace with developments, requirements, practical applications and lessons learned. Safety Management Systems - Complete 8-12 January 2018 Long Beach, California SCSI has been teaching SMS since 2002 and has tracked the changes and lessons learned as SMS has been implemented in aviation settings. In 2009 all member States of ICAO and all aviation service providers within those states were to implement a safety management system. If you are a regulator, an aircraft operator, a maintenance organization, an aircraft manufacturer, an air traffic services provider or a certificated airport operator you MUST have an SMS in place. The SMS must do the following: * Identify safety hazards * Implement remedial action to maintain safety performance * Continuously monitor and assess safety performance of the organization * Seek continuous improvement in the overall performance of the SMS This course is designed for personnel assigned to safety and safety-related positions in an airline, an on-demand charter, an aerodrome, executive support airlift, a military flying activity or a government regulatory body who may be new to safety or Safety Management Systems; or to those who would like a comprehensive review of SMS fundamentals in order to review, evaluate, build, or improve upon a safety management plan. Attendees will be provided the information, knowledge, and checklists required to build, implement and manage a world class safety program using the latest tools, techniques and processes. By completion of the course attendees will have the essentials needed to develop a safety management system tailored to their organization. Those from organizations that already have safety programs will be able to critically review, compare and contrast, evaluate, and improve existing plans and programs from a safety management system perspective and make the required improvements. For more information, please visit the course information page at www.scsi-inc.com. SMS - Quality Assurance 15-17 January 2018 Long Beach, California Some student comments "Great course. I especially like the SMS Assessment tool, it will be very helpful when I return to my operation." "I really like the assessment tool. I think it will be very useful and help us improve our SMS." Is your Safety Management System really ready for a regulator audit? Having an SMS in place is not enough; the system has to actually work. It has to provide processes for people to proactively report hazards and to cultivate a safety culture that mitigates those hazards and regularly examines its policies, procedures and processes to continuously improve safety and compliance in the workplace. The Southern California Safety Institute's three day SMS - Quality Assurance course will show you how to examine all of the SMS elements to verify that they meet the regulatory requirements and more importantly, to ensure that they are effectively reducing risk in your operation. This course will provide you with the knowledge and skills necessary to conduct a complete audit of an SMS, whether it's an SMS internal to your company or you are auditing an SMS in another organization. The course includes an automated SMS Auditing tool with key questions for each of the SMS elements and a scoring matrix that identifies potential gaps and recommended corrective actions. The SMS - Quality Assurance course will help prepare your company for any external SMS audits and improve the overall effectiveness of your SMS, optimizing the benefits and ROI to your company. For more information, please visit the course information page at www.scsi-inc.com. Operational Risk Management 22-26 January 2018 Long Beach, California The international aviation community has embraced the systems approach to managing safety through the SMS template. The absolute key to an effective SMS is the integration of risk management tools and processes throughout an organization. At SCSI we have developed a hands-on, practical case study based approach to risk management that will provide you the tools to integrate this foundational process into your operations at all levels of the organization. Our instructional team has more than a decade of experience utilizing risk management processes for airworthiness issues, operations and safety applications and will share with you how to master ORM. Risk Management is a systems-based approach that focuses on the identification of hazards involved in each aspect of the operation, whether it involves aircraft flight operations, cockpit procedures, aircraft maintenance, turn-around, ticketing, scheduling, or baggage handling. As an integral and required part of a Safety Management System, Operational Risk Management formalizes this approach. The ORM course takes the best features of existing processes and combines them with key elements of accepted aviation safety practices in the only commercial course of its kind. The course provides a focused, systematic, easy-to-use method for you to identify and analyze risks and then take action to either eliminate or minimize those risks to an acceptable level. For more information, please visit the course information page at www.scsi-inc.com. Investigation in Safety Management Systems 29 January-2 February 2018 Long Beach, California This course is a follow-on to SCSI's flagship Safety Management Systems Complete (SMS- C) course. It provides safety managers and managers with knowledge and training in the process of investigating minor accidents and incidents in an aviation organization. It supports the implementation of an SMS by providing the tools and techniques used to investigate incidents, minor accidents and hazards. There is also practical training in how to investigate an occurrence from initial notification through to writing an investigation report. The ISMS course provides safety managers with the skills and abilities to effectively investigate a significant safety occurrence in their organization. The course will show you how to prepare for an investigation, gather data, analyze that data, and then make logical and sound findings. From the findings you will have identified safety deficiencies that can then be transformed into meaningful safety action in your organization. These results will provide your respective management personnel with the information they need to take meaningful action to mitigate the risk. For more information, please visit the course information page at www.scsi-inc.com. Human Factors in Aviation Maintenance 9-11 April 2018 Long Beach, California This course brings dynamic and focused Human Factors training in Aviation Maintenance (HFAM) to the civilian and military aviation maintenance workplaces. HFAM seeks to reduce human error resulting in a safer and more efficient maintenance operation. Human factors, as the largest causal factor of accidents, must be targeted for major safety efforts if an improved safety record is to be achieved. The course design parallels the maintenance human factors course SCSI provides to FAA Aviation Safety Inspectors (ASIs) which the FAA has designated an "FAA-Accepted" training course. Practical examples and case studies will enhance your theoretical knowledge. Who will benefit: Anyone associated with flying operations or safety management will benefit from Human Factors in Aviation Maintenance training as well as those responsible for developing, designing and implementing safety programs in their maintenance organizations to fulfill regulatory requirements. Both military and commercial aviation communities are utilizing this type of training to enhance performance and safety. For more information, please visit the course information page at www.scsi-inc.com. Location: the Marriott Hotel in Long Beach, California These courses (except SMS-C) will be held at the Marriott Hotel in Long Beach, California next to the Long Beach Airport (LGB). Or contact our registrar Denise Davalloo for the SCSI hotel discount rate and receive great savings on your stay! Registration Telephone: 800-545-3766 or 310-517-8844 ext. 104 Email: denise.davalloo@scsi-inc.com Web: http://www.scsi-inc.com/registration.php 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