Flight Safety Information April 23, 2018 - No. 081 In This Issue Incident: Ryanair B738 at Palma Mallorca on Apr 22nd 2018, rejected takeoff due to cargo door indication Accident: India B788 near Amritsar on Apr 19th 2018, turbulence injures three Incident: Lufthansa A333 near Edinburgh on Apr 22nd 2018, unusual odour on board EVAS - Cockpit Smoke Protection Accident: World Atlantic MD83 at Alexandria on Apr 20th 2018, right main gear collapsed during rollout United B787 Hydraulic Problem Inflight (Japan) Woman Reportedly Pours Coffee on Passengers, Assaults Air Marshal During Delta Flight Woman 'fined $500 over free Delta Air Lines flight apple' 'Flight Deck LIBIK - Lithium-Ion Battery Incident Kit FAA and EASA issue Emergency Airworthiness Directive for CFM56-7B engine inspections U.S., Europe Order Emergency Checks on 700 Engines Like One in Southwest Accident ANSV Italy reports 46 drone incidents over 2017 Engine on Southwest Jet Not the Only One to Develop Cracks...By CHRISTINE NEGRONI A flight attendant's primary job is to keep you safe Aviation instructor shortage Jordan awarded ICAO's aviation safety certificate The Airlines With The Most Female Pilots Dubai is officially the world's busiest airport Will a longer runway at this Fort Worth airport help land more jobs? Air India's aircraft sit idle because it can't pay for spares and repair Nuclear Deal Turbulence Grounds Tehran's Purchase Of Western Aircraft PIPER ANNOUNCES CONTINENTAL JET A-POWERED SEMINOLE...TWIN-ENGINE TRAINER Pine Bluff company develops jet engine shield Long-delayed Mitsubishi jet ready for first air show PROVIDING ASSURANCE IN YOUR SYSTEMS - MEDALLION FOUNDATION POSITION AVAILABLE: FOQA SPECIALIST BOOK: ANGLE OF ATTACK "Human Factors in Flight Safety" training, Lisbon, Portugal June 2018 GRADUATE RESEARCH SURVEY - 1 GRADUATE RESEARCH SURVEY - 2 Incident: Ryanair B738 at Palma Mallorca on Apr 22nd 2018, rejected takeoff due to cargo door indication A Ryanair Boeing 737-800, registration EI-DCH performing flight FR-6579 from Palma Mallorca,SP to Barcelona,SP (Spain), was accelerating for takeoff from Palma Mallorca's runway 24R when the crew rejected takeoff at low speed due to a cargo door indication. The aircraft vacated the runway via taxiway N2 about 1000 meters/3300 feet down the runway and returned to the apron. The aircraft was able to depart about 75 minutes after the rejected takeoff and reached Barcelona with a delay of 71 minutes. A passenger reported the crew reported they had received a cargo door indication prompting them to reject takeoff. http://avherald.com/h?article=4b7ad46e&opt=0 Back to Top Accident: India B788 near Amritsar on Apr 19th 2018, turbulence injures three An Air India Boeing 787-800, registration VT-ANI performing flight AI-462 from Amritsar to Delhi (India) with about 236 passengers, was climbing out of Amritsar between 8000 feet and FL210 at about 14:58L (09:28Z) when the aircraft encountered turbulence causing injuries to three passengers, several passenger service units to drop and an interior window to separate. Cabin crew remounted the window in flight, the aircraft continued to Delhi for a safe landing. The three injured passengers were taken to a hospital. The aircraft remained on the ground in Delhi for about 24 hours until returning to service. India's media report one of the passengers had not fastened his seat belt and bumped his head against a luggage compartment. The aircraft is said to have experienced vertical accelerations up to 3G in flight as result of the turbulence, the aircraft did not receive any structural damage. The airline reported the aircraft encountered severe clear air turbulence. Two passengers received minor injuries, another one needed several stitches. All passengers were able to continue on their connecting flights after receiving medical assistance. India's DGCA opened an investigation into the occurrence. The inner window being remounted (Video: CGTN/ANI): http://avherald.com/h?article=4b7abfa7&opt=0 Back to Top Incident: Lufthansa A333 near Edinburgh on Apr 22nd 2018, unusual odour on board A Lufthansa Airbus A330-300, registration D-AIKA performing flight LH-428 from Munich (Germany) to Charlotte,NC (USA), was enroute at FL360 about 75nm southsoutheast of Edinburgh,SC (UK) when the crew descended the aircraft to FL150 and decided to return to Munich reporting an electrical odour in the cabin. The odour dissipated after power was disconnected. The aircraft landed safely in Munich about 2.5 hours after leaving FL360. The airline confirmed a temporary unusal odour on board prompting the precautionary return to Munich. A replacement aircraft is going to take the passengers to Charlotte. http://avherald.com/h?article=4b7ab6bf&opt=0 Back to Top Back to Top Accident: World Atlantic MD83 at Alexandria on Apr 20th 2018, right main gear collapsed during rollout A World Atlantic Airways McDonnell Douglas MD-83 on behalf of DirectAir, registration N807WA performing flight RPN-807 from Chicago O'Hare, IL to Alexandria,LA (USA) with 101 people on board, landed safely on Alexandria's runway 14 at 14:17L (19:17Z) and was in the roll out about 6000 feet (1830 meters) down the runway when the right hand main gear collapsed disabling the aircraft on the runway. There were no injuries, the aircraft sustained substantial damage. The airport reported the aircraft was operating on behalf of the Immigration and Customs Enforcement (ICE). Runway 14/32 was closed over night. The NTSB opened an investigation into the occurrence rated an accident. Related NOTAMs: AEX 04/054 AEX RWY 14/32 CLSD 1804202055-1804212100 AEX 04/054 AEX RWY 14/32 CLSD 1804202055-1804212100 Metars: KAEX 202053Z AUTO 10SM CLR 20/07 A3018 RMK AO2 SLP223 T02000067 58031= KAEX 201953Z 04006KT 10SM CLR 19/06 A3022 RMK AO2 SLP235 AIRCRAFT ACCIDENT T01890061= KAEX 201933Z 27003KT 10SM CLR 18/06 A3024 RMK AO2 AIRCRAFT ACCIDENT T01830056= KAEX 201853Z 31005KT 10SM CLR 18/05 A3025 RMK AO2 SLP247 T01830050= KAEX 201753Z VRB06KT 10SM CLR 17/04 A3027 RMK AO2 SLP255 T01720044 10172 20072 58012= KAEX 201653Z 08007KT 050V110 10SM CLR 16/04 A3029 RMK AO2 SLP260 T01610044= KAEX 201553Z 08008KT 10SM CLR 14/04 A3031 RMK AO2 SLP268 T01390039= KAEX 201453Z 05009G16KT 10SM CLR 12/03 A3031 RMK AO2 SLP267 T01220033 51010= https://flightaware.com/live/flight/RPN708/history/20180420/1710Z/KORD/KAEX N807WA seen disabled on the runway: http://avherald.com/h?article=4b79d87a&opt=0 Back to Top United B787 Hydraulic Problem Inflight (Japan) Date: 22-APR-2018 Time: ca. 16:00 LT Type: Boeing 787-9 Dreamliner Owner/operator: United Airlines Registration: N29971 C/n / msn: 60147/642 Fatalities: Fatalities: 0 / Occupants: 259 Other fatalities: 0 Airplane damage: Unknown Location: 46 km northeast of Sendai (SDJ/RJSS) - Japan Phase: En route Nature: International Scheduled Passenger Departure airport: Los Angeles International Airport (LAX/KLAX), CA, USA Destination airport: Shanghai Pudong International Airport (PVG/ZSPD), China Narrative: United Airlines' flight UAL/UA198 from Los Angeles to Shanghai Pudong suffered a hydraulic issue on No.1 engine (GEnx) while cruising at FL390 over Pacific ocean 46 km northeast of Sendai, Japan. The airplane diverted to Tokyo/Narita International Airport (NRT/RJAA), Japan, and made a safe landing on runway 16R at 16:30 LT. There were no personal injuries among 259 occupants. Eighteen other commercial flights suffered delays for 29 minutes maximum due to closure of the runway. https://aviation-safety.net/wikibase/wiki.php?id=209729 Back to Top Woman Reportedly Pours Coffee on Passengers, Assaults Air Marshal During Delta Flight A woman aboard a Delta flight was arrested for misdemeanor assault after reportedly attacking an air marshal and disrupting a flight from London to Salt Lake City. Sarah Beach allegedly poured coffee on passengers, knocked over a drink cart and ran up and down the aisle, according to The Associated Press. After that chaos took place, she was requested to sit next to an air marshal seated in the back of the plane. Beach was initially cooperative, but after a trip back from the bathroom she reportedly approached the marshal from behind and jumped on his back while grabbing his "head, neck and jaw line," charging documents state, KSL, an NBC affiliate in Salt Lake City reports. It's unclear what motivated the passenger's actions. A second marshal pulled her off of the other man and then put her in handcuffs for the remainder of the flight. Martin Nicholls, who was sitting across the aisle from Beach, witnessed her repeatedly running up and down the aisle of the aircraft. "Everyone's becoming very concerned because, I thought, we're at 30-odd thousand feet over the sea. What if she tried to open the door? She couldn't get to the back door but then she ran again," Nicholls told KSL. Nicholls also spoke to the 45-year-old woman who stated that she has "a lot going on in her life," but didn't give any further details. On Friday she appeared in U.S. District Court and was ordered to undergo a mental health evaluation. If she's convicted of misdemeanor assault she could face a year in prison, said U.S. Attorney's Office spokeswoman Melodie Rydalch, KSL reports. https://www.yahoo.com/news/woman-reportedly-pours-coffee-passengers-213733959.html Back to Top Woman 'fined $500 over free