Flight Safety Information April 25, 2018 - No. 083 In This Issue Incident: Flybe E195 at Newquay on Apr 24th 2018, cracked windshield Incident: Cebu Pacific A320 at Zamboanga on Apr 23rd 2018, nose gear steering fault after landing Incident: Daily DHC6 at Kaohsiung on Apr 23rd 2018, runway excursion on landing F-16C Runway Excursion/Destroyed (Arizona) United jet returns to Bush Intercontinental after bird strike Frontier Airlines flight makes fly-by of KCI due to landing gear concerns Passenger Removed From Sacramento Flight Over Alleged Vape Pen Use 'Flight Deck LIBIK - Lithium-Ion Battery Incident Kit Fatal Jet-Engine Blast Happened While Maker Planned Expanded Safety Checks NTSB Continues Spotlight on Loss of Control Going Global: FAA Information Exchange Creates a Harmonized Global Aviation System...by Dave Hughes No Room for Error: How the design of cabin safety equipment works Helicopter Safety Alliance Hosts Safety Standdown Lawmakers To Eye Age-70 Mandate for NetJets Here's how you can get free training for aviation sheet metal, composites jobs UTT launches the Caribbean Centre of Expertise in Aviation Safety (CCEAS) These are 4 high-tech helicopters the best pilots in the US Army fly on top-secret missions American Airlines Targets Training, Financing for Student Pilots Ryanair ups new Boeing jet order in 2.4bn deal PROVIDING ASSURANCE IN YOUR SYSTEMS - MEDALLION FOUNDATION Position Available: Professional Pilot Concentration Full-Time Temporary Faculty POSITION AVAILABLE: FOQA SPECIALIST GRADUATE RESEARCH SURVEY - 1 GRADUATE RESEARCH SURVEY - 2 Incident: Flybe E195 at Newquay on Apr 24th 2018, cracked windshield A Flybe Embraer ERJ-195, registration G-FBEL performing flight BE-801 from Newquay,EN to London Gatwick,EN (UK) with 92 passengers, was climbing through FL120 out of Newquay when the crew stopped the climb due to a cracked outer layer of a windshield and returned to Newquay for a safe landing about 20 minutes after departure. The flight was cancelled, the passengers were bussed to London. The occurrence aircraft is still on the ground about 13 hours after landing back. http://avherald.com/h?article=4b7c2c44&opt=0 Back to Top Incident: Cebu Pacific A320 at Zamboanga on Apr 23rd 2018, nose gear steering fault after landing A Cebu Pacific Airlines Airbus A320-200, registration RP-C4105 performing flight 5J-849 from Manila to Zamboanga (Philippines) with 180 people on board, had safely landed on Zamboanga's runway 09 and was about to turn around at the end of the runway to backtrack the runway to the terminal when the crew needed to stop the aircraft due to a nose gear steering fault. The runway and airport was closed for about 3 hours until the aircraft could be moved to the apron. The occurrence aircraft returned to service about 15 hours after landing. http://avherald.com/h?article=4b7c2560&opt=0 Back to Top Incident: Daily DHC6 at Kaohsiung on Apr 23rd 2018, runway excursion on landing A Daily Air de Havilland DHC-6-400, registration B-55573 performing flight DA-7012 from Qimei to Kaohsiung (Taiwan) with 15 passengers and 2 crew, landed on Kaohsiung's runway 27 at about 17:23L (09:23Z) but veered right off the runway and came to a stop near the perimeter road with all gear on soft ground. There were no injuries, the aircraft sustained damage to the right hand wheels and tyres. Metars: RCKH 231030Z 17011KT 140V210 9999 FEW013 BKN220 29/25 Q1008 NOSIG RMK A2978= RCKH 231000Z 16012KT 130V210 9999 FEW015 BKN250 29/24 Q1008 NOSIG RMK A2977= COR RCKH 230942Z 18011KT 140V210 9999 FEW015 BKN220 29/25 Q1008 NOSIG RMK LOCAL REPORT A2977= RCKH 230930Z 18012KT 150V230 9999 FEW015 BKN220 29/24 Q1008 NOSIG RMK A2977= RCKH 230900Z 18013KT 150V220 9999 FEW016 BKN220 29/24 Q1007 NOSIG RMK A2976= RCKH 230830Z 18014KT 160V220 9999 FEW018 SCT220 29/24 Q1007 NOSIG RMK A2975= RCKH 230800Z 19016KT 9999 FEW018 30/24 Q1007 NOSIG RMK A2976= RCKH 230730Z 19015KT 150V220 CAVOK 30/24 Q1007 NOSIG RMK A2975= RCKH 230700Z 19013KT 150V230 CAVOK 31/23 Q1007 NOSIG RMK A2975= RCKH 230630Z 19014KT 150V220 9999 FEW016 31/23 Q1008 NOSIG RMK A2977= B-55573 right off the runway: http://avherald.com/h?article=4b7c06c1&opt=0 Back to Top F-16C Runway Excursion/Destroyed (Arizona) Date: 24-APR-2018 Time: 10:35 LT Type: Lockheed Martin F-16C Block 42J Owner/operator: US Air Force (USAF), 56FW Registration: 90-0760 C/n / msn: 1C-368 Fatalities: Fatalities: 0 / Occupants: 1 Other fatalities: 0 Airplane damage: Written off (damaged beyond repair) Location: Lake Havasu City Municipal Airport (KHII), AZ - United States of America Phase: Landing Nature: Military Departure airport: Luke AFB (KLUF) Destination airport: Narrative: An F-16C assigned to the 56th FW at Luke AFB diverted and attempted to land at Lake Havasu City Municipal Airport during a routine training flight. During landing the aircraft suffered a runway excursion and the pilot ejected safely. https://aviation-safety.net/wikibase/wiki.php?id=209819 Back to Top United jet returns to Bush Intercontinental after bird strike HOUSTON, Texas (KTRK) -- A United flight had to return to Bush Intercontinental Airport shortly after taking off Tuesday evening due to a reported bird strike. Airport spokesman Bill Begley said there was an "Alert II" involving the United jet. There were no injuries reported, Begley added. United Airlines confirmed Flight 1780 bound for Calgary returned to the airport and landed safely following a bird strike. The airline said passengers are in the process of changing aircraft and the affected plane is being inspected. http://abc13.com/travel/united-jet-returns-to-bush-intercontinental-after-bird-strike/3388345/ Back to Top Frontier Airlines flight makes fly-by of KCI due to landing gear concerns KANSAS CITY, Mo. - Emergency crews met a Frontier Airlines plane on the runway Tuesday afternoon at KCI after the plane's pilots reported landing gear problems. The pilots of Frontier Airlines Flight 821 from Philadelphia to Kansas City were on approach to KCI around 5:15 p.m. when they radioed into air traffic controllers about a landing gear problem. The plane did a flyby of the airport before circling back and making another try. Just before 6 p.m., the plane landed without incident at KCI. Emergency crews quickly evaluated the plane on the runway before the plane proceeded to the terminal. https://www.kshb.com/news/local-news/frontier-airlines-flight-makes-fly-by-of-kci-due-to-landing-gear- concerns Back to Top Passenger Removed From Sacramento Flight Over Alleged Vape Pen Use SACRAMENTO (CBS13) - An unruly passenger who