Flight Safety Information June 6, 2018 - No. 114 In This Issue ncident: Nordica CRJ9 at Tallinn on Jun 5th 2018, rejected takeoff due to smoke detector warning EVAS - Cockpit Smoke Protection Incident: American B738 near Little Rock on Jun 3r 2018, fuel imbalance suspected due to fuel leak Incident: Pegas B763 at Zhukovsky on Jun 3rd 2018, bird strike Incident: KLM Cityhopper E175 at Amsterdam on Jun 5th 2018, bird strike Cessna 208B Grand Caravan Missing (Kenya) Cessna 421B Golden Eagle Fatal Accident (Bahamas) LIBIK Fire Suppression Kits for the Cabin and Flight Deck. Airlines warned against complacency after dream safety run Airline captains should do more supervising and less flying, according to new aviation research APS Creates Critical Issues Addendum to NTSB LOC-I Roundtable Report: FAA Needs Better Drone-Safety Plans Flight Data Systems Acquired by ACR Electronics Parent UK gov't backs expansion of London's Heathrow Airport Wizz Air fleet at Budapest reaches 100 aircraft Honda Aircraft starts taking business jet orders in Japan Six Eagle Pilots Take to the Skies for the Four Day Cross Country Air Race Classic Upcoming Cranfield short courses Aircraft Fire Hazards, Protection and Investigation, Course, Oct 31-Nov 1, Woburn MA USA 2018 SERC of ISASI HIGH ALTITUDE FLYING: WHAT EVERY PILOT NEEDS TO KNOW - New Online Course - Fall 2018 Human Factors in Accident Investigation from SCSI Flight Safety Officer Course from SCSI Call for Nominations For 2018 Laura Taber Barbour Air Safety Award GRADUATE RESEARCH SURVEY - 1 GRADUATE RESEARCH SURVEY - 2 GRADUATE RESEARCH SURVEY - 3 Incident: Nordica CRJ9 at Tallinn on Jun 5th 2018, rejected takeoff due to smoke detector warning A Nordica Canadair CRJ-900 on behalf of LOT Polish Airlines, registration ES-ACB performing flight LO-8179 from Tallinn (Estonia) to Amsterdam (Netherlands) with 42 passengers and 4 crew, was accelerating for takeoff from Tallinn when the crew rejected takeoff due to a smoke detector warning. The crew slowed the aircraft safely, stopped on the runway and performed a rapid disembarkation onto the runway. The passengers were taken to the terminal. A replacement CRJ-900 registration ES-ACL reached Amsterdam with a delay of 3 hours. The airline reported the aircraft rejected takeoff just prior to rotating the aircraft when the captain reacted to an aft lavatory smoke detector signal. All passengers were evacuated onto the runway and bussed to the terminal. The cause of the smoke detector activation is under investigation. https://avherald.com/h?article=4b982191&opt=0 Back to Top Back to Top Incident: American B738 near Little Rock on Jun 3r 2018, fuel imbalance suspected due to fuel leak An American Airlines Boeing 737-800, registration N955NN performing flight AA-2273 from Atlanta,GA to Dallas Ft. Worth,TX (USA), was enroute at FL360 about 180nm east of Little Rock,AR (USA) when the crew reported a fuel imbalance on board, suspected a fuel leak as cause and decided to divert to Little Rock. The aircraft drifted down to 10,000 feet and landed safely on Little Rock's runway 04R about 40 minutes later. The aircraft remained on the ground for about 3 hours, then was able to continue the flight and reached Dallas with a delay of 4 hours. https://flightaware.com/live/flight/AAL2273/history/20180603/1415Z/KATL/KDFW https://avherald.com/h?article=4b981e4b&opt=0 Back to Top Incident: Pegas B763 at Zhukovsky on Jun 3rd 2018, bird strike A Pegas Fly (also known as Ikar) Boeing 767-300, registration VP-BOZ performing flight IK-435 from Zhukovsky (Russia) to Jinan (China), was accelerating for takeoff from Zhukovsky's Airport's (also known as Moscow Ramenskoye Airport) runway 12 when the crew observed a number of birds ahead shortly followed by a brief vibration of the right hand engine (PW4062), all other parameters remained normal and the vibrations ceased again prompting the crew to continue the flight. The aircraft landed safely in Jinan without further incident. Rosaviatsia reported a post flight inspection of the right hand engine revealed remains of a bird in the core of the engine and damage to a number of fan blades as well as sound absorbing panels. The occurrence aircraft is still on the ground in Jinan about 46 hours after landing. https://avherald.com/h?article=4b981baa&opt=0 Back to Top Incident: KLM Cityhopper E175 at Amsterdam on Jun 5th 2018, bird strike A KLM Cityhopper Embraer ERJ-175, registration PH-EXH performing flight KL-1887 from Amsterdam (Netherlands) to Nuremberg (Germany), was in the initial climb out of Amsterdam's runway 09 when the crew reported they had received at least one bird strike, however, continued the climb. The aircraft was enroute at FL350 about 40nm north of Frankfurt/Main (Germany) when the crew decided to return to Amsterdam. The aircraft landed safely on Amsterdam's runway 06 