Delta Air Lines flight apple' Crystal Tadlock was given the free apple on a Delta Air Lines flight to the United States. A woman says she is facing a $500 (£357) fine from the US customs agency after a free apple she was given as a snack on a plane was found in her bag. Crystal Tadlock, travelling to the US from Paris, said she was saving the fruit for her onward flight to Denver. But the apple was revealed in a random search by US border agents after her first flight landed in Minneapolis. US Customs and Border Patrol would not comment on the case, but said all agricultural items should be declared. The apple was handed out in a plastic Delta Air Lines bag. Ms Tadlock said she did not remove it from the bag, instead putting it in her baggage for the second part of her journey to Denver, Colorado. When the apple was found, Ms Tadlock told the agent that she had just received it from the airline and asked whether she should throw it out or eat it. Instead the agent handed her a $500 fine. Ms Tadlock now has the choice of paying the fine or fighting the penalty in court. She told the Denver- based broadcaster KDVR she wanted to take the case to court. "It's really unfortunate someone has to go through that and be treated like a criminal over a piece of fruit," Ms Tadlock said. A Delta Air Lines spokesperson refused to comment specifically on the incident. However, the company issued a statement saying that "we encourage our customers to follow US Customs and Border Protection protocols." http://www.bbc.com/news/world-us-canada-43864113 Back to Top Back to Top FAA and EASA issue Emergency Airworthiness Directive for CFM56-7B engine inspections The U.S. Federal Aviation Administration (FAA) and the European Aviation Safety Agency (EASA) issued Emergency Airworthiness Directives, requiring inspection of CFM56-7B engines, in the wake of the accident involving Southwest flight 1380. On April 17, a Boeing 737-700 of Southwest Airlines, powered by CFM56-7B model engines, experienced an engine failure due to a fractured fan blade, resulting in the engine inlet cowl disintegrating. Debris penetrated the fuselage causing a loss of pressurization and prompting an emergency descent. Although the airplane landed safely, there was one passenger fatality. The FAA AD (2018-09-51) details specific series of CFM56-7B model engines with 30,000 or more total accumulated flight cycles since new. The FAA requires that airlines within 20 days after receipt of this AD, perform a one-time ultrasonic inspection (USI) of all 24 fan blade dovetail concave and convex sides of these engines to detect cracking. On the same day, EASA issued Emergency AD 2018-0093. This AD describes similar required actions for engines with 30,000 or more engine cycles. However, EASA also requires an inspection on engines with less than 30,000 engine cycles. These need to be checked before exceeding 20.000 fan blade cycles, or within 133 days after the effective date of this AD, whichever occurs later. Also, the EASA AD requires inspections to be repeated at intervals not exceeding 3,000 engine cycles. The EASA AD supersedes a previous AD (2018-0071), dated March 26, 2018. This AD was issued following a previous engine failure event and required inspections within 9 months. CFM56-7B engines are known to be installed on, but not limited to, Boeing 737-600, 737-700, 737-800 and 737-900 aircraft. https://news.aviation-safety.net/2018/04/21/faa-and-easa-issue-emergency-airworthiness-directive- for-cfm56-7b-engine-inspections/ Back to Top U.S., Europe Order Emergency Checks on 700 Engines Like One in Southwest Accident U.S. and European airline regulators on Friday ordered emergency inspections within 20 days of nearly 700 aircraft engines similar to the one involved in a fatal Southwest Airlines engine blowout last week, citing risks of a similar mishap. The directives by the U.S. Federal Aviation Administration and the European Aviation Safety Agency for inspections of CFM56-7B engines, made by CFM International, indicated rising concerns since a similar failure in 2016 of the same type of engine. The engine explosion on Southwest Airlines flight 1380 on Tuesday was caused by a fan blade that broke off, the FAA said. The blast shattered a window, killing a passenger, in the first U.S. passenger airline fatality since 2009. "The unsafe condition," the FAA said in the order, "is likely to exist or develop in other products of the same design." The inspections ordered are a sharp step-up from actions by both the European and U.S. regulators after a Southwest flight in August 2016 made a safe emergency landing in Pensacola, Florida, after a fan blade separated from the same type of engine and debris ripped a hole above the left wing. The European agency had given airlines nine months to check engines, while U.S. regulators still were considering what to do. Ultrasonic inspections on fan blades that have been used in more than 30,000 cycles, or in service for about 20 years, will be required in the next 20 days, the agencies said on Friday. A cycle includes one take-off and landing. That order will affect about 680 engines globally, including about 350 in the United States, the FAA said. The engine that blew apart on Tuesday's Southwest flight would have been affected, since the company said it had 40,000 cycles. The coordinated 20-day measure partially resolves a gap in previous responses to the 2016 accident by the world's two largest and most influential aviation regulators, a person familiar with the discussions said and published documents show. The FAA in August 2017 drafted an order giving airline up to 18 months to carry out checks, but it had not finalized the measure by the time of Tuesday's fatal second accident. The EASA had rejected a request by one airline to double the time allowed for checks to 18 months, matching the FAA's roll-out, saying data did not justify that. The divergence marked a rare difference of approach between the two agencies, especially on one of the world's most-used aviation products. CFM, which is jointly owned by General Electric Co and France's Safran, produces the CFM56 engine in factories based both in the United States and in Europe. "It happens that there are disagreements about the right way to go in some cases, and this was one of them," the person familiar with the discussions said. On Tuesday, however, when news broke that a second failure had taken place involving the same model engine, aircraft and airline - this time killing a passenger who was partially pulled through a gaping hole next to her seat - the two agencies agreed to act quickly, the person said. An FAA spokesman said the agency disputed that it had not agreed with European regulators on the response to the engine issue. An EASA spokesman declined to comment. On Wednesday, National Transportation Safety Board (NTSB) Chairman Robert Sumwalt, the chief investigator of U.S. aviation accidents, said he could not yet say if the incident pointed to a fleet-wide issue. The NTSB declined to comment on Friday. The FAA and NTSB have different roles. Investigators study the probable cause of single accidents and recommend possible changes to safety rules, while regulators have to assess whether safety risks could appear. Several major airline officials said the order will primarily impact airlines with higher utilization of aircraft covering shorter routes like Southwest. Southwest, which had opposed efforts by the engine maker last year to shorten the FAA's earlier proposed deadline, on Friday said its maintenance program meets or exceeds the new requirements. United Continental Holdings said that it had begun inspections earlier after a recommendation from CFM. American Airlines said it does not have any CFM56-7B engines with 30,000 cycles and would not be impacted by the 20-day order. Delta Air Lines said it had begun complying and did not expect any operational impact to customers Approximately 14,000 CFM56-7B engines are in operation. CFM had initially recommended the inspections. The European order requires that after the first inspection, airlines should keep repeating the process every 3,000 cycles, which typically represents about two years in service. More than 150 have already been inspected. Inspections recommended by the end of August will affect an additional 2,500 engines. https://www.insurancejournal.com/news/national/2018/04/23/487045.htm Back to Top ANSV Italy reports 46 drone incidents over 2017 The Italian accident investigation board ANSV published it's Annual Report over 2017, drawing attention to 46 drone incidents over the past year in Italy. ANSV notes that it continued to monitor interferences recorded in the Italian airspace between unmanned aircraft and manned aircraft. The number of incidents (46) is in line with that of the previous year (51). Of the 46 incidents reported last year, 42 were conflicts with manned aircraft. Four incidents pertained to single drone operations, for example a bird strike to a tethered drone, and drones observed near airports by ground personnel. The examination of the airprox reports received by ANSV also shows that a common factor is non- compliance with the national legislation in force. Drones are often operated in areas that are prohibited, e.g. close to