witnesses say was smoking a vape pen on the jetway allegedly knocked over a flight attendant on Tuesday. The incident happened on a flight departing from Sacramento to Salt Lake City. Video of the incident captured the audio of the confrontation. Witnesses say the passenger was smoking a vape pen on the jetway and was confronted by a flight attendant and the pilot. He then got off the plane, but apparently tried to get back on board to get a bag. The flight attendant told him he couldn't re-enter the plane, which prompted the confrontation caught on video. Delta officials confirmed a passenger was removed from the flight during boarding. http://sacramento.cbslocal.com/2018/04/24/passenger-removed-flight-sacramento/ Back to Top Back to Top Fatal Jet-Engine Blast Happened While Maker Planned Expanded Safety Checks * Manufacturer was preparing to expand checks before accident * Engine that failed hadn't been on earlier list for inspection NTSB investigator checking damage to the engine of the Southwest Airlines plane. Source: NTSB The maker of the engine that blew up on a Southwest Airlines jet last week was getting ready to recommend inspections that would have included that engine right before the fatal accident. Engine maker CFM International Inc., in response to a similar malfunction in 2016, had recommended last year that carriers inspect a limited population of older fan blades that didn't include the one that failed last week. But a draft recommendation circulated to some carriers for their input would have expanded the list enough to include the engine that was powering Flight 1380 when a fan blade broke off midair over Pennsylvania. It shattered a window and sucked a woman partly out of the plane. Those recommendations were the basis of the emergency inspections ordered last Friday by the U.S. Federal Aviation Administration. The company's recommendations "had been in the works for weeks before the incident," said CFM spokesman Rick Kennedy. It's unclear whether the expanded inspections would have happened in time to prevent last week's accident. The expansion of engine inspections was part of the process of trying to gather data on an extremely rare failure like the one that occurred two years ago and was not because of any indication of an impending risk of another blade failure, Kennedy said. Earlier: Jet Engine That Exploded Had Metal Weakness Signs, U.S. Says "We're on the very front end of trying to understand this phenomenon," Kennedy said. "The biggest challenge in our industry is managing something that's exceedingly rare. You don't have a baseline." After a CFM engine failed in 2016, the company issued service bulletins calling for inspections of specific lots of fan blades with more than 15,000 flights since their last maintenance overhaul. The Southwest engine that failed last week had about 10,000 flights since being overhauled, according to the airline. It also wasn't among the fan blade serial numbers cited in that bulletin, according to Kennedy. The broader inspections, which are now aimed at all older fan blades, adds a new twist to the mystery of why two similar, severe failures on one of the world's most common and most reliable jet engines have occurred within two years. Engines can't be certified until they demonstrate in tests that they can lose a fan blade without causing damage to an aircraft, but that happened in both incidents on Southwest planes. Southwest has completed inspections on 265 engines that had made more than 30,000 flights apiece since they were manufactured, as specified by last Friday's emergency order from the FAA. The carrier had done some of the fan blade reviews before the order was issued, said Brandy King, a spokeswoman for the Dallas-based airline. She declined to comment on findings from the examinations. Southwest is continuing voluntary inspections of its entire fleet. Evolving Hazard The process of deciding which engines should be inspected is typical for how manufacturers and regulators approach an evolving safety hazard, said Sarah MacLeod, executive director of the Aeronautical Repair Station Association. "They have to make some assumptions in order to narrow the risks," MacLeod said. Since the incident, CFM has recommended that engines with 20,000 flights or more should have fan blade inspections by the end of August. The same inspections should be done in cases where airlines don't know how many flights a fan blade has made. Carriers sometimes move blades from engine to engine during routine maintenance and it can be difficult to track exactly the number of a blade's flights. NTSB Probe Kennedy said he was addressing the inspection process only and couldn't comment on National Transportation Safety Board's investigation of the two incidents. The NTSB hasn't completed its investigations into either accident. In the 2016 case, a fan blade broke off and ricocheted out the front of the engine, causing damage that led the plane to lose pressure. The flight diverted to Pensacola, Florida, but no one was injured. Southwest Airlines Co. says it plans to inspect all engines of that make regardless of their number of flights. CFM is a partnership between General Electric Co. and France's Safran SA. Under the emergency order issued Friday, the engine that failed in the latest case would have been inspected. It had a total of about 40,000 flights, so was above the threshold in the order. The order also doesn't make a distinction based on previous overhauls. The FAA, which is starting with the oldest engines first, says it is considering expanding its inspection order. The agency plans on following CFM's call for more checks by August in a separate action, according to a person familiar with the matter, who wasn't authorized to speak publicly about the information and asked not to be identified. More on CFM inspections by Bloomberg Intelligence analysts The FAA's order on Friday covers an estimated 352 of the oldest CFM56-7B engines on U.S. carriers, which fell far short of the number of engines CFM had suggested that airlines eventually inspect. "We are considering further rule-making to address these differences," the FAA wrote in its emergency airworthiness directive. Last November, Southwest began a program to inspect all its CFM56-7B fan blades every 3,000 hours, going beyond what the manufacturer had suggested, Chief Operating Officer Mike Van de Ven said in a memo sent to employees last Friday. However, the engine that exploded last week hadn't gone through that inspection, according to King, the company spokeswoman. The