Flight Safety Information March 6, 2018 - No. 047 In This Issue Incident: Germania A319 at Hurghada on Mar 4th 2018, engine computer problem Incident: Lufthansa A388 at Frankfurt and San Francisco on Feb 11th 2018, fumes on board EVAS - Cockpit Smoke Protection Terrified passengers film jet's engine hanging loose Emergency landing probe centres on engine failure NTSB and Forest Service work to reduce in-flight structural failures on air tankers Drone forces 20 aircraft to delay landing at Auckland Airport Airline: Passenger on Boise-bound flight tried to open cabin door in midair Aviation fuel shortage grounds Canadian pilots, flight schools Inmarsat and Airservices Australia partner on aviation safety Robinson helicopters to address safety concerns NTSB To Address Loss Of Control BSU Aviation to host career, info expo Self-Flying Aircraft Can Be A $30 Billion Industry by 2036, Study Suggests Consultancies awarded 4-year contract by the Ministry of Defence Fewer planes are ready to fly: Air Force mission-capable rates decline amid pilot crisis Japan's Scraps Domestic Development of 5th Generation Stealth Fighter Jet Boeing executive rules out reviving 767 passenger jet Unmanned Safety Institute Appoints Michael Wilson, Aviation Executive, as Director of Operations China's Tiangong-1 space station will crash to Earth within weeks BOOKS: The Air Crash Files: Thermal Runaway and JET BLAST UAA's Collegiate Aviation Education Conference & Expo...Sep. 26-28, 2018 RESEARCH SURVEY POSITION:...AIRCRAFT MAINTENANCE INSTRUCTOR Position: Manager, Maintenance School Support ESASI Regional Seminar -Jurmala/Riga, Latvia on 23-24 May 2018 New HFACS workshop - Daytona Beach, FL - April 16th & 17th, 2018 Incident: Germania A319 at Hurghada on Mar 4th 2018, engine computer problem A Germania Flug Airbus A319-100, registration HB-JOG performing flight GM-3023 from Hurghada (Egypt) to Zurich (Switzerland), was climbing out of Hurghada when the crew stopped the climb and entered a hold due to problems with one of the engine (CFM56) computers. The aircraft returned to Hurghada for a safe landing. A passenger reported they noticed that the aircraft stopped climbing and appeared to be holding. About 20 minutes the crew announced there was a problem with one of the engine's computers and they needed to return to Hurghada. About 50 minutes after landing passengers disembarked, were supplied with food and accomodation for the night. The airline reported the aircraft returned due to technical irregularity. The problem could be repaired within a few hours, however, due to the night curfew in Zurich the aircraft could not depart anymore and the flight was postponed to the next morning. The aircraft departed Hurghada the following morning and reached Zurich with a delay of about 24 hours. http://avherald.com/h?article=4b5b3a33&opt=256 Back to Top Incident: Lufthansa A388 at Frankfurt and San Francisco on Feb 11th 2018, fumes on board A Lufthansa Airbus A380-800, registration D-AIML performing flight LH-454 from Frankfurt/Main (Germany) to San Francisco,CA (USA), was climbing out of Frankfurt about 5 minutes into the flight when a smell of dirty old socks developed in both upper and lower cabin, passengers as well as flight attendants began to complain about the odour, the flight deck was informed. ABout 15 minutes after the odour started the smell dissipated. The flight was continued to San Francisco. Descending into San Francisco the smell of dirty old socks developed again, stronger than during climb out, passengers and cabin crew started coughing, several passengers reported eye irritations and head ache. The aircraft continued for landing on San Francisco's runway 28R. The smell dissipated on touchdown. None of the crew and none of the passengers requested medical assistance. The aircraft remained on the ground in San Francisco for about 3 hours, then departed for the return flight and suffered fume events again, see Accident: Lufthansa A388 near San Francisco and Frankfurt on Feb 11th 2018, fumes on board. A passenger reported that the aircraft had been de-iced before departure from Frankfurt. There was an odour of dirty old socks a few minutes after takeoff and later during descent into San Francisco, however, there was no haze or other noticable reduction of visibility. The passenger felt headache developing during the flight, which continued into the next day but then subsided with no other impairment. The passenger did not seek medical assistance. Ground staff in San Francisco guessed, it might have been de- icing fluid. Following the return flight the aircraft entered scheduled maintenance, an oil leak at engine #3 (Trent 970) was suspected as cause of the odour. Germany's BFU reported on Mar 5th 2018, that they have been notified about the occurrence, did not rate the occurrence a serious incident or accident and did not open an investigation. http://avherald.com/h?article=4b5b37c1&opt=256 Back to Top Back to Top Terrified passengers film jet's engine hanging loose after blowout on Brit-designed plane that forced emergency landing Flyers from Kyrgyzstan were left fearing the plane was about to drop out of the sky after they first spotted smoke and then saw one of the engines disintegrating before their eyes THIS is the alarming moment a jet engine blew out on a British-designed passenger plane with 96 people on board, leading to an emergency landing. Part of the broken engine is seen hanging loose after smoke was spotted by worried passengers soon after take off from Bishkek in Kyrgyzstan. The jet engine began falling apart mid-air The Tez Jet airline service was reportedly returning to Manas International Airport in the capital of ex- Soviet state Kyrgyzstan after the alarming incident. The pilot had requested the emergency landing. Footage captures a sight no passenger wants to see as one of the four engines on the British Aerospace RJ-85 starts falling apart. Relieved passengers clapped as the plane made a successful landing some 30 minutes after takeoff on Thursday. Passengers began fearing for their lives as the captain decided to carry out an emergency landing Fire engines were waiting at the airport but luckily were not needed. There were no reports of injuries. The country's Civil Aviation Agency is currently investigating. The plane managed to touch down in one piece The so-called Whisperjet plane had been due to fly from Bishkek to Batken, a city in the south of Kyrgyzstan. The BAe 146/Avro RJ is a high-wing cantilever monoplane. The four turbofan engines are mounted on pylons under the wings. The Sun Online has contacted the airline for a comment and is awaiting a response. https://www.thesun.co.uk/news/5726511/tez-jet-plane-engine-bishkek-blowout-kyrgyzstan-video/ Back to Top Emergency landing probe centres on engine failure The aircraft made an emergency landing on Friday afternoon on Great Northern Highway. Air safety experts are investigating why both engines on an aircraft carrying nine passengers failed and forced an emergency landing on Great Northern Highway on Friday afternoon, about 39km east of Broome International Airport. The Skippers Aviation Cessna Conquest left Halls Creek about 3pm and the pilot later made a mayday call to the tower at BIA, reporting engine problems. The plane touched down safely on the national highway and police later closed the road from Sandfire to Roebuck Plains Roadhouse. No one was injured and there was no reported damage to the aircraft. The Australian Transport Safety Bureau today confirmed it was investigating a dual engine failure and forced landing of the Cessna 441, VH-LBY. An ATSB spokesman said during descent into Broome airport, the right then left engines began to surge. "The pilot shut down the right engine and made a mayday call. Shortly after, the left engine failed and the pilot conducted a forced landing on the Great Northern Highway," the spokesman said. As part of the investigation, the ATSB will interview the pilot and obtain engineering information. Should a critical safety issue be identified during the course of the investigation, the ATSB will immediately notify those affected and seek safety action to address the issue. The Civil Aviation Safety Authority confirmed it was also in the process of gathering detailed information. "We will certainly be having a good in depth look at why it happened and any actions that may need to be taken to prevent this type of incident happening again," CASA said. https://thewest.com.au/news/regional/emergency-landing-probe-centres-on-engine-failure-ng- b88764570z Back to Top NTSB and Forest Service work to reduce in-flight structural failures on air tankers * Metal fatigue cracking was identified as an issue in several crashes T-910 Soberanes Fire T-910 on the Soberanes Fire south of Monterey, California in 2016. Photo by Wally Finck. The National Transportation Safety Board published this article March 1, 2018 on their NTSB Safety Compass website. It provides details about how the U.S. Forest Service and the NTSB have worked together to attempt to mitigate some of the risks of flying old aircraft converted to air tankers low and slow close to the ground while experiencing high load factors. By Jeff Marcus and Clint Crookshanks One enduring image of the fight against forest fires, like those that devastated California last year, is of a large airplane flying low and dropping red fire retardant. These firefighting air tankers are invaluable, and they operate in extreme environments. Over the years, we've investigated several accidents involving firefighting aircraft, identifying issues and making recommendations to ensure the safety of these important assets. For example, in 1994, we investigated an accident in which a retired Air Force Lockheed C-130A Hercules, which had been converted into a firefighting airplane and was under contract to the US Forest Service (USFS), crashed