airports. https://news.aviation-safety.net/2018/04/22/ansv-italy-reports-46-drone-incidents-over-2017/ Back to Top Engine on Southwest Jet Not the Only One to Develop Cracks By CHRISTINE NEGRONI On Tuesday, the same day an engine exploded on a 737 operated by Southwest Airlines, the F.A.A. barred the Rolls Royce Trent 1000 engine, above on a Boeing 787 Dreamliner, from ultralong, over- water flights. Credit Edgar Su/Reuters The engine that failed so catastrophically on a Boeing 737 plane operated by Southwest Airlines this week is not the only jet engine model with problems that have caught the eye of safety officials. Like the engine on the Southwest jet, two others - one used on the Boeing 787 Dreamliner and another on some Boeing 767s - developed cracks. On Tuesday, the same day as the engine failure on the Southwest plane, the Federal Aviation Administration said Boeing 787 Dreamliners powered by Rolls- Royce engines could no longer be flown on ultralong, over-water flights. The engines are produced by three different manufacturers, but the fact that all three have developed safety issues is prompting questions about the engines' design, operation and their inspection procedures. The worry is that the flaws are part of a trend as manufacturers push to develop ever more powerful and complex machines. "We've gotten smarter," said Richard Giannotti, an aerospace engineer. "We can design things to a very low margin with a lot of reliability data to back it up. But when we get to the ragged edge, it doesn't take much for things to go wrong." On Southwest 1380, Confusion and Distraction as Oxygen Masks Dropped APRIL 19, 2018 He said that in the past, engines were designed with an abundance of precaution. "They don't do that anymore. They're trying to whittle down every last bit of material, every bit of weight. Thrust is king." But, Mr. Giannotti said, "there is such a thing as pushing things. We try to get right to the edge, with as little edge as possible, without stepping over." An engine, made by GE Aviation, came apart in 2016, igniting a fire that destroyed an American Airlines Boeing 767. That incident was the result of a previously undetected manufacturing flaw. Credit Jose Castillo, via Associated Press In the case of the Southwest engine failure this week, investigators say they are not only considering why a fan blade broke but why the engine housing failed to contain it. The shrapnel punctured a window in the plane, and a woman seated by it was partially sucked out. She was later pronounced dead. The Federal Aviation Administration had already been close to ordering airlines using that particular engine, the CFM-56B, to conduct ultrasonic inspections. The agency appears to have been prompted to act after another Southwest 737 engine came apart in 2016, sending debris into the plane's fuselage, wing and tail. The investigation into that incident is ongoing. Late Wednesday, the F.A.A. said it was ordering those ultrasonic inspections. The engines on both Southwest planes, were manufactured by CFM International, a joint venture of General Electric and Safran of France. The National Transportation Safety Board concluded that the inspections were insufficient to detect flaws in the disk of a CF-6 engine on an American Airlines Boeing 767 in late 2016. The plane was gaining speed on the runway in Chicago when the engine broke apart, sending metal fragments into the fuel tank and igniting a fire. The engine was manufactured by General Electric. The chairman of the transportation safety board, Robert L. Sumwalt, said on Wednesday that the problems with the Southwest engine were worrisome because the agency had already discovered in the Chicago incident that some engine flaws were undetectable. "We are concerned about it," Mr. Sumwalt said. Inspections have also been ordered for the Rolls-Royce Trent 1000 engines that power a quarter of Boeing's newest wide-body, the 787 Dreamliner, after cracks were found on rotor blades. But the F.A.A. went further and rescinded the operators' approval to fly the airplanes any farther than 2 hours and 20 minutes from an emergency airport. International long-haul carriers like United Airlines, Qantas Airways, Japan Airlines, Air New Zealand and British Airways purchased the Dreamliner over the past decade specifically for the plane's ability to carry fewer people on longer routes more fuel efficiently. On extended flights over water, an airline could schedule flights on routes of up to five hours flying time from an emergency airport. In the case of the Southwest flight this week, a shard of the engine broke a window, causing cabin depressurization that pulled a passenger halfway out the window. Credit National Transportation Safety Board, via Agence France-Presse - Getty Images American and European regulators now say that cannot be safely accomplished. Should one Rolls-Royce engine fail, the higher power demand on the remaining engine could cause the second engine to fail. "It's pretty frightening," said Mr. Giannotti, the aerospace engineer. "What is very clear is, there is a design flaw in the engine." LATAM Airlines, British Airways and Norwegian Air are three airlines that must now lease substitute airplanes or reassign other model aircraft to certain destinations, an expensive disruption. "We are carrying out detailed precautionary inspections on Rolls-Royce Trent 1000 engines on our Boeing 787s to ensure we meet all the relevant regulatory requirements," said Michele Kropf, a spokeswoman for British Airways. She declined to provide details of how the carrier was handling transoceanic routes on which it flies its 787s. Although engine failure is not common, the bigger risk is when pieces of the motor fly out. "There's a lot of mass behind them," said Robert Benzon, a former investigator with the transportation safety board. "Because of the centrifugal forces involved, if they shoot out in the wrong direction, they can do anything." For more than a half-century, jet engines have taken the lead in advancing the capabilities of airliners, with each engine more powerful than the newest plane. They do more than just propel the plane through the sky; they provide power to the airplane's demanding and complex systems. The recent engine failures have certainly been disruptive and attention-getting, but do not necessarily indicate a trend, though Mr. Benzon said it might. "It's up to the industry and the entities, the investigators, the certification people, the F.A.A. in our case, to see if there is a trend and rectify it," he said. https://www.nytimes.com/2018/04/19/business/engine-on-southwest-jet-not-the-only-one-to-develop- cracks.html Back to Top A flight attendant's primary job is to keep you safe - and they're trained extensively for any kind of emergency Ensuring your safety is a flight attendant's primary role.China Photos/Getty Images * During a plane emergency, flight attendants know exactly what to do. * It's a flight attendant's primary role to keep passengers safe - serving you drinks and meals comes second. * To know exactly what to do in an emergency, flight attendants must complete about two months of extensive, hands-on training. Even though midair disasters like the one that happened aboard Southwest Airlines flight 1380 on Tuesday are rare, plane emergencies are a possibility when you fly. After Flight 1380 experienced a major engine failure, along with a window failure, that resulted in a passenger death on Tuesday, Southwest's crew were commended for how they handled the emergency landing - and they have their extensive training to thank. "By all accounts, the crew - both the pilots and the flight attendants - did an outstanding job," wrote Patrick Smith, a commercial airline pilot who runs the blog AskThePilot.com. "That is to say, they did exactly what they were trained to do, what they were supposed to do, and what they were expected to do." It's understandable that the story would strike fear into even the most confident flier's heart. But you may take some comfort in learning that airline crew on all airlines are trained extensively on how to handle any emergency - ensuring your safety is, after all, their primary role. "People think we are just there to serve up Cokes and attitude, but we're fully equipped to save you and your loved ones in an emergency," Riley, a flight attendant with three years' experience, told Business Insider. Other flight attendants say one of the most common misconceptions people have about their jobs- that they are simply glorified waitresses - is flat out wrong. "Our job is dangerous, physically demanding, and laden with immense responsibility for the safety, security, and survival of our passengers," a flight attendant with 23 years' experience told Business Insider. Here's how flight attendants know exactly what to do during a plane emergency: Getting through flight attendant training is no walk in the park Flight attendant Annette Long and other trainees dry off after a dip in the pool during water evacuation training. Courtesy of Annette Long Getting invited to the Delta flight-attendant training center, for example, is more difficult than getting into Harvard University. According to Delta, of the 150,000 people that applied to be a Delta Flight Attendant in 2016, only 1% made the cut. By comparison, the acceptance rate for Harvard's