accident April 17 was the first fatal accident involving a U.S. passenger airline since 2009. Investigators say a fan blade at the front of the engine that had been weakened by repeated stresses broke off on Flight 1380. The Boeing Co. 737-700, which was en route from New York to Dallas, made an emergency landing in Philadelphia. A passenger, Jennifer Riordan, who was a vice president at Wells Fargo & Co. in New Mexico, was killed after being partly sucked out of the opening. The plane made an emergency landing in Philadelphia. While the initial orders are focused on the overall time of an engine, carriers sometimes move older fan blades onto engines that were purchased more recently. That could complicate how the airlines target which engines they should inspect, said Gary Weissel, managing officer at Tronos Aviation Consulting Inc. "They'll have to go through all their engines and calculate how long have the blades been on. It will be a little more of a manual review," Weissel said. https://www.bloomberg.com/news/articles/2018-04-24/deadly-jet-engine-blast-came-just-as-maker- mapped-safety-checks Back to Top NTSB Continues Spotlight on Loss of Control The National Transportation Safety Board continued its spotlight on loss of control in-flight (LOC-I) accidents today, hosting another event to delve into the issues surrounding LOC-I and preventive measures through training and technology. The day-long roundtable session, moderated by NTSB chairman Robert Sumwalt, is the latest in a series of efforts the Safety Board has taken to address general aviation's leading cause of accident fatalities. The NTSB previously has hosted a symposium, issued safety alerts, held regional sessions and highlighted LOC-I in its "Most Wanted List" of transportation safety improvements. Joining Sumwalt in today's roundtable were NTSB member Earl Weener, other senior-level Safety Board staff, and representatives from the FAA, aviation associations, universities, and companies. "Loss of control in-flight kills more general aviation pilots and passengers than any other factor," Sumwalt told the roundtable participants, saying the roundtable's goal is to develop clear actions to address the issue. "Loss of control in-flight is claiming entirely too many lives. Let's get to work." Over the past 10 years, 978 pilots lost control of their airplanes, resulting in 1,672 fatalities. "That is enough to fill this conference room six times over. Loss of control is a real problem," said John Delisi, NTSB, director of the Office of Aviation Safety. The roundtable was focusing on a number of factors that could play a role in preventive measures, including professionalism, pilot mentoring, new technologies such as flight data monitoring, simulator solutions, information sharing, common pilot mistakes, and management systems. The session opened with NASA shuttle commander and Orbital ATK Flight Systems v-p and general manager Charlie Precourt discussing the importance of creating a culture of learning in general aviation. Some initial training experiences are not pleasant, he said, and creates a fear of continuing education. At NASA, he said, "We taught each other to not fear embarrassment, because embarrassment is what comes with learning. It reinforces; sometimes it is easier to learn from your mistakes than your successes." Aerobatic champion and Patty Wagstaff Aviation Safety general manager Patty Wagstaff stressed the importance of professionalism, agreeing with sentiments that Sumwalt also expressed: "You do not have to be a professional pilot to act like a professional. Professional pilots are always seeking ways to improve." She expressed concern that many pilots do not gain even the basic skills, and she emphasized the need to be open to instruction and willingness to make mistakes in instruction. "Sometimes we have to go backwards to move forwards. I think pilots really have to revisit the basics." "I think there is a lack of rudder skills and a lack of understanding of the aerodynamics behind some of these maneuvers," added Carolina Anderson, associate professor of aeronautics at Embry-Riddle Aeronautical University, who noted that students need more training on stall speeds in slips and skids. She also said she believes glider training often helps with rudder skills because it prepares for emergency- management planning. Dave Sizoo of the FAA's Small Airplane Standards division further discussed a need for pilots to remain connected with the aircraft, saying a weakness in generalized attention is a contributor to loss of situational awareness. "Pilots need to be connected with the airplane and understand when the airplane is talking to them," Sizoo said. The early roundtable discussions also focused on the expanded use of simulators, including desk-top and home-based systems, and addressing a concern that it might interfere with gaining flight time. https://www.ainonline.com/aviation-news/business-aviation/2018-04-24/ntsb-continues-spotlight-loss- control Back to Top Going Global: FAA Information Exchange Creates a Harmonized Global Aviation System by Dave Hughes Editor's Note: This article was originally written by Dave Hughes, FAA NextGen Outreach and Reporting and is now repurposed on Connected Aviation Today with permission from the FAA. The article focused on the importance of information sharing to create a seamless global aviation system, which was demonstrated at two Mini Global demonstrations that took place in 2014 and 2016. The demonstration highlighted that data flowed smoothly between the international facilities during the simulations. The FAA and other ANSPs used their respective versions of System Wide Information Management (SWIM) to exchange data. The FAA and air navigation service providers (ANSP) from North and South America, Europe, Asia, and the Middle East want to be able to exchange flight, aeronautical, and weather data in the future. The work is a critical first step in sharing information about flights as they operate across international airspace boundaries, a necessary ingredient in future four-dimension trajectory (4DT) operations. "In 2016, we worked with ANSPs to solve the real-world issues of how to transfer data effectively," said Thien Ngo, FAA project manager for the Mini Global demonstrations. At Mini Global II, the FAA and many participating and observing partners-including ANSPs from Brazil, Canada, Japan, Portugal, Singapore, Trinidad and Tobago, Thailand, the United Arab Emirates, and Single European Sky ATM Research (SESAR)- successfully exchanged real-time