while battling a fire in the Tehachapi Mountains near Pearblossom, California, killing all three flight crewmembers. In June 2002, another retired Air Force Lockheed C-130A Hercules, also converted into a firefighting aircraft and under contract to the USFS, crashed while dropping fire retardant near Walker, California, killing the three flight crewmembers onboard. Just a month later, a retired Navy Consolidated Vultee P4Y-2 Privateer, again under contract to the USFS to fight forest fires, crashed while maneuvering to deliver fire retardant near Estes Park, Colorado, killing both flight crewmembers. We determined that the probable cause in each of these accidents was in-flight structural failure due to fatigue cracking in the wings, and we concluded that maintenance procedures had been inadequate to detect the cracking. Firefighting operations inherently involve frequent and high-magnitude low-level maneuvers with high acceleration loads and high levels of atmospheric turbulence. A 1974 NASA study found that, at that time, firefighting airplanes experienced maneuver load factors between 2.0 and 2.4-almost a thousand times more than those of aircraft flown as airliners. The NASA study concluded that, because the maneuver loading in firefighting airplanes was so severe relative to the design loads, the aircraft should be expected to have a shortened structural life. Repeated and high-magnitude maneuvers and exposure to a turbulent environment are part of firefighting service, and these operational factors hasten fatigue cracking and increase the growth rate of cracking once it starts. Aerial firefighting is an intrinsically high-risk operation; however, the risk of in-flight structural failure is not an unavoidable hazard; rather, fatigue cracking and accelerated crack propagation should be addressed with thorough maintenance programs based on the missions flown. Aircraft maintenance programs, which are typically developed by airplane manufacturers, usually point out highly stressed parts that should be inspected for signs of fatigue cracking, and they give guidance on how often these parts should be inspected. When specifying a maintenance program, manufacturers typically consider the expected loads that an airplane will encounter; however, in the past, for many aircraft used in firefighting operations, very little, if any, ongoing technical and engineering support was available because the manufacturer no longer existed or did not support the airplane, or the military no longer operated that type of aircraft. The maintenance and inspection programs being used for the firefighting aircraft mentioned above did not account for the advanced age and the more severe stresses of the firefighting operating environment. Range Fire air tanker Air tanker 12 on the Range Fire in Southern California, August 27, 2016. Photo by Kern County Fire Department. As a result of our investigations, we issued safety recommendations to the USFS to hire appropriate technical personnel to oversee their airtanker programs, improve maintenance programs for firefighting airplanes and to require its contractors to use these programs. The USFS responded promptly and effectively, substantially improving the safety of its firefighting operations. The USFS hired a team to build out its Airworthiness Branch, to lead their effort to comply with the NTSB recommendations, and with this staff of engineers and technicians made needed revisions to the contracting, oversight, and operations of the USFS program using airplanes to fight forest fires. The agency hired aircraft engineering companies that performed in-depth stress analyses on the firefighting airplanes in operation. The results were used to improve maintenance programs by identifying parts of the aircraft structure in need of continuing inspections and proposed the time and use intervals needed between inspections to prevent fatigue cracks from developing into catastrophic structural failures. The USFS also outfitted firefighting aircraft (tankers as well as helicopters and lead aircraft) with equipment that measures and records the actual flight loads experienced while fighting forest fires, then used that data to further improve the inspection program for airplanes in use and to develop programs for new types of airplanes being introduced to fight forest fires. Clint Crookshanks, an NTSB aviation structural engineer and aircraft accident investigator who worked on these airtanker accidents, helped the USFS review its contractors' maintenance and inspection program documents and provided advice on how they could better address our recommendations. On November 5, 2010, the USFS issued its first iteration of a Special Mission Airworthiness Assurance Guide for Aerial Firefighting and Natural Resource Aircraft, which contained the method, schedule, and standards for ensuring the airworthiness of firefighting aircraft. The USFS has revised the guide twice since then, with the latest revision issued on November 6, 2015. The guide now includes standards for USFS aircraft contracts, which are required for all aircraft used in USFS firefighting missions, satisfying our recommendations. Since these improvements were implemented, no aircraft performing aerial firefighting missions for the USFS have experienced an in-flight structural failure. We continue to work with the staff at the USFS to improve the safety of firefighting flights. At the beginning of January 2018, Clint attended a meeting in Missoula, Montana, to discuss the current and future large airtankers on contract to the USFS. Our recommendations are still relevant to the USFS and its contract operators and were the basis for most of the discussion at the Missoula meeting. The current USFS contract requirements have ensured that all contractors have effective maintenance and inspection programs that account for the extreme operating environments seen in aerial firefighting. Aircraft providing aerial firefighting services contain equipment that records the loads on the aircraft and even provides an alarm in real-time when a flight's loads may have overstressed the airplane. In addition, the data recorded is downloaded and supplied to Wichita State University for mission profile development. British Aerospace, which originally manufactured the jet powered BAe 146 and RJ-85 airplanes currently used for USFS firefighting operations, provides technical support for these airplanes' operators. The US Air Force also provides firefighting service using C-130 airplanes equipped with a Mobile Airborne Firefighting System (MAFFS) to assist the USFS on an as needed basis. The manufacturer of the C-130, Lockheed-Martin, is working with the Air Force to continually monitor and analyze the loads on airplanes used in the firefighting mission. The importance of keeping these unique aircraft and their crews safe and functional becomes even more evident during every forest fire season. The lessons we've learned from our accident investigations have been used to identify needed changes that have made it possible to more reliably and safely fight forest fires from the air and protect life and land. **** Jeff Marcus is an Aviation Transportation Safety Specialist in the NTSB Office of Safety Recommendations and Communications. Clint Crookshanks is an aviation structural engineer and aircraft accident investigator in the NTSB Office of Aviation Safety. http://fireaviation.com/2018/03/05/ntsb-forest-service-work-reduce-in%E2%80%91flight-structural- failures-air-tankers/ Back to Top Drone forces 20 aircraft to delay landing at Auckland Airport An Air New Zealand flight from Tokyo to Auckland has been forced to divert to Ohakea Air Force base near Palmerston North - a whopping 500km away. The diversion occurred just before 12pm on Tuesday, after a drone was spotted on the approach to Auckland Airport. Passenger Mo Maisey spoke to Newshub while the aircraft was refuelling in Ohakea. She said the flight circled near Auckland for 30 minutes before climbing and heading south, due to reports of a drone being flown near the airport. An email sent to passengers on the flight from Air New Zealand confirmed the aircraft was forced to divert to Ohakea to refuel due to a drone being sighted near the airport. Airways New Zealand, who are in charge of monitoring New Zealand's air space, told Newshub the pilot alerted air traffic control to the presence of a drone in controlled airspace. Following the report, around 20 aircraft chose to circle until they received clearance to land - and one flight, the Air New Zealand flight from Tokyo, chose to divert for fuel. Police responded their Eagle helicopter to the Whitford area after being contacted by the airport. The drone was not located and police say there are no current lines of enquiry. http://www.newshub.co.nz/home/travel/2018/03/drone-forces-20-aircraft-to-delay-landing-at- auckland-airport.html Back to Top Airline: Passenger on Boise-bound flight tried to open cabin door in midair * Boise Police and the FBI are investigating the incident. BOISE -- Passengers intervened to take down a woman who attempted to open an airplane cabin door during a flight to Boise Monday morning. The incident happened onboard SkyWest flight 5449 from San Francisco to Boise. A spokesman for SkyWest Airlines said the "unruly customer" was restrained, and the flight was able to land safely at the Boise Airport. Boise Police met the plane at the gate, and took the woman into custody. All other passengers were able to safely deplane at the Boise Airport, and no one was hurt, according to SkyWest. Boise Police spokeswoman Haley Williams said the woman is being medically evaluated, and possible charges have been routed to the prosecutor's office for review. Her name has not been released, and it's unclear why she attempted to open the aircraft door. The FBI is also investigating the incident, Williams