class of 2021 was 5.2%. Making it through flight-attendant training is no picnic either, and flunking out results in not getting hired, Annette Long, a flight attendant with 16 years of experience, told Business Insider. During the 2006 Travel Channel show "Flight Attendant School," Frontier's then vice-president of in- flight services and instructor Pam Gardner noted that one in three trainees never make it through Frontier training, either because they drop out or are removed for not maintaining academic requirements or meeting the standards of conduct. Throughout the docu-series, you see students ejected for showing up late to class or failing more than two exams. "It's pretty stressful, and I think it's designed to be that way," Long said. Flight attendants have six to eight weeks to learn everything there is to know about the plane, FAA and other safety regulations, and how to handle emergencies For many airlines, training lasts around six weeks. Other airlines' trainings last eight weeks. During flight attendant training, students have a huge amount of information to learn, which Long considers a challenge given the time. "It's really stressful. And you can't study ahead - you have to stay right where you are at all times, so you can't even try to get ahead," she said. Among other things, students learn federal aviation regulations, how to defend themselves and passengers, how to evacuate on water and land, how to handle medical emergencies, and how to use all the equipment. "The whole training is devoted to - with very few exceptions - learning the aircraft and the safety aspects of it," she said. Long recalls a time when her training was put to the test during a 747 flight to Frankfurt. "I was brand spanking new on this plane - and the cockpit had an alarm that told them there was smoke up in the crew rest," she said. "So here I go running through the airplane with my fire extinguisher and another flight attendant and pulling out panels to where the pilot told us to go," Long said. "Fortunately it was just a faulty alarm. But when you're thinking about fire over the Atlantic in a 747, it'll get that training out," she said. "It's down to you. It's not like they can land in the nearest airport." Medical training covers all the bases As part of Delta Air Lines' "Earning Our Wings" YouTube series, an instructor named Mallory said that on her very first flight as a flight attendant, she had a medical emergency on board. Luckily, thanks to her medical training, she knew exactly what to do. "It's multiple hats wrapped into one," a flight attendant trainee named Cesar said in the video. "If something were to happen on board an aircraft, you are the doctor, you are the police officer ... you are the firefighter if need be. We have to be prepared for anything." During medical and first-aid training, flight attendants learn all manner of skills, from using an AED to performing CPR on adults, children, and infants. "I could deliver a baby if I have to," Long told Business Insider. "These skills are just great life skills," a flight attendant trainee named Sharyl said in the Delta video. During training, flight attendants learn how to evacuate a plane with half of the exits blocked within 90 seconds Flight attendants learn emergency management in a flight simulator, where trainees begin by playing the part of the passenger, occupying the seats of the mock airplane. When the simulation begins, "all of a sudden, the lights go out, and we're being told to put our head down and stay down and prepare for impact," a flight attendant trainee named Daniel said in the Delta video. "It was shocking." As a voice telling passengers to "brace for landing" comes over the intercom, instructors bellow "Bend over," "Stay down," and "Stay seated" in unison, as flight attendants might during an emergency situation. "We smoked out the cabin and started yelling our commands," an instructor named Mallory said. "They really get to see what as a flight attendant you do in an emergency." Finally, they evacuate the plane using the emergency slide. "It definitely makes your blood pressure escalate," a flight attendant trainee named Cesar said. The Federal Aviation Administration requires Delta flight attendants to be able to evacuate an aircraft with 50% of the exits blocked within 90 seconds. Flight attendants have to do water evacuation drills as well - even if they don't know how to swim Flight attendants must get in the water to be able to pass the pool drill during training. Luckily trainees have flotation devices, and the three trainees in Delta's video who didn't know how to swim were able to complete the drill . "On pool day, I thought it would be pretty simple - I mean you float and you have to have a flotation device," a flight attendant trainee named Kacey said in the video. "I had no idea how many different things went into something that sounded so simple." During the pool drill, trainees practiced pulling each other around the pool and into the emergency raft. "I was beat tired by the time that hit," Cesar said. "I had no idea it would be that hard to climb into a raft," Kasey said. The training never leaves flight attendants During takeoff, United flight attendant Robert "Bingo" Bingochea told Business Insider his mind goes to a different place. "You go through the different situations that can happen in your head," he said. According to Bingochea, protocol for different emergency situations are embedded in flight attendants from day one of training so that, in an emergency, they don't have to think about it. "It's just there," he says. "We always go through these silent drills in our mind so, should something happen, we're ready to take on this challenge," he said. And to supplement their training, flight attendants must refresh their skills every year The crew-only areas inside airports often house computer stations and training areas so flight attendants can stay up to date and complete training modules, which they must do every year. http://www.businessinsider.com/plane-emergency-flight-attendants-training-2018-4#and-to- supplement-their-training-flight-attendants-must-refresh-their-skills-every-year-7 Back to Top Aviation instructor shortage Accelerated career paths leading to instructor decline UND Aviation program airplanes sit parked on runways at Grand Forks International Airport (GFK) in November 2017. As the spring semester comes to a close, there's one thing looming around UND's Aviation program: an instructor shortage. Despite the rather large success of the university's aviation program and it's multitude of resources, the scramble for instructors is on. As the widely known generation of baby-boomers are reaching retirement, it has left major airlines and the industry scrounging for pilots to fill positions. There has simply never been a better time to pursue a career in aviation, according to the Ask The Pilot blog. With new enticing job opportunities, many individuals are jumping towards those before beginning to think about becoming a flight instructor. In the typical pilot career path, most students work as flight instructors prior to moving into the workforce and move toward becoming a regional airline pilot. This leads towards becoming a major airline pilot. With the increase in demand and pay for major airline, many pilots career paths are being accelerated. Previously, students spent around two years as instructors. Now, they are spending only a year or less. Elizabeth Bjerke, associate dean and professor of the aviation department, commented last fall in The Chronicle of Higher Education that a pilot shortage is a good problem to have, because it means graduates are being hired. But it also means that flight programs are trying to catch up by producing new flight instructors. As the growing need for instructors has many people worried, there are other individuals who have remained hopeful; including sophomore aviation student Casey Kramer "I am hoping with the increase in demand, there will be increase in pay for incoming instructors, such as myself," Kramer said. As many universities around the nation are being impacted by the shortage, aviation department chair and associate professor Jim Higgins assures that UND is managing to keep their head above water throughout this time. "Our biggest concern and main thing is safety at this point," Higgins said. As the problem continues nationwide, universities are continuing to promote their programs along with widening their search for CFI's. https://dakotastudent.com/12032/news/aviation-instructor-shortage/ Back to Top Jordan awarded ICAO's aviation safety certificate Amman, April 22 (Petra)-Chief Commissioner of the Civil Aviation Regulatory Commission, Captain Haitham Mesto, announced on Sunday the International Civil Aviation Organization (ICAO) has awarded Jordan the excellence certificate in aviation safety. On the occasion, Mesto said the ICAO sent an official letter announcing the selection of Jordan for the ICAO President's Certificate of Excellence in Air Safety in recognition of the effective implementation of ICAO Standards and Recommended Practices and the significant improvement in air safety performance levels, monitored by ICAO, during 2017. He added this certificate is granted to countries that make significant progress in