about 70 minutes after departure. A replacement Embraer ERJ-175 registration PH-EXN reached Nuremberg with a delay of 2:45 hours. A passenger reported the crew announced, that they had received a number of bird strikes on departure, one of the birds had hit one of the pitot tubes. The occurrence aircraft remained on the ground for about 4 hours, then resumed service. https://avherald.com/h?article=4b981979&opt=0 Back to Top Cessna 208B Grand Caravan Missing (Kenya) Status: Preliminary Date: Tuesday 5 June 2018 Time: ca 17:00 Type: Cessna 208B Grand Caravan Operator: Fly-SAX Registration: 5Y-CAC C/n / msn: 208B-0525 First flight: 1996 Engines: 1 Pratt & Whitney Canada PT6A-114A Crew: Fatalities: / Occupants: 2 Passengers: Fatalities: / Occupants: 8 Total: Fatalities: / Occupants: 10 Airplane damage: Missing Airplane fate: Presumed damaged beyond repair Location: near Limuru ( Kenya) Phase: En route (ENR) Nature: Passenger Departure airport: Kitale Airport (KTL/HKKT), Kenya Destination airport: Nairobi-Jomo Kenyatta International Airport (NBO/HKJK), Kenya Narrative: A Cessna 208B Grand Caravan, operating on a flight from Kitale to Nairobi, Kenya, was reported overdue at Nairobi. The aircraft departed at 16:05 hours and was last seen on radar at 17:02 hours local time at 11000 feet. https://aviation-safety.net/database/record.php?id=20180605-0 Back to Top Cessna 421B Golden Eagle Fatal Accident (Bahamas) Date: 05-JUN-2018 Time: 15:00+ Type: Cessna 421B Golden Eagle Owner/operator: Hat Investments LLC Registration: N421MM C/n / msn: 421B0804 Fatalities: Fatalities: 3 / Occupants: 3 Other fatalities: 0 Airplane damage: Substantial Location: near Rock Sound International Airport (MYER), South Eleuthera - Bahamas Phase: Take off Nature: Departure airport: Rock Island Int'l (RSD/MYER) Destination airport: Treasure Coast Int'l (KFPR) Narrative: The aircraft impacted terrain shortly after departure from Rock Sound International Airport (MYER), South Eleuthera. The airplane was partially consumed by the post-impact fire, and the three occupants onboard received fatal injuries. https://aviation-safety.net/wikibase/wiki.php?id=211890 Back to Top Back to Top Airlines warned against complacency after dream safety run FILE PHOTO: International Air Transport Association (IATA) Director General and CEO Alexandre de Juniac speaks during the Global Media Day i SYDNEY (Reuters) - Global airlines, coming off a record-low accident rate in 2017, need to guard against complacency over safety as heavy growth in travel demand stretches the air transport system, industry leaders warned at a conference this week. There were no jet crashes in 2017 and 19 fatalities across the sector, while some 301 passengers have died in five crashes over just the first five months of 2018, including the first fatality on a U.S. airline since 2009. The other fatal accidents occurred in Cuba, Russia, Iran and Nepal. Air transportation advocates say it is still by far the safest form of travel. But the industry also needs to modernize a fragmented infrastructure and adopt new technology to keep it safe even as demand balloons, delegates at annual talks of the International Air Transport Association (IATA) said. Alexandre de Juniac, director-general of the group of 280 airlines, called for a continued rigid focus on safety. "No arrogance in any case: (we need) humility and work," he said after IATA's three-day meeting in Sydney. With IATA forecasting passenger traffic will nearly double by 2036, there are worries over whether the industry will be able to attract and train enough capable pilots and engineers. Rising congestion in airspace and at airports, some of which are operating above capacity, and poor air traffic control are already posing challenges. A deadly plane crash in Nepal in March is a case in point. Airline and airport authorities in Kathmandu have blamed each other after the US-Bangla Airlines crash that killed 49 in what is the Himalayan nation's worst air disaster since 1992. The cause of the crash is still under investigation, but a transcript of pilot radio conversations with the ground revealed confusion over the designated runway. Aviation remains a "very, very safe industry" despite the accidents this year, but there is concern over whether systems can keep pace with future growth, said Peter Harbison, executive chairman of Sydney- based CAPA Centre for Aviation. "There are worries about having lesser-trained pilots and that creating more risk, or congested airspace, air traffic control that is not adequate to support the services going through," he said. To view a graphic on Aviation safety, click: https://tmsnrt.rs/2Jb9Eyj NEW TECHNOLOGY FOR SAFER SKIES IATA executives said new air traffic technology is one of the keys to keeping busy skies safe. "Implementing technology is expensive and difficult but it