said. http://www.ktvb.com/article/news/local/airline-passenger-on-boise-bound-flight-tried-to-open-cabin- door-in-midair/277-526052596 Back to Top Aviation fuel shortage grounds Canadian pilots, flight schools Instructor David Williams, a flight engineer, teaching a brand new aviation program which just started up at J. Percy Page High School in Edmonton, February 22, 2018. ED KAISER / POSTMEDIA Thousands of general aviation pilots across Canada continue to be affected as a nationwide fuel shortage enters its third week. On Feb. 13, Imperial Oil notified Transport Canada about possible quality-control issues with aviation gasoline produced at its Strathcona refinery near Edmonton since Dec. 28 - specifically concerning the fuel's electrical conductivity, potentially causing the aircraft's on-board fuel gauge sensors to display incorrect readings. Aviation gasoline, also known as avgas or 100LL (low lead) is primarily used in smaller, piston-driven aircraft and helicopters. Commercial jets, turboprop airliners and turbine-engined helicopters use jet fuel and are unaffected by this advisory. While some larger airports purchase avgas from American suppliers, Imperial's Strathcona refinery is Canada's sole production source of general aviation fuel. Transport Canada has since issued a Notice to Airmen (NOTAM), prompting airports across the country to halt sales of avgas and quarantine their remaining supplies until testing can take place. While some fuel stocks have been tested and deemed fit for use, airports across the country are still reporting sales of avgas will be on hold until further notice. Carter Mann, manager of government affairs and communications for the Canadian Owners and Pilots Association (COPA), said the situation has been devastating for their 16,000 members across the country. "It's certainly a concern to us, obviously with the fact there's only one supplier for the whole country," he said. "This affects not just recreational flyers, but nighttime newspaper deliveries, medevac flights and flight schools - they've had to shut down operations." As many aviation engines require leaded fuel to operate safely, simply substituting automotive gasoline isn't an option, he said. Initiatives to develop a lead-free fuel capable of being burned without modifying existing aircraft are underway south of the border - a move COPA endorses. Imperial spokeswoman Laura Bishop said progress is being made on testing fuel already delivered to airports, but provided no timeline on when avgas production would resume. She said that while much of the fuel tested has been cleared for use, some airports were forced to quarantine their supplies. That includes the municipal airport in Three Hills, forced to shut down its pumps two weeks ago after fuel stores failed quality tests. Airport manager Dennis Fox told Postmedia arrangements are underway to drain and eventually replace the nearly 2,700 litres of unfit avgas in their storage tanks, but doesn't know when they'll be able to start selling again. "They're hoping to remove it this week," he said. "But I've got no information on when the resupply will be available." Owned by the Town of Three Hills, the airport relies on revenues from selling avgas to both to local operators and passing pilots dropping by to refuel. Fox said fuel sales in February were nonexistent, owing to poor weather keeping planes out of the area. "Just when the weather got really nice, our fuel was quarantined," he said. Prairie Aviation Training Center, a flight school based at the Three Hills airport, has likewise grounded planes due to a lack of fuel. "We were down for about eight days of beautiful weather," said program director Kalvin Hildebrandt. "The real frustration for most of us is a lack of communication - (Imperial) just said to quarantine the fuel, but they didn't say anything about the fuel in the airplanes." He said the school's resorted to - at great expense - arrange for fuel shipments from as far away as Drumheller until local supplies resume. Associated with nearby Prairie College, the flight school operates a fleet of eight aircraft for 24 students - many of whom he says are being left in limbo. "We've been having students sitting around, they're paying room and board at the college," he said. "It's definitely having an impact." http://calgaryherald.com/news/local-news/aviation-fuel-shortage-grounds-canadian-pilots-flight- schools Back to Top Inmarsat and Airservices Australia partner on aviation safety Inmarsat has partnered with Airservices Australia to initiate satellite voice (SatVoice) communications evaluations for air traffic services in Australia in areas beyond the reach of traditional VHF voice coverage. Through the partnership with Inmarsat, Airservices Australia will help airlines and operators to complement conventional voice communications equipment with modern digital technology. The evaluation is working toward two important customer benefits: more effective and ultimately safer aviation safety services over the oceans and remote areas, and lower weight for avionics, contributing towards reduced fuel burn and greenhouse emissions. SatVoice communications is a two-way channel, satellite-based service that enhances accuracy in cockpit communications and therefore aircraft safety. The system enables faster and better quality voice communications between flight deck crew and designated contacts on the ground, including air traffic controllers and airline operations personnel. Currently, cockpit communications involves the aircraft calling a ground station, which then connects the flight deck crew to an air traffic control facility, in what is known as "two-stage dialing." SatVoice communications will streamline this process, speeding up contact between air traffic control and the aircraft. The evaluation will take place over the next few months, with the ultimate objective being direct controller-to-pilot communications (DCPC). Enhanced voice communications will support long-term efficiency and safety improvements that require these direct communications. As part of its SB-S platform, which delivers high-speed IP connectivity to the flight deck, Inmarsat will offer upgraded SatVoice services that will be unparalleled in speed and quality. SITAONAIR, who currently provides datalink services to Airservices Australia, has a key role as the Communications Service Provider, providing the connectivity infrastructure for these evaluations. Virgin Australia is also participating as the airline partner for the evaluation, demonstrating Inmarsat SatVoice on four of its B737 aircraft. "This is an important evaluation for our industry and for Airservices Australia, as we continue our program of delivering customer benefits through better technology," said Stephen Angus, Airservices Australia, Executive General Manager, Air Navigation Services. Captain Mary McMillan, Vice President of Safety and Operational Services for Inmarsat Aviation said: "As the leader in aviation safety and operational services, Inmarsat is pleased to work with Airservices Australia to demonstrate this important aspect of flight deck connectivity. Satellite communication systems have saved the world's airlines US$3 billion in the past 15 years. We look forward to providing additional benefits deploying satellite communications in applications like this." François Bardin, Director - Air Traffic Solutions, at SITAONAIR added: "We are proud of our key, long- standing relationship with Air Services Australia, providing ADS-C/ Controller-Pilot Datalink Communications (CPDLC) services for Melbourne and Brisbane's air traffic control centres. SITAONAIR is excited to be extending our Air-to-Ground solutions in Australia in our role as Communications Service Provider for both airlines and ANSPs, providing our infrastructure as the platform for SATCOM voice services, and reinforcing our commitment to supporting and delivering the highest level of aviation operational efficiency and safety." http://www.adsadvance.co.uk/inmarsat-and-airservices-australia-partner-on-aviation-safety.html Back to Top Robinson helicopters to address safety concerns Robinson helicopter representatives are set to visit New Zealand after the Department of Conservation banned some models because of safety concerns. A collection of newspaper clippings of Robinson helicopter crashes over the years. Photo: RNZ Representatives from the company are set to visit New Zealand again in a fortnight, Aviation NZ said, to talk about new safety programs for their choppers. The Department of Conservation permanently banned the use of Robinson R22, R44 and R66 models by staff last week. New Zealand has had a significantly higher rate of low-G mast-bumping accidents in some Robinson helicopter models than in other parts of the world - about nine times higher than the US, according to the Transport Accident Investigation Commission (TAIC). Robinson Helicopter Company data provided to the TAIC shows the number of low-G mast bumping accidents which have occurred in New Zealand and the United States since 2000 is the same even though there are 300 helicopters in New Zealand's fleet compared to 2700 in the US. DOC is just the latest organisation to ban the helicopters, which have featured in 143 helicopter crashes in New Zealand since 2000 - 21 of which were fatal. Those 21 accidents make up 48 percent of the total fatal helicopter crashes in the 17 years between 2000 and 2017. R22 and R44 models were flown for 901,682 hours in that time - 32 percent of the total helicopter flight time - 2,843,848 hours. Other organisations to stop using the helicopters include Environment Canterbury, Environment Southland and the Bay of Plenty Regional Council. The Civil Aviation Authority of New Zealand (CAA) has investigated 14 fatal Robinson crashes since 1991 caused by "mast bumping", contact between an inner part of a main