data on flights and simulated changing weather and other constraints that could affect flights. Data flowed smoothly between the international facilities during the simulations, which also involved nine research laboratories. The FAA and other ANSPs used their respective versions of System Wide Information Management (SWIM) to exchange data. For the live flights that were tracked in the demonstration, data were delayed by five minutes to protect the security of flight operations. SWIM Moves from Concept to Reality "No longer just a concept, SWIM is delivering benefits for air traffic management (ATM) and the larger aviation community," says Florian Guillermet, executive director of the SESAR Joint Undertaking (SESAR JU). "Seeing is believing," he says in a video played at Mini Global II summarizing major participants' views on SWIM's worldwide potential. "You will see how SWIM is contributing to a system which is much more agile, flexible and scalable than what we are used to in ATM," he continued. "You will also see how this can bring global benefits and a cost efficiency dimension that we are not used to in ATM, through a fully secure chain of information management." SWIM is showing business, operational, and technical benefits. Ultimately, the goal is to support seamless interoperability and harmonization, and to provide a mechanism for air navigation service providers and airspace users to make ATM systems more efficient. ANSPs have followed the International Civil Aviation Organization's (ICAO) SWIM concept; however, each implementation differs based on regional practices as well as the needs of service providers and airlines. The Mini Global demonstrations show that these slightly different SWIM implementations can share data effectively by integrating into a Global Enterprise Messaging Service (GEMS) infrastructure through a secure virtual private network. GEMS is a cloud-based communications network connecting the various implementations of SWIM, which enables them to share information. FAA Figure 1: Mini Global Demonstration Global Enterprise Messaging Service (GEMS) ANSPs Rely on ICAO Data Formats and Environment ANSPs at Mini Global I and II shared data formatted in ICAO models including the Aeronautical Information Exchange Model (AIXM), Weather Information Exchange Model (WXXM), and Flight Information Exchange Model (FIXM). Using the aeronautical, weather and flight data provided in these standardized formats, the ANSPs could better predict when flights would cross international boundaries. ANSPs also are focusing on the ICAO Flight and Flow Information for Collaborative Environment (FF-ICE). FF-ICE is flight information sharing between members of the ATM community. It starts with the early submission of flight information to the ATM system by airspace users and ends with archiving the relevant information after the flight. It concentrates on global needs for sharing flight information but also accommodates regional and local needs. "The next thing we need to do is validate FF-ICE and decide which of the provisions to implement, since it is not mandated," Ngo says. The Mini Global demonstrations identified new policies, protocols, security, and business requirements that must be addressed to make international air traffic data exchanges possible. Alerting ANSPs to Constraints Along a Planned Route Today, air traffic managers in the FAA and around the world receive aircraft position reports but not rolling updates of pilots' and controllers' intent regarding route changes for domestic, international, or trans- oceanic flights. Mini Global demonstrations used several scenarios involving constraints along a planned flight route that had to be communicated between ANSPs including the following: Special activity airspace activation Significant convective weather development Volcanic eruptions and ash The information exchange enabled the simulated flights to be rerouted around these constraints. In another scenario, Thai and Singaporean ANSPs showcased the improvements to strategic planning and reduced operational impacts by providing early distribution of a notification that alerted controllers to a runway closure at Singapore's Changi airport. FAA Figure 2: Mini Global Scenario Example This scenario highlighted that it is possible for airspace users, with early notification, to absorb delays on the ground prior to departure, thus reducing environmental impacts and improving aerodrome surface efficiency. ANSPs Target Trajectory Based Operations One of the core goals of ANSP data exchange is to enable Trajectory Based Operations (TBO) and increase airspace user and ANSP collaboration. TBO would require ANSPs to exchange data on each flight's intended 4DT, which includes the three spatial dimensions plus time. If ANSPs, airline dispatchers, and pilots have a better understanding where all aircraft are headed at any moment, they can better collaborate and make more informed decisions. Currently, after pilots file a flight plan, controllers and air traffic managers do not have insight on when the aircraft will push back from the gate and begin to taxi. After push back, things can change quickly. Revised clearances on the ground or in the air could reroute the flight for any number of reasons. Mini Global has demonstrated that updated information about the flightpath and the aircraft's destination can be shared with traffic managers in a timely manner. Enabling harmonized ANSP data exchange also will provide consistent ANSP constraint information to the aircraft, such as new weather developments or minimizing flight plan amendments based on inaccurate or stale data. This, coupled with a mechanism to coordinate and collaborate with other ANSPs responsible for later phases of a flight would result in desirable and efficient routing for both the aircraft operator and for air traffic flow managers. TBO will help clear up that uncertainty and empower air traffic managers to make more informed decisions to adjust the flow and keep traffic moving as efficiently as possible. Aircraft operators will have real time constraint and traffic flow information, allowing them to make course corrections earlier in the flight planning process. Early collaboration with real time data and common situational awareness between air traffic managers and aircraft operators will enhance safety and improve efficiency for all users. "Unless we figure out how to move information among ANSPs consistently, we can't do 4DT," Ngo says. "The infrastructure we set up for Mini Global would be one