is available now," IATA's senior vice president of safety and flight operations, Gilberto Lopez Meyer, said on the sidelines of the industry's biggest annual gathering. "It is allowing us to reduce separation safely," he said, referring to the ability for jets to fly closer together in a crowded airspace. IATA called for airlines to share more safety data and use predictive analytics to prevent accidents. "We are always on edge, always looking to see what we can learn, what we can improve," said Alan Joyce, outgoing chairman of the IATA and also the CEO of Qantas Airways Ltd , which has not had a hull loss since the dawn of the jet age. Although accidents are rare in air travel, with the numbers dropping over the past 15 years, they can lead to significant financial and reputational consequences. For example, Southwest Airlines expects its second-quarter unit revenue to drop by about 3 percent, hurt by lower bookings after a fatal engine blowout in April. http://wsau.com/news/articles/2018/jun/06/airlines-warned-against-complacency-after-dream-safety- run/ Back to Top Airline captains should do more supervising and less flying, according to new aviation research By ERIC W. DOLAN It may be better for airline captains to act more like the captains of ship. A new scientific review article published in Aviation Psychology and Applied Human Factors suggests flying is safer when the captain supervises the flight crew rather than taking active control of the aircraft. "My interest stems from my 11 years of experience as an airline pilot, having been both a captain and first officer," said study author Stuart D. H. Beveridge of the University of New South Wales. "During initial training at my very first airline position, an instructor explained to me the philosophy of an airliner captain ideally being in the position of Captain Kirk on the bridge of the Starship Enterprise: the strategic overseer and decision-maker of the operation that delegates tasks to the crew." "That piece of advice I received wasn't the only time I encountered a discussion along these lines. It has actually been informally proposed by experienced captains and industry practitioners, touched on by a number of academic researchers, appears to be almost commonplace in military aviation, and even made its way into practice in some isolated cases decades ago but has since fallen by the wayside for reasons that are unclear." "In spite of this undercurrent of wisdom, and the analogies in other complex domains such as a ship's bridge, a battlefield, or a control center, the status quo in airline operations does not support and in some cases even actively opposes this being put into action by the flight crew." "In many cases the captain is obliged to be the pilot flying (consequently delegating the supervisory monitoring task to the first officer), or at the very least strongly feels that this is the safest course of action. The potential that the use of this philosophy (or lack thereof) has very real and significant implications for aviation safety made me want to formally investigate exactly what evidence supported it, so that research may guide any necessary policy and/or cultural changes in the industry." For their study, the researchers reviewed reports about crew role assignment from conferences, peer- reviewed studies, technical documents, and dissertations. Beveridge and his colleagues found evidence that flight crews had better monitoring, situational awareness, and decision-making when the captain was not assigned to flying duties. In other words, it appears it is better for captains to monitor the flight management and aircraft control actions of first officers, rather than the other way around. For example, the researchers found that a lack of assertiveness or status concerns could prevent a first officer from reporting important information to a captain who was acting as the flying pilot. This factor was cited in a number of accident/incident studies. "During my research I found that it wasn't only the commercial airline industry that at least occasionally put a leader or supervisor in an engrossing control task with possible adverse effects on safety; doctors at an operating table and first responders such as police and firefighters were other such examples," Beveridge told PsyPost. "Historical and cultural paradigms may be putting these professionals in these positions, but there may be a deeper psychological drivers that equate managing a task to doing it yourself. Classical management and leadership principles teach us to delegate subordinate tasks to keep the big picture in mind, yet in these high risk domains we do the opposite; this may need a re-think." The study - like all research - includes some caveats and limitations. "A large portion of the evidence was from accident and incident data, so are only