helicopter blade and the main rotor drive shaft, which usually results in the helicopter breaking up in flight. It found that nine of those crashes were in low-G conditions. Robinsons make up about 35 percent of the helicopters in New Zealand. In October 2016, they were added to the transport safety watchdog's watchlist with the highest possible warning. The CAA maintains its view the helicopters are still safe to fly - when flown by experienced, trained pilots within the manufacturer's recommended limits. The CAA said the rate of fatal accidents occurring in Robinson R22, particularly involving in-flight break- up of the aircraft, between 2006 and 2016 was of significant concern. But said the rate had since reduced noticeably, after new rules introduced in July 2016 requiring a minimum of 20 solo flying hours, and safety courses every two years for some pilots. Those rules were brought in following a review of the helicopters' safety after a crash in 2014. The exact cause of the crashes is the matter of some debate. Robinson executives consistently claim it is down to pilot error, including differences in training. TAIC found one crash in 2014, which killed pilot Damian Webster, was caused by mast-bumping, exacerbated by strong winds. Robinson Helicopter Company rejected the report, saying it was probably down to training. Mr Webster had 287 hours flying experience, but just 11 hours in total spent flying the R44 model. At the time, the commission's chief investigator, Tim Burfoot, said a Robinson helicopter break-up accident had occurred every 18 months since 2002. Another crash in October 2016 prompted the US lawyer for families of the victims to say the helicopters were "unsafe and unairworthy". It was that crash which prompted DOC to initially suspend use of Robinsons, now extended to a permanent ban. Company president Kurt Robinson visited New Zealand in April 2016 to personally investigate the high crash rate, and said the company was putting in a special efforts to find the reasons why. A spokesperson for the Robinson Helicopter Company said they were disappointed with DoC's decision. The company wasn't contacted by do, or involved in the decision making process, they said. Robinson Helicopter Company director of flight safety Bob Muse will be in the country at the end of next week and will be meeting with government agencies and other groups to discuss the safety of the helicopters. https://www.radionz.co.nz/news/national/351891/robinson-helicopters-to-address-safety-concerns Back to Top NTSB To Address Loss Of Control Loss of control continues to be the leading cause of general-aviation fatalities, and the NTSB is working to change that. On April 24, the board will host a meeting of experts to discuss the problem and explore solutions. The program, set for April 24 in Washington, D.C., will comprise three round-table sessions on pilot training, cockpit technology, and the next steps needed to address the challenges identified. The event is open to the public and also will be webcast live online, from 8:30 a.m. until 3 p.m. Speakers will include airshow pilot Patty Wagstaff and Foreflight CEO Tyson Weihs, as well as staff from AOPA, EAA, Embry-Riddle, the FAA, the NTSB, and more. The program will be moderated by NTSB chairman Robert Sumwalt. NBAA also recently cited loss of control as the top "safety focus area" on its 2018 list of the most critical safety-related risks facing operators of business aircraft. Other risks listed by NBAA were operations with a single pilot, distraction management, runway excursions, procedural compliance, and more. "The identified focus areas represent the most critical safety-related risks facing business aircraft operators in 2018," said David Ryan, chairman of NBAA's Safety Committee. The committee aims to not only identify potential hazards, Ryan said, but also "to provide the business aviation community with the most effective mitigation tools and strategies." https://www.avweb.com/avwebflash/news/NTSB-To-Address-Loss-Of-Control-230398-1.html Back to Top BSU Aviation to host career, info expo Recruiters from more than a dozen airlines will be featured at a spring Career & Information Expo, to be held from noon to 4 p.m. April 14 at BSU Aviation, 1852 Shawmut Ave., New Bedford. The inaugural event is open to Bridgewater State University students - current and future - and to the general public. Participation will count for FAA Wings credit. The event will include presentations, tours of the facility, the university's 11 aircraft and hands-on flight simulators. Domenic LaFauci, staff assistant for records and compliance at BSU Aviation and Master CFI, will be among a series of presenters that include AcroJet LLC and James Albright. Participating airlines and vendors are Republic Airline, PlaneSense, CommutAir, ExpressJet Airlines, Wiggins Airways, Cape Air, Endeavor Air, Piedmont Airlines, PSA Airlines, Skyline Flight, US ANG, Textron, LinearAir, AOPA, FAA, Tradewind Aviation and Gama Aviation. In addition to the flight track, BSU Aviation offers a track in management, where graduates qualify for positions in airport management at sites both large and small as well as the Federal Aviation Administration. Both the flight and management tracks in the bachelor's degree program are designed to be completed in four years. For information: Facebook.com/BSUAviation; mybridgew.edu/departments/Aviation; dLaFauci@bridgew.edu. http://bridgewater.wickedlocal.com/news/20180305/bsu-aviation-to-host-career-info-expo Back to Top Self-Flying Aircraft Can Be A $30 Billion Industry by 2036, Study Suggests Drones film the sports we watch on TV and assist farmers in taking care of acres of crops. The self- flying aircraft business has already seen a boom in recent years, but a recent industry study says it might only soar higher. Aerospace consulting firm Avascent and the Aerospace Industries Association have released a joint report that projected the "explosive growth" in the international market for unmanned aircraft systems, or UAS. The analysis, aptly titled "Think Bigger: Large Unmanned Systems and the Major Shift in Aviation", estimated that by 2036 money spent on large UAS will surge to $30 billion annually. If that happens, consumers will see a major shift in how air travel is conducted and how cargo is moved. This doesn't mean our lives will be filled with more personal autonomous quadcopters. The paper focuses on UAS heavier than 55 pounds, which ranges from courier aircraft capable of delivering Amazon packages to 200,000-pound commercial airliners. How the paper defines large unmanned aircrafts. "We have got to think bigger when it comes to the future of unmanned aviation," Eric Fanning, the CEO of the AIA, said in a statement. "The future unmanned systems market will change the way we travel and transport products. We could see entirely new economic centers where they don't exist today. It's an incredible opportunity - if government and industry start now on the regulations and technology to realize that potential." The logic is a lot like the push to get self-driving cars into action: With a solid infrastructure, a lot of tasks that simply require a vessel to travel from point A to point B can be automated. However the paper also points out the glaring roadblocks in the way. The biggest one is regulation can't really keep up with innovation, which might be for the best sometimes. An uncrewed jet might be completely possible, but it probably won't become a commercially available flight option until extensive tests are conducted and security measures enacted. Possible applications for large UAS. Even now, a majority of Americans are pretty nervous about taking a ride in a fully self-driving car. A recent AAA survey found that 63 percent of U.S. drivers reported being afraid of getting driven around by A.I. Imagine asking those same people to get on a fully autonomous airplane for five hours? The report is hopeful and cites the acceptance of small UAS as a sign for the rise of larger autonomous aircrafts. However, to fully achieve that $30 billion estimate, society would have to quickly overcome its fear of technology like this and immediately start building up the necessary infrastructure. With determination like that, maybe we will be flying without a pilot in 20 years. https://www.inverse.com/article/41917-self-flying-aircrafts-30-billion-industry-by-2036 Back to Top Consultancies awarded 4-year contract by the Ministry of Defence Baines Simmons has partnererd Frazer-Nash Consultancy to win a new four-year contract from the Ministry of Defence. The multi-million pound contract will see the consultancies design training initiatives for the MOD, as the institution works to enhance its safety processes. Baines Simmons, the aviation safety wing of professional services firm Air Partner, was founded in 2001. Baines Simmons specialises in aviation safety consulting, with an emphasis on aviation regulation, compliance and safety management. It counts more than 750 aviation organisations and more than 40 aviation authorities among its client base, offering them consulting, training and outsourced services. The firm believes it has trained more than 120,000 aviation professionals across multiple facets of the aviation industry. The consultancy has been at the heart of the aviation safety industry for the best part of two decades, supporting the development and implementation of Defence Airworthiness Requirements since 2002. More recently, in November 2017, Baines Simmons was awarded a four-year contract to provide consultancy and training services to the EDA, supporting continued development and deployment of the full suite of European Military Airworthiness Requirements (EMARs). Meanwhile, earlier in 2018, it was also announced that the firm had secured two separate contracts with two NATO operating units to understand the benefits and the