way to exchange 4DT internationally, thus enabling future TBO." FAA Figure 3: FAA Project Manager Thien Ngo Presenting at the Mini Global Demonstration Mini Global II demonstrated that information can be moved effectively and almost instantly. "We showed we can get the right data to the right user at the right time," Ngo says. "For example, getting the data there at the right time is important because even if it is two seconds late, it will be stale." The key goal is to ensure that sharing flight and traffic flow information ultimately would make operations more efficient. If that is the case, then government and industry will do the hard work needed to implement data exchanges so seamless ATM operations can begin. "We can set up the infrastructure to share data on a global basis, but the real question is how valuable is that data for ATM operations. Can an ANSP take advantage of it or not? We have been successful so far because the industry is invested in proving the concepts with us on Mini Global I and II," Ngo says. "This is a good first step." Dave Hughes About Dave Hughes Dave Hughes is a writer and editor for the FAA. https://connectedaviationtoday.com/faa-information-exchange-global-aviation-system/#.WuBeeC7waUk Back to Top No Room for Error: How the design of cabin safety equipment works Following Southwest Airlines Flight 1380, there has been active speculation and energetic discussion on social media about possible design improvements to oxygen masks. It's understandable. When things don't make sense we try to make sense out of them. But these products have a long design history, and a firm foundation. They have been tested over decades, to specific parameters of performance based on many real-life emergency conditions. They have evolved from post-accident findings of investigators like the NTSB and their global peers. Approval tests involve real people in lab conditions that simulate an accident which are recorded and provided as evidence of function to regulators. All design is a balance of form and function, but in the design of cabin safety equipment form follows function very closely. There is little room for variation - if any. What variation exists is there to enhance function. All designs are intended to be sturdy, easy to maintain, and reliable. Cabin safety equipment - like other cabin equipment - must prove conformity with Technical Standard Orders (TSOs) issued by regulators. These TSOs have evolved from MIL-STD or MIL SPECS (military standards or specifications) where design is informed by experience in the field. Others are based on SAE (Society of Automotive Engineers) standards where design is informed by learnings from real-life commercial use. It might seem odd to use "automotive" engineers to develop safety equipment for commercial airlines, but there are many industries in the SAE, including a dedicated aviation group. When the SAE was established in 1905 the objective was to set consistent engineering and safety standards that would ensure the safe operation of automobiles. In 1916 the SAE branched out to support all "mobility solutions" including the developing field of aeronautics. Orville Wright himself supported the incorporation of aeronautics into the activities of the SAE. Over the years, the standards have changed, been refined and improved. The TSOs are under constant scrutiny. When designers and manufacturers come up with ways to improve the product, revisions to standards ensure conformance among all manufacturers. Changes to TSOs are deliberate and carefully considered to avoid introducing a new failure mode with changes. Engineers and regulators must agree that the new product will work better in a wide variety of accident scenarios than the previous product. We can look at some of the suggestions that have come up in the case of oxygen masks in recent days against these principles of design. 1. Reshaping the mask-The mask is round so that it works when passengers cannot judge which way is up. Donning the mask quickly is the first priority, because loss of consciousness can occur in seconds. The silicon mask is flexible so that it can be shaped into an oval that fits over the nose and mouth, no matter how the passenger grabs it. 2. Placing better instructions on the mask-Both oxygen masks and life jackets are marked with illustrated instructions that anyone can interpret, even if they don't know how to read. This is a core design requirement. The instructions on the proper way to don the mask are stamped indelibly on the attached plastic bag which helps deliver the oxygen. One of the images which have circulated on social media shows passengers wearing the mask wrong, with these instructions clearly in their line of sight, but their focus is elsewhere. 3. Adding sensors which can alert the user if they have the mask on wrong-It is an appealing idea, but any power source used for the sensor and its form of notification could not be a source of potential ignition while the oxygen bag is in storage - anything that could ignite oxygen would pose a deadly hazard to an aircraft. Even if that can be resolved, a sound alert would need to be clearly discernible over the noise in the cabin during any emergency setting so that a passenger would hear it, but also not get confused by an alert directed at the passenger next to them. A light source indicator would face the same challenges. The general principle is to keep cabin safety equipment as analogue as possible, and as intuitive as possible, so that it will work when everything else fails. One example is the signal light attached to life jackets. To ensure safety and reliability, it uses chemistry. When the inert materials in the battery source come in contact with water, they generate enough power to turn the light on. Otherwise, they are just there, waiting to work and posing no risks to flight safety. But there's always the human element. People do unexpected things. That is why a study of human factors is critical. There may be a way to ensure safety compliance, and address modern distraction, without breaking what works. For example, some cities are experimenting with street crossing signals designed for people who walk while looking down at their phones. With Wi-Fi onboard, maybe airlines could push short safety instructions to passenger devices, before flight and during an actual emergency. It might not work in all situations, but the existing layers of safety design would still be in place. Clearly, something is broken with the current procedures. The truth is that there are no