air safety control. This certificate is governed by standards based on transparency, impartiality and results of the ICAO program for civil aviation oversight safety, he pointed out. President of ICAO invited the Chief Commissioner of the Civil Aviation Regulatory Commission to visit the headquarters of the international organization in Montreal to receive the excellence certificate at a ceremony to be held for this purpose, he announced. http://petra.gov.jo/Public_News/Nws_NewsDetails.aspx?Site_Id=1&lang=2&NewsID=350355&CatID=-1 Back to Top The Airlines With The Most Female Pilots Southwest Airlines pilot Tammie Jo Shults, 56, has been widely praised for safely landing a crippled Boeing 737 after one of its engines exploded in midair. The incident unfolded around 20 minutes after takeoff and resulted in the death of a female passenger. In air traffic control audio released in the aftermath of the incident, Shults can be heard calmly describing the unfolding emergency at 30,000 feet. After she landed the 737 in Philadelphia, passengers praised her coolness in such extreme circumstances as well as her professionalism and technical skill. Shults is a Navy veteran and was among the first women to fly the F/A-18 combat jet. She retired from active service in 1993 and left the reserves in 2001 as a lieutenant commander. As well as being a Navy trailblazer, Shults is also one of a small cadre of female pilots working for commercial airlines around the world. Though precise figures are constantly changing, Federal Aviation Administration statistics state that 4.36 percent of all U.S. pilots are women. Globally, the International Society of Women Airline Pilots says that there are some 7,409 female pilots worldwide, accounting for 5.18 percent of total pilots. The following infographic uses that data, which was published in the Telegraph, to show the airlines with the most female pilots. United comes first, with women accounting for 7.4 percent of its pilots, followed by Lufthansa (7.0 percent) and British Airways (5.9 percent). In the case of Southwest Airlines, Shults' employer, female pilots only account for 3.6 percent of the company's total pilot count. Emirates is towards the very bottom of the ranking -- only 1.5 percent of its pilots are women -- while Norwegian has an even smaller share at just 1 percent. Even though the Middle East is home to some of the globe's biggest and most recognizable airlines like Emirates and Etihad, it still represents one of the most challenging regions for female pilots. In one notable occasion in 2016, Royal Brunei Airlines' first all-female flight-deck crew landed their plane in Jeddah, Saudi Arabia, where they were not even permitted to drive themselves away from the airport to reach their hotel. Despite that, several Saudi women have become pilots in recent years and Saudia, the country's national airline, has said it is looking into sending women on scholarships abroad to become commercial pilots. https://www.forbes.com/sites/niallmccarthy/2018/04/19/the-airlines-with-the-most-female-pilots- infographic/#2e7a7f450bc4 Back to Top Dubai is officially the world's busiest airport * It beats London Heathrow by over ten million passengers per year If you're stopping off at Dubai International Airport, expect to see the biggest crowd of travellers from all corners of the globe. Up by 5.6 percent from last year, the bustling airport saw nearly 90 million passengers in 2017, officially making it the world's busiest site for international travel for another year. The airport is a major connection point for long-haul international flights to Europe, Asia, North America, and Oceania. No wonder it took first place for the fourth year in the row. Airports Council International (ACI) relesaed the new figures revealing that Dubai's airport handled 87.7 million passengers, beating London Heathrow (73.2 million) by over ten million people. Take that. According to ACI, it first took over as the busiest back in 2014, knocking London Heathrow off its throne. Here's a list of the top ten, according to ACI: 1.Dubai International Airport: 87.7 million 2. London Heathrow Airport: 73.2 million 3. Hong Kong International: 72.5 million 4. Amsterdam Schiphol: 68.4 million 5. Aeroport de Paris-Charles de Gaulle: 63.7 million 6. Singapore Changi Airport: 61.6 million 7. Incheon International: 61.5 million 8. Frankfurt International: 57.1 million 9. Suvarnabhumi Airport: 48.8 million 10.Taoyuan International: 44.5 million http://www.timeoutdubai.com/travel/news/82940-dubai-is-officially-the-worlds-busiest-airport Back to Top Will a longer runway at this Fort Worth airport help land more jobs? The long-awaited extension of two runways at Alliance Airport is now complete, clearing the way for the north Fort Worth's privately-run cargo airfield to expand its services to include companies wishing to ship freight as far away as Europe. The airport was already a major regional hub for FedEx and other companies. But now, the extension of the runways to 11,000 feet makes it possible for Alliance Airport to accommodate any overseas expansion plans those companies have, and also attract new cargo firms - and jobs to north Fort Worth - said Tom Harris, president of Alliance Air Services. "On a hot summer day when it's 98 degrees, an aircraft fully loaded with fuel and cargo takes longer to get off the ground," Harris said. "You need a longer runway to allow for that to happen. For a wide-body aircraft, with 11,000 feet, air freight airlines can now fly from Alliance non-stop to Europe, whereas before they would have had to fly somewhere along the East Coast, perhaps to Bangor, Maine to stop for fuel, which is something the airlines don't like to do." The extension of runways 16R/34L and 16L/34R - which were previously 8,200 and 9,600 feet long, respectively - as well as Taxiway A at the north end of the airfield took more than two decades of planning and about $260 million worth of construction. It required relocating several miles of Farm Road 156 to make room for the runways. A section of railroad main line track belonging to Fort Worth-based BNSF Railway also had to be relocated to make room for the airfield improvements. Star-Telegram reporter Lena Blietz experiences aviation acrobatics for the first time, and brings along several cameras. Could you handle this flight? (Video produced by Lena Blietz) Joyce Marshalljlmarshall@star-telegram.com Alliance Airport, which is billed as the world's first purely industrial airport, was developed by Hillwood and opened in 1989. Hillwood chairman Ross Perot Jr. this week described the runway extension as "another major milestone for AllianceTexas." Alliance Airport is part of AllianceTexas, a 26,000-acre master-planned community that includes several miles of residential, retail and commercial development, much of it along the Interstate 35W corridor. It includes the Alliance Town Center and Circle T Ranch developments.. "With the completion of the extended runway, Fort Worth Alliance Airport is better positioned to serve the needs of our customers today and long into the future," Perot said. AllianceTexas has created 48,800 jobs, and has more than 2.6 million square feet of retail, restaurant, medical and entertainment space as well as single-family and high-end apartments. The development has generated more than $69 billion in economic impact for the North Texas region, Hillwood officials say. Construction on the runway extension actually began in 2003, when the area north of the airfield was leveled and filled with more than 4 million cubic yards of dirt. http://www.star-telegram.com/news/business/aviation/article209047674.html Back to Top Air India's aircraft sit idle because it can't pay for spares and repair With a total debt totalling Rs 48,876 crore, AI's cash situation remains perilous despite improvements in operating profits. Despite many attractions such as lucrative international routes and prime time slots, Air India has yet to find a suitor after the civil aviation ministry came out with the preliminary information memorandum on Air India's strategic disinvestment on March 28. Air India's mountain of debt, besides many other issues, discourages buyers. The debt stands at Rs 48,876 crore. India's national airline is also being bled by a cash deficit. The civil aviation ministry has admitted that several of its aircraft are idling because Air India is unable to purchase all the spares it needs thanks to a monthly cash deficit of Rs 200-250 crore that affects availability of funds for maintenance, according to a TOI report. The ministry has told Parliament's Public Accounts Committee (PAC) that a restricted cash flow was responsible for inoperational aircraft despite a turnaround plan (TAP) being in force since 2011 while fleet expansion had been hit by viability issues and an ongoing CBI probe into previous acquisitions. On March 28, the ministry came out with the preliminary information memorandum on Air India's strategic sale. It has sought expressions of interest from potential bidders for a 76-per cent stake sale in loss-making Air India as well as divestment of Air India Express and AI-SATS. The last date for submission of expression of Interest is May 14. The qualified bidder will be informed on May 28. A number of airlines have refused