challenges associated with EMAR (European Military Airworthiness Requirements) implementation. Consultancies awarded 4-year contract by the Ministry of Defence Building on this momentum, the firm has now been awarded the contract for the Safety Training for Error Prevention (STEP) programme, by the Ministry of Defence (MOD), in partnership with engineering specialist Frazer-Nash Consultancy. STEP is the successor to the Defence Aviation Error Management System (DAEMS) contracts, which were technical support initiatives designed to assist cultural change and facilitate the establishment of an effective Safety Management System (SMS) across the Defence Aviation Environment (DAE). With the formation of the Defence Safety Agency (DSA), there is the potential opportunity for STEP to deliver a Training Needs Analysis (TNA) to identify emerging training requirements across the other MOD regulatory domains and develop appropriate training and technical support solutions. Frazer-Nash, an aerospace firm of around 800 employees operating from a network of twelve UK and Australian offices, will work with Baines Simmons, to provide support within the STEP programme to further embed Error Management (EM) and to support the progression towards the next stage of safety maturity, as an effective SMS is developed across the DAE. The contract for this work is worth between £2 million and £3 million, and will span the next four years, with the option of two one-year extensions. The agreement will also serve as a framework to support and facilitate safety-related sub-projects across the MOD. Commenting on the contractors, Real Admiral Paul Chivers, Director MAA, said, "The Military Aviation Authority have been working with Baines Simmons over the last 6 years to comprehensively deliver Air Safety training. The awarding of the STEP contract will allow the MAA to continue delivering assured Air Safety training alongside our strategic partner with a common aim of ensuring an increased awareness of Air Safety with the Defence Aviation Environment." Meanwhile, Andy Llewellyn, STEP Programme Manager at Baines Simmons, said, "It has been a fantastic team effort to secure the STEP contract, which allows Baines Simmons and Frazer-Nash to build upon the success of the Defence Aviation Error Management System (DAEMS) programmes. Together with the safety professionals within the Military Aviation Authority (MAA) and those across the DAE regulated community (with whom we have worked to establish DAEMS), we have paved the way for the STEP programme. This represents a challenging but exciting opportunity and we will continue to act as trusted advisors to the MOD and assist in any way we can to ensure that an effective SMS prevails, not only within the DAE but across the MOD as a whole." Tim Andrews, Business Manager at Frazer-Nash Consultancy, added, "Working collaboratively, we look forward to providing change management, training analysis and specialist technical support to the programme, which will help the MOD to prevent accidents, reduce risk to life, enhance its operational capability and drive down unnecessary resource expenditure." https://www.consultancy.uk/news/16167/consultancies-awarded-4-year-contract-by-the-ministry-of- defence Back to Top Fewer planes are ready to fly: Air Force mission-capable rates decline amid pilot crisis The F-22 saw an 11.17 percentage point reduction in mission-capable rates in 2017. It was one of several airframes that saw similar dips, contributing to an overall decline in mission-capable rates across the Air Force. (Tech Sgt. Michael R. Holzworth/Air Force) The readiness of the Air Force's aircraft fleet is continuing its slow, steady deterioration - and this could spell trouble for the service's effort to hold on to its pilots and its ability to respond to contingencies around the world. According to data provided by the Air Force, about 71.3 percent of the Air Force's aircraft were flyable, or mission-capable, at any given time in fiscal 2017. That represents a drop from the 72.1 percent mission-capable rate in fiscal 2016, and a continuation of the decline in recent years. Former Air Force pilots and leaders say that this continued trend is a gigantic red flag, and warn it could lead to serious problems down the road. "It scares the heck out of me," said retired Gen. Hawk Carlisle, former head of Air Combat Command. "It really does." "We are seeing an Air Force that is back on its heels," said John Venable, a Heritage Foundation fellow and former F-16 pilot who flew in Iraq and Afghanistan. "They're all on the backside of the power curve." Look closer at some of the service's most crucial air frames, and even more alarming trends emerge. In fiscal 2014, almost three-quarters of the Air Force's F-22 Raptors were mission capable. But since then, the Raptor's rates have plunged - by more than 11 percentage points in the last year - and now less than half are mission-capable. The F-35, the Air Force's most advanced fighter, also saw a nearly 10 percentage-point drop. It's not just fighters. Mobility aircraft such as the C-5 and C-17, surveillance aircraft such as the E-3 AWACS and E-8 JSTARS, and the B-52 Stratofortress are some of the other critical aircraft that saw mission-capable rates decline. The B-1B Lancer and B-2A Spirit bombers experienced some improvement over 2016 - but even they are still mired in mission-capable rates of about 52 percent or 53 percent. The mission-capable statistics would be even worse without the MQ-1 Predator and MQ-9 Reaper, which are consistently around 90 percent and are by far the highest in the Air Force. When those two RPAs are removed - and the Predator is to be retired from service March 9 - the overall mission-capable rate drops to 70 percent. How we got here Multiple factors over the past few years have led the Air Force to this crisis point. The Air Force has been flying its aircraft exceptionally hard for years, fighting wars in Afghanistan, Iraq and Syria, as well as providing deterrence against North Korea, Russia, and China. For example, the F-22 is getting flown more downrange these days - in places like Afghanistan and Syria - than the Air Force originally expected, Carlisle said. That means more breakage, and thus the need for more spare parts. Heavy deployment rates, Carlisle said, also lead to strain on the air frames, requiring more maintenance. A C-17 Globemaster III parks behind a C-130 Hercules on the flightline at Bagram Airbase, Afghanistan. The Air Force's C-17 fleet saw a 1.43 percentage point decline in mission-capable rates in 2017. (Staff Sgt. Scott T. Sturkol/Air Force) A C-17 Globemaster III parks behind a C-130 Hercules on the flightline at Bagram Airbase, Afghanistan. The Air Force's C-17 fleet saw a 1.43 percentage point decline in mission-capable rates in 2017. (Staff Sgt. Scott T. Sturkol/Air Force) But finding maintainers to fix those airplanes is not so easy. The Air Force cut its maintainer ranks during the severe drawdown of 2014 - a serious mistake, Carlisle said, that is coming back to haunt the service. The Air Force has made some progress, and has now brought the maintainer shortfall from its high of 4,000 down to about 200. But many of those new maintainers are less-experienced, with a skill level of 3, Venable said. Those 3-levels can do some work, and more-experienced 5-levels can do more advanced repairs, he said. But they need a seasoned 7-level maintainer to sign off on much of that work - and the Air Force remains alarmingly short of 5- and 7-levels, Venable said. Gen. Carlton Everhart, head of Air Mobility Command, also pointed to the pace of operations and maintenance "I think the reason why they're declining is, we are really flying aircraft hard," Everhart said Feb. 21. "It winds up being a balance. If you fly aircraft hard and don't give them much of the maintenance time they need, then they will have a tendency to bring those rates down. If you balance those rates and maintenance capability to operations, that gives you a more definitive mission-capability rate." Considering how crucial logistics are to keeping the military functioning, Everhart said he's "absolutely" concerned about any signs of declining readiness. "It's kinetics that win the battles, but it's logistics that win the war," Everhart said. "Anything that's taking those airplanes away, where you can't see the power of the United States Air Force, that does concern me." AMC stood down dozens of its C-5s and launched a fleet-wide maintenance assessment after the nose landing gear malfunctioned on two planes at Dover Air Force Base in Delaware last summer. Spokesman Col. Chris Karns said AMC is looking to partner with the Air Force Reserve to swap out its aircraft and extend their service life and reliability. Deployers first The Air Force makes sure its deployed squadrons have the most senior, experienced maintainers to guarantee that planes flying combat or other forward missions are in the best shape. But Carlisle said that means bases back at home, which are already short-staffed on maintainers, don't have as many experienced maintainers to keep those planes up and running. When it comes to new aircraft, Carlisle said, it takes a while to spin up newer maintainers on how to fix them - especially something as advanced and complicated as the F-35. And stealth aircraft such as the F-22 and F-35 need more work to maintain their stealth coatings, which brings down their availability, he said. "It's more than just corrosion control," Carlisle said. "There's a lot of science to the entire stealth process." The age of the Air Force's fleet is catching up with the service. With the Air Force deciding to keep older planes such as the A-10 and F-16 on longer, and a lack of recapitalization for some crucial air frames, the service's iron is getting tired, Carlisle said. The average age of an airplane, forcewide, increased