easy answers and plenty of good questions. But the aviation industry has the resources to design solutions that work. It is time to study what is happening and fix what needs to be fixed. https://runwaygirlnetwork.com/2018/04/24/no-room-for-error-how-the-design-of-cabin-safety-equipment- works/ Back to Top Helicopter Safety Alliance Hosts Safety Standdown "Safety is not something that you just do once. It's something you build on. It's a culture," said Stan Rose, CEO of the Helicopter Safety Alliance (HSA). He was speaking to attendees at the group's helicopter safety standdown in Portland, Oregon, on Friday. HSA's safety standdown series is intended for helicopter pilots, maintainers, and managers of small operations. Rose opened the event's general session with a discussion focused on safety in small helicopter operations. Other topics included an overview of the FAA Wings and AMT programs, FAA compliance philosophy, safety management systems (SMS) for small operations, and the importance of investing in safety programs and establishing a safety culture. "With SMS and anything we do, including continuing education, we have to be continually involved in the safety side of the work," said Rose. "Putting your money in safety culture is the best investment you can make. You have to hone safety skills every day, not just once a year." The program was part of a series of events the HSA holds in conjunction with local FAA Safety Teams. The events are held at no charge to participants and FAA Wings and AMT credits are available to attendees. Upcoming HSA safety standdowns are planned for May 18 (Lafayette, Louisiana); June 15 (Louisville, Kentucky); and July 20 (Kansas City, Missouri). https://www.ainonline.com/aviation-news/general-aviation/2018-04-24/helicopter-safety-alliance-hosts- safety-standdown Back to Top Lawmakers To Eye Age-70 Mandate for NetJets House lawmakers are set to consider a compromise provision that would establish mandatory age-70 retirement for NetJets pilots. Offered by Rep. Bob Gibbs (R-Ohio), the provision is among more than 240 proposed amendments to comprehensive FAA reauthorization legislation, H.R.4, that the House Rules Committee will sort through later today in preparation for full floor action. The Rules Committee will decide which of the amendments can be offered once the bill reaches the House floor, possibly tomorrow. The Gibbs provision marks a carefully crafted retirement mandate that has the backing of both NetJets and its pilot union, the NetJets Association of Shared Aircraft Pilots (NJASAP). While it doesn't specify NetJets, the mandate would apply to pilots at Part 135 and 91K operators that perform at least 150,000 turbojet operations in a calendar year. The number of operations and the narrowing to jet operations is believed to ensure that other operators-such as offshore providers or medevac companies-do not inadvertently get caught up in such a new mandate. Importantly, the measure would provide a year phase-in period. The measure is believed to have evolved from an original push for an age-65 mandate that applied to 100,000 operations. As written, the measure would affect about 75 pilots, NJASAP told AIN. NetJets has pushed for the cap, saying, "The lack of a pilot age restriction for large private air carriers is a growing concern in aviation safety...Such a restriction is an important safety measure for private carriers whose flight operations are comparable in size and complexity to their commercial counterparts." NetJets called the amendment a "common-sense regulation that will make air travel safer for everyone." NJASAP, which came on board after changes were made to the proposed amendment, noted the complexity of the issue and varying positions of pilots. Many pilots do not support a rigid age-65 rule, but, according to a communication released to NJASAP members late last night, a number also believe "there is a point at which a pilot should step away from the profession." Older pilots, meanwhile, have been concerned about having adequate time to make the necessary financial preparations to retire, especially if mandated earlier than anticipated. "While the decision to support an age- 70 rule is not ideal, it is the compromise position that gets NJASAP as close as possible to addressing membership concerns," the union communication said. https://ui.constantcontact.com/rnavmap/emcf/email/edit?flow=edit&camefrom=view&campaign=059483ee- aee8-4686-bf4f-091a8e69a5fc Back to Top Here's how you can get free training for aviation sheet metal, composites jobs Free training for skilled jobs in aviation is available at WSU Tech this summer and fall. Scholarships that cover tuition are available for aviation sheet metal assembly training that will be offered this summer. Recipients of the aviation sheetmetal assembly scholarships are also guaranteed a job interview, WSU Tech said in a news release Tuesday. The expansion of the sheet metal program and scholarships is in response to Spirit AeroSystems' $1 billion expansion announced late last year, which includes the hiring of 1,000 additional skilled workers. The funding for those scholarships comes from the Wichita Promise scholarship program. The Promise scholarship also covers the cost of tuition for advanced manufacturing training in CNC operator and composite fabrication; that training can be completed in a 16-week semester. Applications are now open for the Promise scholarship for fall. http://www.kansas.com/news/business/aviation/article209691544.html Back to Top UTT launches the Caribbean Centre of Expertise in Aviation Safety (CCEAS) Professor Sarim Al-Zubaidy PHFEA, FEI, FIMechE, FRAeS, FIEAust, CEng, CEnv President, UTT The importance of aviation safety is paramount to the sustainability of the international aviation industry. With every air traffic accident, persons become more hesitant to fly, which can result in financial losses for the airline industry. It was only this week that the world was shocked at the news of the Southwest Airlines flight from New York to Dallas that made an emergency landing in Philadelphia after one of its engines exploded, sending shrapnel through a window. One female passenger was determined to have been partially pulled through the window opening,resulting in the loss of her life. Air safety is a current and systemic concern for the aviation industry and this week's tragedy highlights this fact. The University of Trinidad and Tobago (UTT) recognises this pressing concern and, being responsive to the needs of the local aviation industry, has