to come forward due to discouraging terms of sale. "There is a cash deficit of Rs 200 crore to Rs 250 crore every month which affects availability of funds for procurement of spares," the ministry told the PAC even as it said that "every attempt" was being made to devote maximum financial resources to availability of spares to improve utilisation of aircraft. It needed $300 million accessed through external commercial borrowings to liquidate outstanding dues of foreign suppliers in 2015 to improve the situation as maintenance expenditure soaked up Rs 2,500 crore or 12% of the debt-laden airline's operating expenditure. The ministry told the PAC that aircraft engines earlier sent abroad for overhaul and repair were being maintained domestically. "AI is also in constant dialogue with its suppliers to remove the credit hold in order to maintain a smooth supply of spares for sustained and uninterrupted operations," it said. The ministry also stated that aircraft acquired on lease were grounded for around two months at the time of redelivery as a number of conditions had to be satisfied. With a total debt totalling Rs 48,876 crore (government-guaranteed Rs 25,388 crore and non-GOI guaranteed Rs 23,488 crore) AI's cash situation remains perilous despite improvements in operating profits. AI's debt remains high as a key assumption or objective of the TAP - accumulation of Rs 5,000 crore by way of monetisation of properties - has not happened. As against Rs 500 crore being monetised every year, AI has managed only Rs 725 crore till date and reason is "defective title deeds" and a bar by the ministry of urban development on sale of property given the airline on "perpetual lease". Though AI's turnover has been increasing, and the TAP and financial reconstruction plan has helped improve on time performance, load factor, aircraft utilisation, hiving off non-core assets and gaining equity support, cash losses remain high despite a declining trend. Also, plans to offer a VRS (voluntary retirement scheme) to employees was dropped as it was found to be financially unviable. https://economictimes.indiatimes.com/industry/transportation/airlines-/-aviation/air-indias-aircraft-sit- idle-because-it-cant-pay-for-spares-and-repair/articleshow/63880325.cms Back to Top Nuclear Deal Turbulence Grounds Tehran's Purchase Of Western Aircraft An Airbus of Iranian Aseman airlines taking off in Tehran's Mehrabad airport Though sanctions were lifted in 2015, Iran's attempts to buy airplanes from Western manufacturers have stalled over fears the nuclear deal may be scrapped. Nine new Airbuses were ordered after the international ban on selling planes to Iran was lifted in 2015, but so far only two have been delivered. Meanwhile, Boeing is slated to deliver a 777 to Tehran in May, but it looks unlikely that will happen now that the Joint Comprehensive Plan of Action, (JCPOA), Tehran's nuclear deal with world powers, has been called into question after U.S. President Donald Trump repeatedly threatened to abandon the agreement. Signed in 2015, in exchange for major concessions from Iran on its nuclear program, the JCPOA put an end to nuclear related sanctions, as well as some older embargoes, including on sales of aircraft and their parts to the Islamic Republic. In 2016, Minister of Roads and Urban Development Abbas Ahmad Akhoundi announced an additional deal for the lease-purchase of 114 jets from Airbus and another fifty Boeing Max 737. This deal is also now in limbo. Iranian media recently reported that the man representing Iran in the airplane deals, Asghar Fakhrieh Kashan, has resigned. Kashan had warned January 17 that Tehran's multi-billion-dollar Airbus deal would be off the table if the U.S. leaves the nuclear deal. "As long as uncertainties are not resolved, we will not provide down payments," Fakhrieh Kashan told state-run news agency ILNA, adding, "We will wait to see whether the U.S. remains committed to the JCPOA or not, and then make our final decision." For their part, the big Western airplane makers have confirmed reports of a finalized memorandum of understanding for selling their products to the national carrier Iran Air, as well as the smaller Iranian airlines Aseman, Iran Airtour, Zagros, and Qeshm. Whatever the future may hold for the JCPOA, Tehran faces the additional problem of how to finance its deals with Boeing. The airlines have only two years to come up with the money to pay for the planes because the U.S. Department of Treasury's Office of Foreign Assets Control (OFAC), also wary of the JCPOA's future, has only temporarily given the go ahead for U.S. companies to sell planes and their parts to Tehran until 2020. An additional hurdle making banks hesitant to finance the renewal of Iran's airplane fleet is the fact that Iran is not a signatory to the Cape Town Treaty, an international agreement laying out various legal remedies in the case of default on the purchase of aircraft and other large transportation equipment. https://en.radiofarda.com/a/delays-problems-iran-purchase-western-aircraft/29186781.html Back to Top PIPER ANNOUNCES CONTINENTAL JET A-POWERED SEMINOLE TWIN-ENGINE TRAINER USES COUNTER-ROTATING CD-170 FADEC ENGINES Eighty-one-year-old Piper Aircraft is not sitting still. The Vero Beach, Florida-based aircraft manufacturer announced a Continental-powered 170-horsepower CD-170 counter-rotating Jet A engine option for the company's Seminole twin-engine trainer that broadcasts the company's aggressive pursuit of the overseas and domestic flight training markets. Piper Aircraft is changing up the engines on its PA-44 Seminole. The twin-engine trainer will be equipped with Continental's new CD-170 engine that runs on Jet A. AOPA file photo by Mike Fizer. The April 18 announcement on the first day of the global general aviation airshow in Friedrichshafen, Germany, comes hot on the heels of U.S.-based ATP Flight School's 100-aircraft Archer TX order that Piper announced recently at the Sun 'n Fun International Expo and Fly-In in Lakeland, Florida. During the Florida airshow, Piper Aircraft CEO Simon Caldecott noted the company was coming off of its most successful year since 2003 and hinted at future initiatives. Caldecott said the firm was "keeping abreast" with Textron Aircraft's instructional segment and he vowed to go "head to head with Cessna" for the training market. The initiatives, along with a February order for 152 training aircraft destined for China-the largest order in company history-appear to strengthen the signal that Piper is digging in its heels to capture the training market. The Piper PA-44 Seminole is familiar to scores of flight schools and multiengine students seeking advanced training en route to a professional pilot career. Similarities in aircraft handling characteristics between the avgas and Jet A models mean that students in flight training programs-and their instructors-can maintain consistency in their airmanship training regimens. Flight instructors explained that in a counter-rotating configuration, first deployed on a Seminole in 1995, there is no "critical engine." The configuration helps avoid uncommanded rolling and yawing at airspeeds well above the stall speed, instructors noted. The Seminole's opposite-turning propeller blades-which until now were spun by counter-rotating 180-horsepower Lycoming O-360 engines- enhance safety and contribute to the aircraft's popularity. Continental Motors Group will supply a CD-170 Jet A engine for Piper Seminole twins, Piper Aircraft and Continental Motors jointly announced at the AERO Friedrichshafen global airshow, April 18. Photo courtesy of Continental Motors Group. Continental's CD-100 series of Jet A engines was rolled out on a variety of aircraft platforms-from Piper's own Archer-to its competitor's JT-A Cessna 172. The CD-170 engine's "thrust" lever regulates power and simplifies engine management because it eliminates manual controls for throttle, propeller, and mixture regulation. Engine start and runup procedures also are streamlined because Continental's full authority digital engine control (FADEC) system performs a self-check upon startup. (Also gone is the dreaded "hot start dance" familiar to pilots of aircraft with fuel injected engines, although the avgas Seminole uses carburetors.) In Europe, Africa, and emerging markets in Asia, Jet A fuel enjoys an advantage over the availability of avgas, plus it's far less expensive overseas. Piper also noted an increase in dispatch rates with the Continental Jet A-powered Archer DX and suggested that the advanced technology and automation have helped operators "increase billed flight hours and decrease the amount of time spent in unscheduled maintenance." The CD-100 engine family is available as retrofit kits for a variety of aircraft, and the powerplant is certified in more than 72 countries. Piper has not yet released a pricing structure for the Jet A PA-44 Seminole twin. In the bigger picture, flight schools and air carriers are scrambling to train and retain pilots (and instructors) as the public's appetite for travel continues to grow. With the addition of the Seminole's new Continental CD-170 powerplants, Piper has appeared to thrust itself into a dominant two-to-one position over rival Cessna in the worldwide Jet A training