from 27 years in 2016 to 27.6 in 2017. This leads to complications. The C-5M, for example, is more than three decades old, Carlisle said, and unexpected parts are breaking. When you're dealing with planes that old, sometimes the Air Force finds it has run out of spare parts, Carlisle said, and the companies that used to make those specialized parts have stopped making them or are out of business. "We've gotten pretty good about putting money into parts, but because of the age of the fleet, we still have challenges with diminishing manufacturing sources," Carlisle said. Senior Airman Austin Boyd, of the 138th Fighter Wing, attaches a hose containing liquid oxygen to an F- 16 Fighting Falcon, Feb. 1, 2017. (Tech. Sgt. Drew A. Egnoske/Air Force) Senior Airman Austin Boyd, of the 138th Fighter Wing, attaches a hose containing liquid oxygen to an F-16 Fighting Falcon, Feb. 1, 2017. (Tech. Sgt. Drew A. Egnoske/Air Force) Pat Kumashiro, a retired colonel and former head of the maintenance division for the Air Force's Logistics, Engineering and Force Protection Directorate, said that for many old aircraft - such as the nearly 56-year-old B-52 - the Air Force often has to pull spare parts out of the Boneyard, an aircraft graveyard at Davis-Monthan Air Force Base in Arizona. That's not an ideal solution, he said, so the Air Force is looking at other options, such as 3-D printing. But that has its own drawbacks - particularly since 3-D printed parts in most cases aren't as strong as traditionally fabricated parts, and can't be used for crucial systems where they might break. Air Force secretary: 'We are a service that is too small' As the Air Force marks its 70th birthday, it's facing a series of challenges unlike any other in its history. But no matter the cause, declining mission-capable rates present a problem the Air Force must fix. And if it doesn't, experts agreed, it could drive more pilots out and exacerbate an already alarming pilot shortage. The Air Force needs about 20,000 pilots across the total force, but despite taking many steps to retain them, the service remains about 2,000 pilots short. A major driver is that pilots are being recruited for lucrative flying jobs in the commercial airline industry. As Chief of Staff Gen. Dave Goldfein has often warned, "Pilots who don't fly ... will not stay with us." But if there simply aren't enough operational planes, pilots don't get nearly as many flying hours. Venable said F-16 pilots, like he was, used to get about 40 hours of flight time per month. In a March 1 discussion with Air Force Secretary Heather Wilson at Heritage, Venable said pilots used to require three weekly flights, or 15 to 20 hours of flight time a month, just to stay sharp with their current skills. Learning new skills required four weekly flights, he said. Wilson said that overall, pilots now get an average of 17.6 flight hours per month. Fighter pilots get about 16.4, she said, and mobility pilots fly about 17.3 hours per month on average. Bomber pilots, who fly longer sorties, fly about 19.7 hours per month on average, she said. The problem, Venable said, is that those averages don't tell the entire story. Deployed pilots fly much more frequently and fly longer sorties than those stateside. That means stateside pilots are, in most cases, flying less than the monthly average, and their skills atrophy. The Air Force needs to do much better when it comes to flying hours, Venable said. Not only is it demoralizing to have some of the best pilots in the world stuck on the ground, they start to lose their competencies if they don't fly. This runs the risk of sending the Air Force into a "death spiral," he warned. "Flying hours is the big one. That's where the rubber meets the road," Venable said. "They fly four times a month, or five times a month, and that's what you're going to give them? Why would anybody want to stay in that force?" The bottom line If one of the many hot spots around the world erupts - such as North Korea - the Air Force could find itself in a situation where the crucial planes it needs to respond are out of commission. "The risk [of such a scenario] continues to go up," Carlisle said. To fix it, "we need to buy more airplanes, we need to increase our end strength, and we need to modernize and recapitalize our fleet," he said. Otherwise, this problem could have serious repercussions on the Air Force's combat capabilities. "It'll be something on the order of the spiral down of the United States Air Force into something that may not be as combat-effective as we need it to be when the day comes," Venable said. https://www.airforcetimes.com/news/your-air-force/2018/03/05/fewer-planes-are-ready-to-fly-air- force-mission-capable-rates-decline-amid-pilot-crisis/ Back to Top Japan's Scraps Domestic Development of 5th Generation Stealth Fighter Jet Japan is slated to discontinue the development of an indigenous stealth fighter jet. Japan's Ministry of Defense Acquisition Technology & Logistics Agency (ATLA) is expected to discontinue work on a domestically designed fifth-generation fighter jet due to budgetary concerns and critical capacity shortages in the country's military aircraft industry, The Asahi Shimbun newspaper reports on March 5. Japan's Ministry of Defense will purportedly not seek funds for the development of Mitsubishi Heavy Industries' experimental fifth-generation fighter technology demonstrator X-2 "Shinshin" (formerly the ATD-X) when requests by agencies and ministries are compiled this summer for the fiscal 2019 defense budget. As of this writing, Japan's MoD has not publicly commented on the March 5 report. The X-2 prototype was intended to serve as the basis for the development of Japan's first indigenously designed fifth-generation stealth fighter jet, designated the F-3. Japan is now expected to collaborate with the U.S. defense industry and other international partners to either jointly develop a next- generation stealth fighter jet or purchase jets directly from a foreign vendor. The decision to scrap the program was not unexpected for Japan defense watchers. As I explained in July 2016, Japan had three options for procuring for the new aircraft: "First, develop an indigenous air superiority fighter. Second, partner with a foreign defense contractor and license-produce a new aircraft. Third, import or upgrade an existing platform." The first option now appears to have been nixed. Interestingly, U.S. defense firm Lockheed Martin has been involved with the F-3 program in some unknown capacity and is a possible candidate for a future collaborative partnership. The recent news that Japan is interested in procuring at least 20 additional ready-to-fly F-35A stealth fighter jets from Lockheed Martin could be a first sign of an emerging Japan-Lockheed Martin partnership in that regard. "The follow-up order of 25 F-35As could perhaps be part of a Japanese strategy to convince Lockheed Martin and the U.S. government to share fifth-generation aircraft technology with Japan's defense industry," I speculated last month. "Japan now, in collaboration with Lockheed Martin and other international partners, could aim to build a (pricier) domestic variant of the F-22." Japan originally intended to procure Lockheed Martin's F-22 Raptor, but the U.S. government refused an export license, forcing Japan to initiate its own stealth fighter jet program in the 2000s. The Japanese MoD plans to induct up to 100 fifth-generation fighter jets by the 2030s. A contract, estimated to be worth over $40 billion, was initially expected to be awarded this summer, but there has been no official progress report on the tender so far in 2018 and the decision will most likely be postponed. According to various sources, the Japan Self-Defense Force (JSDF) is also interested in purchasing the F-35B - the U.S. Marine Corps variant of F-35 Joint Strike Fighter capable of vertical or short takeoffs and vertical landings without requiring a catapult launcher. JSDF would deploy the aircraft on Japanese islands skirting the East China Sea and aboard Izumo-class helicopter carriers, which will make the acquisition of such platforms a politically sensitive subject in Japan. https://thediplomat.com/2018/03/japans-scraps-domestic-development-of-5th-generation-stealth- fighter-jet/ Back to Top Boeing executive rules out reviving 767 passenger jet * Boeing ruled out reviving its dormant 767 passenger plane. * There was speculation the passenger 767 line would be revived to offer airlines a low-price backstop in case a proposed new mid-market plane was delayed. Boeing on Monday ruled out reviving its dormant 767 passenger plane as it continues to ponder options for a promising niche in the middle of the aircraft market. "Bringing back the 767 (passenger version) - I just don't see it," Randy Tinseth, vice-president of commercial marketing, told reporters on a conference call. There has been some speculation Boeing would revive the 767 wide-body passenger line to offer airlines a low-price backstop in case a proposed brand-new mid-market plane suffered delays, or in case Boeing decided not to go ahead with that project. https://www.cnbc.com/2018/03/05/boeing-executive-rules-out-reviving-767-passenger-jet.html Back to Top Unmanned Safety Institute Appoints Michael Wilson, Aviation Executive, as Director of Operations Unmanned Safety Institute (USI) officially announced today that it has appointed Michael Wilson to serve as Director of Operations overseeing the company's global operations. Wilson previously served as a Master Instructor at USI delivering education and training programs to enterprise clients and academia partners throughout the United States. "USI is honored to have an aviation veteran and experienced senior executive like Mike join our team," said USI President Aaron Greenwald. "Mike brings with him nearly 40 years of commercial and defense industry