established the Caribbean Centre of Expertise in Aviation Safety (CCEAS). This centre is a multi-disciplinary research group, operating within UTT, which is designed to carry out research into issues of aviation safety while focusing overall on the very high levels of system integrity.This will be achieved by bringing together a range of disciplines, in particular Systems Engineering, Mathematics and Human Factors, which will all be used in tandem to address safety concerns. Incorporating best technical practices in systems engineering,design, reliability, maintainability and operation used in conjunction with best practices in safety engineering, human factors and inter-operation with external systems will prove to be impactful. These systems will all contribute to a high level of integrity which further emphasises optimum levels of safety. Initial work of the CCEAS will focus on the application of mathematical methods to airline safety. These techniques, applied to technical areas within the aviation industry, have been highly successful in reducing the risks of technical failures that may occur in the air. It is highly probable that, with further development, they may be applied to the piloting system with equally beneficial results. Further work will address the fact that the rate of aircraft accidents throughout the world has reached a plateau. Despite on-going technical developments, the accident rate has remained virtually steady for over two decades. Additional research can lead to new methodologies, which can restore the steady improvement that prevailed over the first six decades of flight. Air transportation, and more importantly safety in the skies,is everyone's business. As the regional forerunner for aviation training and education, UTT is doing its part to impact this industry. UTT currently offers the Bachelor of Science (B.Sc.) in Aircraft Maintenance and Management and, in September 2018, will offer the Bachelor of Science in Aeronautical and Airworthiness Engineering, which is to be presented for accreditation by the Royal Aeronautical Society. Plans are also apace to have the UTT Aviation Campus at Camden certified by the Trinidad and Tobago Civil Aviation Authority (TTCAA) followed by certification by the European Aviation Safety Agency (EASA). https://www.trinidadexpress.com/sponsored/utt-launches-the-caribbean-centre-of-expertise-in-aviation- safety/article_d6c12a7e-47c4-11e8-9441-d366945f05c4.html Back to Top These are 4 high-tech helicopters the best pilots in the US Army fly on top-secret missions MH-60LM Black Hawk US Marine Corps Some know them as Task Force Brown, others fear them as thunderous ghosts who approach in the darkest hours of the night. To the public, they're the 160th Special Operations Aviation Regiment (SOAR), but to the US Army and the special operations community, they're known only as the legendary Night Stalkers. Their motto, "Death Waits in The Dark," tells you all you need to know. The Night Stalkers operate after sunset, flying through the blackness in some of the craziest scenarios and environments known to man. These are the best and most highly trained pilots the Army has to offer, undergoing months upon months of rigorous training until they are fully mission-qualified. When the 160th deems its newest pilots and crew ready, Night Stalkers get sent on top-secret missions all across the world, from the deserts of the Middle East to the jungles of tropical Asia and everywhere in between, supporting American special operations units. Because of the nature of their missions, Night Stalkers rely on their helicopters to function well, even in extreme conditions. These are the four helos they operate: unique, kitted out, and highly unlike any other in the US military today. The Black Hawk is the backbone of Army Aviation, having replaced the Huey in 1980s as the Army's go-to medium lift utility helo. Highly adaptable, rugged, and dependable, it's no surprise that the 160th would choose this aircraft as the core of their fleet. Known as the MH-60 to Night Stalkers, these helos are refitted with a sensor suite, high-tech communications gear, a refueling probe for longer missions, forward-looking infrared radar systems, and terrain-following radars among a few other things. They can also be converted to an up-gunned attack variant as needed. During the 2011 raid on Abbottabad, Pakistan, which saw the death of Osama bin Laden, Night Stalkers used a "stealthed out" version of the MH-60, fitted with a radar-defeating shell and other bells and whistles. MH-60L Direct Action Penetrator The Night Stalkers don't fly the Army's legendary gunship, the AH-64D/E Apache. Instead, they fly something just as fearsome, but slightly more versatile. Known as the Direct Action Penetator (or DAP), it's been a staple of 160th missions worldwide since the early '90s. According to former Night Stalker CW4 Michael Durant (and recounted in his book, In the Company of Heroes), the DAP was developed in-house by the 160th using existing Black Hawks. After adding removable wing stubs to the sides of the helo and setting up a firing link to the cockpit, Night Stalkers managed to turn the MH-60 into a gunship. The DAP comes with the ability to field Hydra rocket pods, Hellfire and Stinger missiles, 30 mm M230 chain guns (the same used by the Apache), and .50 caliber Gatling gun pods for some serious shock and awe. Unlike the Apache, the DAP has a refueling probe, giving it greater endurance and range. Any MH-60 can be converted into a DAP using the kits created by the 160th, but it loses its ability to carry troops upon conversion. MH-47G Chinook The mighty Chinook heavy-lift helo has served Army Aviation well from Vietnam to Afghanistan and beyond. Because of its ability to carry tons of cargo, fly longer missions, and survive in austere conditions, the Chinook was one of the first aircraft inducted into Night Stalker service in the 1980s. When the 160th first got its hands on CH-47s, they added a refueling probe, a fast-rope system for troop insertion, and a host of other features to bring them up to operational standards. Dubbed the MH-47D, these beasts were put to work right away. In a testament to the Chinook's durability and heavy-lift capabilities, the 160th even used these tandem- rotor helos to "steal" a large, abandoned Libyan attack helicopter in the late '80s during a sandstorm. MH/AH-6M Little Bird There's a popular saying in the special operations community: "Six guns don't miss." This has nothing to do with revolvers and everything to do with