market. https://www.aopa.org/news-and-media/all-news/2018/april/18/piper-announces-continental-jet-a- powered-seminole Back to Top Pine Bluff company develops jet engine shield On 29th Avenue in the middle of Pine Bluff, inside, of all places, a home improvement business, sit plans that stand to improve the safety of modern aviation forever. That's the goal, at least. Wayne Duncan, CEO of Shield Aerodynamics LLC in Pine Bluff, which is developing its trademarked Bird & Drone Strike Shield, says his device is an aerodynamic cage of space-age polymers meant to deflect engine-killing objects away from sensitive aircraft parts. Bird strikes are costly in money and lives. Federal Aviation Administration figures suggest they're a $400 million-a-year problem in American aviation, and have played a role in more than 200 deaths worldwide since 1988. In 1995, an Air Force Boeing E-3 Sentry jet crashed after hitting geese after takeoff at Elmendorf Air Force Base in Alaska. All 24 crew members were killed. But Duncan said the idea never emerged much past the patent stage because earlier models lacked aerodynamic qualities or were made from inappropriate materials like wire or steel. He said the carbon fiber-reinforced polymer in his device allows "a strong, rugged core and a rubbery elastic surface that helps prevent spalling," the breaking up of objects into damaging pieces. Duncan, whose company is based out of Duncan Home Improvements, his family's contracting business in Pine Bluff, said Shield Aerodynamics has invested hundreds of thousands of dollars in testing. Computerized tests will determine whether a prototype will soon be mounted onto a jet the company has secured for real-world testing. Shield Aero took a design on paper from inventor Dennis R. Snyder, a draftsman and mechanical engineer, then engaged designers to create a two-dimensional model. A team from the University of Arkansas at Little Rock worked to turn them into a 3-D version. Pointing to a one-eighth scale 3-D-printed model on a conference table, Duncan said Shield Aero holds patents on the design not only in the United States, but also Germany, France, Spain and Britain. Records from the U.S. Patent & Trademark Office confirm that Shield Aerodynamics is the assignee on patent No. 9,234,461. "We've been using third-party simulators to test our device with computerized programs that calculate air flow and the types of conditions you would face in flight," Duncan said. "We've designed a prototype for a jet we have available to us for our testing. If we have good results from test runs first on the ground, then we'll do testing in the air." Duncan said several jet manufacturers are eager to see the test results, "and then we can discuss designing for their jet models." The device, which would fit in front of the jet engine housing, will need to be customized individually for each jet model, Duncan said. "Once we get the computer simulations looking like we want, we will build a prototype full scale, then install it for a ground test. If that goes well, then we'll test it in flight." The ground and air tests are likely to take place in Conway, Duncan said, noting that several FAA- designated engineers there have been watching the shield's progress. Duncan said he has been invited to conduct the test at Pine Bluff's Grider Field, and he may conduct the ground test there; however, "our FAA engineers are in Conway, and we thought we would just travel to them." Duncan expects to complete testing over the next seven months. He said Shield Aerodynamics has worked with SolidWorks, a computer-aided design and engineering program published by Dassault Systemes, and with Aerospace Structural Research Corp. of Milford, Connecticut, which specializes in computational fluid dynamics. Shield Aero is a member of the Arkansas Aerospace & Defense Alliance, a trade group, and has worked with the Arkansas Regional Innovation Hub, Duncan said. Potential Fuel Benefits Computer simulations suggest that the device may provide more than a safety advantage. "We learned that as an offshoot, the vanes on the shield smooth turbulent airflow, which promises to reduce fuel consumption," Duncan said. Further tests are needed to flesh out how great any fuel savings may be. The patent application describes the device as an "environmental shield for a turbine engine" meant to prevent objects from entering and to "deflect solid mass energy, rather than to absorb it, eliminating additional stress on other structural members of the cowling and attachments, wing or body of the aircraft." This ability could loom large as drone use grows and more planes encounter unmanned aircraft in flight, Duncan said. The company has reached out to Javid Bayandor, an aerospace engineering professor at the University of Buffalo, to assess how the device might enhance safety in the drone era. Bayandor said he specializes in safety assessments involving drone risks and is "happy to look into any ideas/concepts that promise to mitigate risks posed by UAS (unmanned aircraft systems) or other novel systems to commercial and military airspace." He wrote that he was traveling on business, with limited internet access, and would defer further comment until he could talk to Duncan. Duncan said he has teamed with his brother James, the CEO of Duncan Home Improvements, on previous product development projects but has been working primarily on the shield for several years. Records from the Arkansas secretary of state's office list James Duncan as the incorporator of Shield Aerodynamics in 2012. Wayne Duncan is listed as an officer and manager. "We're following the winglets model (on the shield project)," Wayne Duncan said, referring to the business path of the near-vertical extensions of aircraft wings that have appeared on jet models over the past few decades. "We hope to go to jet manufacturers and design our product specifically for each particular model of their aircraft. We have manufacturers in mind to turn to for producing the product, and we want to work only with successful manufacturers who have a solid record." Duncan said he expects the suggested retail price on "a pair of shields for a small-to medium-size business jet" to be about $110,000. The dimensions of the device will vary by aircraft model, but the jet the company has secured for the first test has a 30-inch diameter engine, meaning the shield prototype will be about 30 inches across at its base. It will also be a close to 30 inches in length. "It's almost a 1-to-1 ratio, and we keep getting that down so that we can shorten the length. It's all about deflecting some of the impact from a bird or drone." Commercial jet engines can be much larger, of course, with a large model on a Boeing 777 measuring 128 inches in diameter. Commercial engines are also tested to ensure they can safely shut down after sucking up a bird as large as 4 pounds. Still, a working shield could minimize hazards and costs, Duncan said, fueling a lucrative market. "We always are looking for outside investors, and outside partners as well," he said. "If a potential partner could manufacture something that we'd have to pay to get manufactured, or if companies with jets or hangars or aircraft centers are interested, we'd like to hear from them." http://www.pbcommercial.com/news/20180420/pine-bluff-company-develops-jet-engine-shield Back to Top Long-delayed Mitsubishi jet ready for first air show * But competitors Embraer and Bombardier are catching up The Mitsubishi Regional Jet is finally ready for unveiling. TOKYO -- Japan's first commercial jet airliner in half a century will make its maiden public flight this summer at a British air show as manufacturer Mitsubishi Aircraft rallies from numerous setbacks that have let competitors close in for a dogfight in the regional airliner field. "I want to show the aircraft soaring across the sky so that more people recognize the Mitsubishi Regional Jet," President Hisakazu Mizutani told Nikkei Wednesday. The MRJ will make its first exhibition flight in July at the Farnborough International Airshow in England. Mitsubishi Aircraft, a unit of Mitsubishi Heavy Industries, hopes to dispel worries about delays that have plagued the aircraft's development by demonstrating its flying abilities. The company displayed only the plane's body at the Paris Air Show last year. Development of the MRJ began in April 2008, with the first deliveries initially slated for the second half of 2013. The delivery date has now been delayed five times, most recently in January last year to relocate the electronics bay and related wiring. The company received its first order cancellation this January. "We will just be able to meet last year's goal of delivering the first aircraft by mid-2020," said Mizutani. "The design work is nearly complete." But just as Mitsubishi Aircraft appears poised to get back on track from its series of setbacks, rival regional jet makers have suddenly cozied up to major airplane manufacturers like America's Boeing and Europe's Airbus. Bloomberg reported on April 10 that Brazil's defense minister said the country's regional jet maker Embraer and Boeing probably will reach a deal. Airbus also said in October that it will partner with Bombardier by taking a stake in the Canadian planemaker's subsidiary for its C Series of smaller airliners. Mitsubishi