experience, first as a United States Naval Aviator and more recently as the Strategic Business Operations Manager for Columbia Helicopters, servicing both commercial and defense clients around the world. With Mike leading our global operations, USI is poised for exponential growth as we continue to deliver superior service to our clients and partners worldwide," remarked Greenwald. "I am proud to be joining such a highly respected team of flight safety professionals at USI," said Wilson. "I have been involved in commercial and military aviation management and operations for over 30 years and firmly believe that USI's approach to flight safety by far exceeds all near-peer competitors. The explosive growth of unmanned systems presents both an amazing opportunity for entrepreneurs and businesses but also a serious challenge to the safety and security of the public, and in that regard USI will continue to deliver its world-class flight safety products and services to the broader industry," he continued. "There have been many major advances in aviation throughout history- 400 B.C. Chinese Kite religious ceremonies; 1480's Leonardo de Vinci's illustrations and study of flight; 1783 Montgolfier first hot air balloon; 1891 Lilienthal gliders & Langley aerodrome; 1903 Wright brothers first heavier-than-air flight; 1961 first human pilots space flight and 1969 first man on the moon. The UAS industry is the 'next evolution & revolution' in flight and I am thrilled and honored to be joining a the world-leading provider of UAS flight safety solutions that is positioned to help this industry reach its full potential" remarked Wilson. Michael Wilson is a Career Naval Officer, Navy Pilot and Commercial fixed wing/rotary wing aviator with 35 years aviation experience, over 15,000 missions and 6,000 accident free flight hours. He is a graduate of the United States Naval Academy with a BS in Economics and Naval War College with a MA in National Security, Strategic Studies & Public Policy. He completed the Naval Safety Center Aviation Safety Officer & Risk Management Program and Commanding Officer's Aviation Safety and Safety Management System Program. Michael Wilson's military aviation career positions and designations include: Squadron Executive Officer, Squadron Maintenance Officer, Squadron Operations Officer, Squadron Safety Officer, Squadron Quality Assurance Officer, Master Training Specialist, Command Pilot, Maintenance Test Pilot, Ground Instructor, Flight Instructor, Simulator Instructor, Check Airman, Instrument Check Airman, and Night Vision Goggle Instructor & Check Airman. Michael Wilson's commercial aviation career positions and designations include: Company Executive Vice President, Part 135 Director of Operations, Executive Director of Global Operations, Part 135 Director of Safety, Part 135 Director of Training, Director Strategic Business Operations, Part 135 Flight Operations Manager, Command Pilot, Maintenance Test Pilot, Ground Instructor, Flight Instructor, Simulator Instructor, Check Airman, Instrument Check Airman, TSA Twelve Point Five Standard Security Program Instructor. Michael can be contacted at Mike.Wilson@UnmannedSafetyInstitute.org. The Unmanned Safety Institute (USI) is the industry's most widely recognized leader in flight safety solutions for individuals, enterprises, and organizations focused on integrating and operating Unmanned Aircraft Systems (UAS) for civil or commercial purposes. The Unmanned Safety Institute, widely recognized as "best-in-class" provides UAS flight safety training and certification to operational standards based on the adoption and modification of time-honored aviation safety practices. With over 150 instructors and over 4,000 customers around the world, including several Fortune 500 enterprises, USI widely recognized as the global leader in UAS training and certification delivering the most highly- regarded training program of its kind. USI is the only training and certification organization that is accepted by the FAA, endorsed by major aviation insurance providers, and whose training programs have been evaluated and recommended for college credit by the American Council on Education. Discover more at www.UnmannedSafetyInstitute.org. http://www.aviationpros.com/press_release/12401243/unmanned-safety-institute-appoints-michael- wilson-aviation-executive-as-director-of-operations Back to Top China's Tiangong-1 space station will crash to Earth within weeks Experts say it is impossible to plot where module will re-enter the atmosphere, but the chance is higher in parts of Europe, US, Australia and New Zealand An image of the Tiangong-1 space station which is expected to come crashing to earth within weeks The Tiangong-1 space station, which is expected to come crashing to earth within weeks. Photograph: - China's first space station is expected to come crashing down to Earth within weeks, but scientists have not been able to predict where the 8.5-tonne module will hit. The US-funded Aerospace Corporation estimates Tiangong-1 will re-enter the atmosphere during the first week of April, give or take a week. The European Space Agency says the module will come down between 24 March and 19 April. In 2016 China admitted it had lost control of Tiangong-1 and would be unable to perform a controlled re-entry. The statement from Aerospace said there was "a chance that a small amount of debris" from the module will survive re-entry and hit the Earth. "If this should happen, any surviving debris would fall within a region that is a few hundred kilometres in size," said Aerospace, a research organisation that advises government and private enterprise on space flight. Aerospace warned that the space station might be carrying a highly toxic and corrosive fuel called hydrazine on board. The report includes a map showing the module is expected to re-enter somewhere between 43° north and 43° south latitudes. The chances of re-entry are slightly higher in northern China, the Middle East, central Italy, northern Spain and the northern states of the US, New Zealand, Tasmania, parts of South America and southern Africa. However, Aerospace insisted the chance of debris hitting anyone living in these nations was tiny. "When considering the worst-case location ... the probability that a specific person (ie, you) will be struck by Tiangong-1 debris is about one million times smaller than the odds of winning the Powerball jackpot. "In the history of spaceflight no known person has ever been harmed by reentering space debris. Only one person has ever been recorded as being hit by a piece of space debris and, fortunately, she was not injured." Jonathan McDowell, an astrophysicist from Harvard University and space industry enthusiast, also sounded a note of caution. He said fragments from a similar-sized rocket re-entered the atmosphere and landed in Peru in January. "Every couple of years something like this happens, but Tiangong-1 is big and dense so we need to keep an eye on it," he told the Guardian. A chart showing the descent of the Tiangong-1 l McDowell said Tiangong-1's descent had been speeding up in recent months and it was now falling by about 6km a week, compared with 1.5km in October. It was difficult to predict when the module might land because its speed was affected by the constantly changing "weather" in space, he said. "It is only in the final week or so that we are going to be able to start speaking about it with more confidence," he said. "I would guess that a few pieces will survive re-entry. But we will only know where they are going to land after after the fact." The Tiangong-1 or Heavenly Palace lab was launched in 2011 and described as a "potent political symbol" of China - part of a scientific push to become a space superpower. It was used for both manned and unmanned missions and visited by China's first female astronaut, Liu Yang, in 2012. In 1991 the Soviet Union's 20-tonne Salyut 7 space station crashed to Earth while still docked to another 20-tonne spacecraft called Cosmos 1686. They broke up over Argentina, scattering debris over the town of Capitán Bermúdez. Nasa's 77-tonne Skylab space station came hurtling to Earth in an almost completely uncontrolled descent in 1979, with some large pieces landing outside Perth in Western Australia. https://www.theguardian.com/science/2018/mar/06/chinas-tiangong-1-space-station-will-crash-to- earth-within-weeks Back to Top BOOKS: The Air Crash Files: Thermal Runaway and JET BLAST "Dan, you've raised the Bar on accident investigation." Daniel Tenace (pronounced ten-ah-ch?) is a seasoned major accident investigator for the NTSB. In 'The Air Crash Files' series, Tenace becomes involved in two different aviation tragedy investigations: Jet Blast, Tenace must discover the reason airliner engines reverse in flight without warning; Thermal Runaway, Tenace must analyze an airliner disaster in the Atlantic Ocean and uncover what caused an inflight fire that would not extinguish, hours from land. Armed only with experience, Tenace fights bureaucrats and manufacturers, each intent on derailing his efforts. Where the lives of many hang in the balance ... Nobody investigates it better than Tenace. ___________________________________________________________________________________ AVAILABLE FOR ORDER AT: https://www.amazon.com/Stephen-Carbone/e/B00SQ0YR78/ref=sr_tc_2_0?qid=152018 About the Author Stephen Carbone, a thirty-six-year veteran of the commercial aviation industry, is a certificated aircraft mechanic who worked both analog and digital airliners. Stephen spent years working the most sophisticated airliners flying; he inspected them, repaired them, and tested them. As an NTSB major accident investigator, Stephen applied his airliner technical experience to correctly investigate major aircraft accidents, both domestic and international. As an aviation inspector for the FAA's Flight