the Night Stalkers' Little Birds, sometimes referred to as "Killer Eggs" because of their shape. While the MH-6 is typically outfitted with outboard bench seats on either side of the aircraft for troop carriage, the AH-6 instead carries miniguns, rocket pods, and missiles. The first Little Birds to enter service with the 160th were actually OH-6A Cayuses, small helos that were already on their way out of the Army and National Guard by the time SOAR was created. Because of their size, agility, and ability to be quickly disassembled and reassembled, these small aircraft were considered ideal for urban operations in tight spaces. From the early 1980s onward, the 160th has used the Little Bird in nearly every major conflict. http://www.businessinsider.com/army-special-ops-aviation-unit-aircraft-2018-4 Back to Top American Airlines Targets Training, Financing for Student Pilots American Airlines has kicked off a training and financing program for would-be pilots, extending efforts to address a looming shortage of aviators. Students selected for the new American Airlines Cadet Academy would train for as long as 18 months at one of three flight schools aligned with the carrier. The students would have an option to obtain financing for the full cost, including room and board, through Discover Financial Services, American Airlines Group Inc. said in a statement Tuesday. A U.S. pilot shortage is expected to balloon to at least 15,000 positions by 2026, according to a 2016 study by the University of North Dakota's Aviation Department, as more captains reach mandatory retirement and fewer young people choose aviation as a career. Major U.S. carriers are working with flight-training schools, and regional airlines have boosted pay and added signing bonuses to ensure that they can staff cockpits. "The lack of financing options has restricted the size of the pilot pool, leaving some of the most talented people out of the running," said Kimball Stone, American's vice president for flight. Flight-training for a university commercial-aviation major can cost more than $60,000, before room and board. Graduates of American's cadet academy would get the chance to become first officers at one of the airline's three wholly owned regional carriers. Eventually that could lead to positions at the parent airline. https://www.bloomberg.com/news/articles/2018-04-24/american-airlines-targets-training-financing-for- student-pilots Back to Top Ryanair ups new Boeing jet order in €2.4bn deal Ryanair boss Michael O'Leary has agreed to buy more Boeing 737 Max - aircraft it dubbed a 'game changer'2 Ryanair yesterday agreed to buy a further 25 Boeing 737 MAX planes, worth $3bn (€2.45bn) at list prices, lifting its total order for the planes to 135. Ryanair was already the largest operator of Boeing planes in Europe. In 2014 the airline signed a record order for 100 737 MAX planes, with an option to buy up to 100 more. Ryanair, which currently operates around 430 Boeing 737 planes, says the MAX order will allow it reach its target of carrying 200 million passengers per year by 2024. However, the airline has previously struggled to roster enough pilots as its capacity has increased, and was forced to cancel thousands of flights in the final months of last year. The decision to exercise more of its purchase order is likely to be seen as a signal Ryanair management is confident it can continue its ambitious expansion policy. Ryanair has already expanded into countries such as Israel and Ukraine. CEO Michael O'Leary said in March that he expects to exercise "pretty much all" of its options. The latest order leaves it with 75 more purchase options. It bought 10 additional MAX planes in June last year, which were on top of the 2014 order. Ryanair has dubbed the MAX a "game-changer" for its business, due to a fuel consumption improvement it says could be up to 16pc and a greater number of seats. The configuration Ryanair has ordered has 197 seats compared to 189 in its current fleet of 737s. Ryanair rivals easyJet and Wizz have ordered Airbus A321 planes, which seat up to 239 passengers. Ryanair has held talks with Boeing about its new larger version of the 737 airliner, the MAX 10, which can carry up to 230 passengers, but has made clear it would only be interested if the price is lowered. The first of Ryanair's 737 MAX planes are due for delivery in the first half of 2019 and will use CFM Leap-1B engines. Meanwhile, after the fallout from last year's Ryanair rostering issue led to the company recognising trade unions for the first time, it has emerged Ryanair made an offer last week to formally recognise labour union Verdi to represent cabin crew in Germany, the union has said. "We welcome this first step toward collective bargaining," said Verdi board member Christine Behle. "A reform of working conditions for cabin crew at Ryanair in Germany is urgently needed," she added. Ryanair has been in talks to formalise union recognition in several European countries since its decision in December to recognise unions forthe first time in its 32-year history. Ryanair shares ended yesterday down just over 1pc at €15.485 each. https://www.independent.ie/business/irish/ryanair-ups-new-boeing-jet-order-in-24bn-deal-36841803.html Back to Top Back to Top DEPARTMENT OF AEROSPACE Professional Pilot Concentration Full-Time Temporary Faculty The Aerospace Department at Middle Tennessee State University (MTSU) is seeking qualified applicants for a Professional Pilot concentration full-time temporary faculty position (#103570) at the rank of Lecturer. Start date for the position is August 1, 2018. This is a one-year temporary position with possible annual contract renewal up to three years total. The successful candidate will be expected to teach a variety of flight-related courses in the Professional Pilot concentration and to develop and maintain collaborative relationships with the aviation industry. A Master's degree in Aerospace, Aviation, Aerospace Engineering or related field at time of appointment is required. Applicants must have a FAA Commercial Sincel and Multi-Engine certificate and a valid Flight Instructor certificate (CFI, CFII, and MEI) or a FAA ATP Certificate and valid Flight Instructor Certificates (CFI, CFII, MEI). Application review 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 Aerospace Department MTSU P.O. Box 67 Middle Tennessee State University Murfreesboro, Tennessee 37132 Office: (615) 898-2788 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** 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