Aircraft, however, has remained calm while its rivals team up with the airplane industry's two biggest names. "Airbus and Boeing are targeting small aircraft with 100 seats or more," said Mizutani. "At 70 to 90 seats, the MRJ is for a different set of customers." Yet Mitsubishi Aircraft still risks being left behind, having tapped Boeing to provide after-sales support service for the MRJ. The company's relations with Boeing could change if the U.S. planemaker deepens its connection with Embraer. Mitsubishi Aircraft is also letting its chance to catch up to Embraer and Bombardier slip through its fingers. Initially, the MRJ's appeal was to be its high-fuel efficiency from cutting-edge Pratt & Whitney engines, but Embraer will release a new plane with the same engines as soon as 2021. The MRJ's setbacks are also weighing on parent company Mitsubishi Heavy Industries. "We will become a world leader in the energy-environment and the aerospace fields," then-President Hideaki Omiya, who currently serves as chairman, said in April 2008. Profits from those segments were to be diverted to the MRJ project, but the delays have prompted the company to sell off some assets and shrink fixed costs. This all comes amid a slowdown in the company's mainstay thermal power generation business. Demand has flagged globally for such equipment as concern for the environment grows. Orders for large gas turbines in the nine months through December fell 70% on the year to just four units. The space and aviation segment is also struggling as component demand for Boeing's next-generation 777X airliner has yet to lift off while 777 deliveries fell 40% in fiscal 2017 to 57 planes. "Once mass production begins, we will have to think about raising capital at the appropriate time," said Mizutani, given Mitsubishi Aircraft's excessive liabilities. https://asia.nikkei.com/Business/Companies/Long-delayed-Mitsubishi-jet-ready-for-first-air-show Back to Top Back to Top POSITION AVAILABLE: FOQA SPECIALIST Processes day-to-day Flight Operational Quality Assurance (FOQA) data using the Ground Data Replay Analysis System (GDRAS) and performs routine data analysis. Creates weekly and monthly deliverables in addition to working with Gatekeepers and other members of Safety and FOQA Management Team (FMT). 50%: Supports the FOQA Program Manager with daily administration of the FOQA efforts to ensure analysis of flight data for improved flight safety including validation of FOQA events, identification of events for Gatekeeper contacts and identification of events for Maintenance reporting 20%: Performs data analysis, root cause analysis and determines corrective actions of digital flight data to determine adverse events, trends in flight and maintenance operations. Coordinates and validates aircraft specific event definitions. Maintains and identifies new FOQA events, and manages documentation supporting these functions. 20%: Prepares flight operations trending analysis charts and reports. Compiles and presents FOQA data summaries to enhance training, maintenance, flight operations. Performs specialized studies and fulfills special data requests. Assists in the creation of safety and FOQA department publications. Prepares reports, presentations, and statistical data required to identify trends for safety enhancement. 10%: Oversees data collection process of aircraft fleet in conjunction with Maintenance MINIMUM QUALIFICATIONS: Education Level: Bachelor's Degree Course of Study/Major: Aviation, flight technology, engineering, statistics or related area or a combination of education and experience. Related Work Experience: 0-2 years Required * Basic computer programming and statistical methods experience. * Strong work ethic, ability to work in a fast-paced environment and a positive attitude toward teamwork. * Previous experience maintaining and enhancing corporate safety standards and safe operation practices. * Extensive working knowledge of Microsoft Office Programs, including spreadsheet and database applications. * Travel up to 10% of the time, including overnight stays. Preferred * FAA Commercial Pilot License or higher * Prior experience with Austin Digital or equivalent GDRAS platforms * Knowledge of aircraft flight data recorders * Previous work experience, preferably in 14 CFR Part 121 or 135 air carrier operations; quality control, maintenance, operations, safety or a combination of these areas. **TO APPLY: please visit our career page at: https://www.netjets.com, requisition #1890** Back to Top ANGLE OF ATTACK "You don't have to be a pilot to find this book moving and absorbing, just an airline passenger." Adam Hochschild, Author of Spain in Our Hearts and King Leopold's Ghose. Finally, the definitive book on the Titanic of aviation accidents, a state-of-the-art jet that couldn't stall until it did and took the lives of 228 Air France passengers and crew. Based on exclusive interviews with the aircraft's manufacturer, the airline, flight crews, families of the pilots, accident investigators and the Woods Hole led team that recovered the missing jet from the bottom of the South Atlantic, Angle of Attack reveals why airlines and regulators everywhere must respond now to critical lessons from this legendary event. "Impeccable, a must-read for airline executives, pilots and their passengers." - Curt Lewis AUTOGRAPHED COPIES NOW AVAILABLE EXCLUSIVELY FROM CURT LEWIS AVIATION BOOKS Click here to order Angle of Attack: Air France 447 and The Future of Aviation Safety and the feature film it inspired Pilot Error. You can also stream the DVD on Vimeo here. Save $3 by ordering both the book and DVD together here. Order by phone at 231 720-0930. Email us at rogerdrapoport@me.com Meet Angle of Attack coauthor Captain Shem Malmquist: Chicago, May 10, 10:30 a.m. to noon Flight Safety Foundation Business Aviation Safety Summit A Systems Engineering Approach to Safety Performance Indicators and Accident Causality with Dr. John Thomas Radisson Blu, Aqua Hotel Contact Flight Safety Foundation 703 739 6700 You can also book Shem Malmquist for future events. Phone (231) 720-0930. Roger Rapoport Glenside Productions rogerdrapoport@me.com 339 Houston Avenue Muskegon, MI 49441 (231) 720-0930 Back to Top "Human Factors in Flight Safety" training, Lisbon, Portugal June 2018: Registrations now open Registrations are now open for the EAAP-recognised "Human Factors in Flight Safety" training course to be held in Lisbon from 25-29 June 2018. NetJets will kindly host the course at their European HQ in Lisbon. Full details are provided in the course Information and Registration Brochure, available from the EAAP (European Association for Aviation Psychology) website: https://www.eaap.net/read/4212/initial-human-factors-in-flight-safety.html The experienced team of Brent Hayward and Dr Alan Hobbs will conduct this training course on behalf of EAAP. This year's course will also feature several special guest speakers. The first of these courses was conducted by at Ispra, Italy in 1999, and since then the course has been continually updated and held regularly in locations including Luxembourg, Stockholm, Madrid, Lisbon, Interlaken, Dublin, Dubai and Barcelona, with a total of more than 450 participants attending to date. As detailed in the Information and Registration Brochure, there is a significant "Early Bird" discount for those who register by 22 May 2018. EAAP members are offered further reduced registration fees. Please note that completion of this training course is recognised by EAAP as contributing towards requirements for those wishing to become an EAAP-certified Aviation Psychologist or Human Factors Specialist. Course participant numbers are limited, so those wishing to attend are encouraged to register and make hotel bookings as soon as possible. Those with any questions about the course, please email Brent Hayward: bhayward@dedale.net Back to Top GRADUATE RESEARCH SURVEY - 1 Dear Participant: Graduate students at Lewis University have invited you to participate in a research project entitled: Evaluating, Attitudes, and Opinions on the Cyber Threat Vulnerabilities of Automatic Dependent Surveillance Broadcast. The purpose of this survey is to collect survey data from the aviation communities on beliefs of current ADS-B security and its present issues. This study has been approved by Lewis University's Institutional Review Board (IRB). The survey is anonymous. Participation in this research is completely voluntary and you may refuse to participate without consequence. The survey will take approximately ten minutes to complete. If you would like to know the results of this research, contact faculty advisor Dr. Erik Baker at bakerer@lewisu.edu. Thank you for your consideration. Your help is greatly appreciated. Survey link: https://goo.gl/forms/MP1833a6acHXBLGn2 Back to Top GRADUATE RESEARCH SURVEY - 2 Dear Participant: Hello my name is DEREK HAYNES and I am an MSc student at City University of London and a Captain on the B787. However would you kindly please spare me a few minutes of your valuable time to complete my Air Transport Management MSc Jet Airline Pilot Survey - preferably by 30th April 2018, (it is anonymous). It takes <10 mins. Thanks a million, Derek. The survey can be completed here: https://www.surveymonkey.co.uk/r/TWKHCFK Curt Lewis