Standards Division, Stephen kept a qualified eye on the aviation industry; he inspected them and investigated them ... and he knew where to look. He's instructed hundreds of U.S. and International professionals in aviation safety and has been writing articles for aviation trade magazines since 2005. Since 2014, he has written weekly safety articles to his website, including 'Lessons Unlearned', where he analyzes past accidents to show how important lessons in safety were missed. Stephen Carbone has lived what he writes about. He can be followed on Twitter: @stephenmcarbone Website: https://danieltenace.com/ Back to Top UAA's Collegiate Aviation Education Conference & Expo Sep. 26-28, 2018 Dallas, TX https://www.uaa.aero/2018_collegiate_aviation_confe.php Back to Top RESEARCH SURVEY Dear Participants, You are being asked to participate in a research study of your opinions of criminalization in aviation accidents. This study is expected to take approximately 10 minutes of your time. In order to participate, you must be at least 18 years old and a certified pilot. Participation in this study is voluntary, and you may choose to opt out of the study at any time. If you choose to opt out, your data will be immediately destroyed. We appreciate your consideration and time to complete our study. Please click on or copy and paste the URL below: https://docs.google.com/forms/d/e/1FAIpQLSdJKwrq6VG_2gRwoXEs7PLRIBBVQ48- d9k75CDD_Yyh6wlk0g/viewform?usp=sf_link For more information, please contact: Dr. Scott R. Winter winte25e@erau.edu We appreciate your interest and participation! Back to Top POSITION: AIRCRAFT MAINTENANCE INSTRUCTOR What does an Aircraft Maintenance Instructor do for Allegiant? The Maintenance Training Instructor is qualified through training and experience on the equipment, systems, policies and procedures taught. They are responsible to the Manager of Maintenance Training for instructing Maintenance Department personnel in maintenance policies and procedures to properly maintain Allegiant Air's aircraft. What are some of the daily duties of an Aircraft Maintenance Instructor? * Develop and provide classes of instruction on aircraft systems * Develop syllabi and provide instruction on Allegiant Air's maintenance policies and procedures to company and contract maintenance personnel * Help maintain training records for company maintenance and contract maintenance personnel * Develop classes on trouble shooting systems identified by CASP as needing better trouble shooting techniques * Develop and provide recurrent training classes for Maintenance and Quality personnel * Develop and provide structured OJT programs for Maintenance and Quality * Provide technical assistance to other departments as directed by the Manager of Maintenance Training * In his absence, the Maintenance Training Instructor's duties will be assumed by the Manager of Maintenance Training or his Designee * Perform other duties as assigned by the Manager of Maintenance Training * Effective communication skills, both verbal and written * Other duties as assigned What are the minimum requirements to be an Aircraft Maintenance Instructor? * Must pass a five (5) year background check and pre-employment drug screen * Must have authorization to work in the U.S. as defined in the Immigrations Act of 1986 * FAA Airframe & Powerplant Certificate (A&P) What other skills, knowledge, and qualifications are needed to be an Aircraft Maintenance Instructor? * ISD (Instructional Systems Design). ATA 104, Training Material Formatting, Training Material Development Software, i.e., Microsoft Suite - PowerPoint/Word/Excel/Access/Visio/Project/Adobe eLearning Suite - Acrobat Pro/Photoshop/Captivate/Soundbooth/Flash/Dreamweaver * Ten (10) Years Airline, Aircraft Maintenance Technician and five (5) years Aircraft Maintenance Technical Training Instructor and 5 years Aircraft Maintenance Technical Training Material Developer Work Environment for an Aircraft Maintenance Instructor * Must be able to lift 50 lbs. Ability to wear Personal Protective Equipment (PPE) (High Visibility clothing, Ear protection, safety glasses) when required * Office Environment with up to 50% travel Physical Demands: * Ability to wear Personal Protective Equipment (PPE) (High Visibility clothing, Ear protection, safety glasses) when required * Ability to work 12 hour shifts with rotating regular days off and with the understanding that shift work can be changed from days to nights and vice versa with reasonable advance notice APPLY HERE Allegiant is an equal opportunity employer and will not unlawfully discriminate against qualified applicants or Team Members with respect to any terms or conditions of employment based on race, color, national origin, ancestry, gender, sexual orientation, age, religion, creed, marital status, military service status, union/non-union activity, citizenship status, or other characteristic protected by state or federal law or local ordinance. This includes compliance with all federal, state and local laws providing for nondiscrimination on the basis of disability in all aspects of the employment process and the requirement to provide reasonable accommodations to qualified individuals with disabilities in accordance with those laws. Back to Top Department of Aerospace - Manager, Maintenance School Support Middle Tennessee State University (MTSU) is seeking qualified applicants to fill a Maintenance School Support Manager position. Responsibilities include maintaining 14 CFR Part 147 maintenance school aircraft, engines, and training aids essential to the Maintenance Management degree; providing facilities management essential to the operation of the Miller Lanier Airway Science building (AWS) located at the Murfreesboro Municipal Airport; coordinating AWS repairs with campus; and maintaining simulation training devices. All applicants must possess two (2) years of aircraft maintenance experience requiring an FAA A&P certificate. Experience includes general aviation maintenance, flight school maintenance, corporate, or Part 121 airline maintenance. One (1) year of maintenance personnel management experience preferred, in addition to required experience. Bachelor's degree and FAA A&P certificate are required. Inspection Authorization (IA) and 30 hour OSHA Outreach Training Program for General Industry are preferred. Must be eligible to work in the U.S. Application review will begin on March 21st and will continue until the position is filled. Proof of U.S. citizenship OR eligibility for U.S. employment will be required prior to employment (Immigration Control Act of 1986). Clery Act crime statistics for MTSU available at http://police.mtsu.edu/crime_statistics.htm or by contacting MTSU Public Safety at 615-898-2424. MTSU, a culturally diverse university, is an equal opportunity, affirmative action educational institution and employer. Women, ethnic minorities, and persons with disabilities are encouraged to apply. To apply, go to https://mtsujobs.mtsu.edu Back to Top ESASI Regional Seminar - Jurmala/Riga, Latvia on 23-24 May 2018 We are pleased to announce that the 9th ESASI Regional Seminar will take place at the Baltic Beach Hotel in Jurmala/Riga, Latvia on 23-24 May 2018. In addition, the meeting of the military investigator group is scheduled to take place on the afternoon of 22nd May 2018. The aim of the seminar is to keep the European air safety investigation community, abreast of current developments and evolving best practice in aircraft safety investigation. As in previous years, the seminar will include presentations on case studies, the European environment, challenges of modern air safety investigations and human factors in aircraft accidents and incidents. Register now for ESASI 2018, as a special early bird price is available before 31st March 2018. Cost of registration is €150 per delegate, which includes the event dinner at the Baltic Beach Hotel on 23rd May 2018. Companions are welcome to attend the dinner at a cost of €50. For further information please go to - https://www.esasi.eu/ Back to Top HFACS, Inc. offers professional development training on our innovative HFACS/HFIX methodologies. Our intensive, two-day workshops teaches updated cutting-edge techniques to help your organization identify the causes of errors and develop preventative measures to lower your risk and improve performance. How to register: To register visit hfacs.comor call 800-320-0833 or email info@hfacs.com Attendees of the workshop will learn how to: * Integrate human factors and system safety concepts into the root cause analysis (RCA) process * Utilize the Human Factors Analysis & Classification System (HFACS®) to identify systemic causes of human error during accidents, incidents, and/or near misses. * Integrate HFACS into traditional RCA tools like the fishbone diagram, fault trees, and link analysis using HFACS * Implement the Human Factors Intervention matriX (HFIX®) to develop innovative corrective action programs Develop a human error database and tracking system for monitoring and evaluating performance improvement efforts All attendees of the workshop will receive: * HFACS Textbook * HFACS-RCA Handbook (including HFACS Interview Guide & HFACS/HFIX Checklists) * Complimentary Associate HFACS Professional (AHP) Certification * Opportunity to join the largest Listserv catering to human factors accident investigation and error management Already attended a 2-day workshop? Don't miss out on our special offers! * Our workshops have been updated to feature the newest information * If you have already attended our 2-day HFACS course, don't miss out on the opportunity to attend another workshop as a "refresher" for a discounted rate of $200 * Or bring a full-paying customer with you and receive free refresher course registration For any additional questions and information, contact info@hfacs.com or call 800-320-0833 Curt Lewis