really looking at the small segment of airline operations where things go wrong, rather than when things go right," Beveridge explained. "The few studies that observed normal operations had some interesting implications for the research, so I believe more of this kind of data could really guide us as to how and when a captain should be stepping back and delegating the flying task to the first officer. It's very likely that this will not be a binary answer with a degree of judgement required, so it is really important to find when this is most helpful so that any guidance and policy can have the best effect in practice," he told PsyPost. "Also the research was time-limited, so the scope was very specific to airline operations and demonstrable safety outcomes. The small number of studies found likely shared a common heritage of research, and it is apparent that there are more general historical, cultural, and psychological factors that are relevant and could be examined in a broader scope review." Some of the reasons airlines keep first officers away from flying don't make much sense, he added. "One of the more common criticisms of the captain delegating the flying I have heard have been: 'In our airline we have really inexperienced first officers, we can't be giving them the controls.' This just raises two more concerning questions: why do we have a pilot in the flight deck that by admission is not able to do the most basic function of the job which is flight path management?" Beveridge said. "Furthermore, why are these inexperienced first officers therefore considered more capable at supervising the other pilot to do that same task, arguably requiring even more skilled judgement? Airlines who claim this position need to reconsider what they deem as essential competencies of a first officer and invest in better training for them so that flying the aircraft is not their weakness." The study, "Command and control: The influence of flight crew role assignment on flight safety in air transport operations", was authored by Stuart D. H. Beveridge, Simon T. Henderson, Wayne L. Martin, and Joleah B. Lamb. http://www.psypost.org/2018/06/airline-captains-supervising-less-flying-according-new-aviation- research-51381 Back to Top APS Creates Critical Issues Addendum to NTSB LOC-I Roundtable * Some LOC-I solutions continue to go unrecognized An FAA rulemaking committee recommended that UPRT take place in flight Following closely behind the National Transportation Safety Board's successful Loss of Control Inflight Roundtable, Phoenix-based Aviation Performance Solutions said a key reason LOC-I continues to be such a persistent and lethal threat to aviation safety stems from a number of misconceptions that continue to be either neglected or go unrecognized by agencies and organizations. A recent APS report highlighted four critical issues the company said deserve additional attention, topics directly relatable to pilots flying aircraft in a variety of categories. APS hope the significant body of work on LOC-I and UPRT that already exists, can be used to more effectively prepare pilots to prevent and recover from unexpected upset events. APS said, "To continue to make strides toward mitigating the risk of LOC-I, we need to focus on incorporating existing U.S. and international recommendations to change what we are doing to train pilots." An international LOC-I consensus already exists. The International Committee on Aviation Training in Extended Envelopes (ICATEE), created by the Royal Aeronautical Society spent three years evaluating potential LOC-I mitigation options through training and technical research paralleling the NTSB Roundtable's goals. ICATEE's technical recommendations later formed the basis for changes to simulators slated to be instituted by U.S. airlines prior to March 2019. They were also incorporated into the International Civil Aviation Organization's publication, Manual on Aeroplane Upset Prevention and Recovery Training (UPRT). ICAO later changed civilian licensing standards to recommend UPRT prior to commercial pilot licensing, regulatory changes already implemented by EASA. FAA has updated ATP licensing standards that include three hours of UPRT, although that entire training module will be conducted in a simulator. Next year, EASA will begin demanding UPRT training for advanced pilot ratings to be conducted in aircraft. The aerodynamics, physics and human factors affecting LOC-I of large and small airplanes are more similar than they are different. While transport category aircraft often employ significant safety features such as fly-by-wire flight envelope protections, LOC-I still results in more airline sector fatalities than any other causal. For airplanes large and small however, LOC-I accidents often come down to the startlingly familiar angle of attack or energy mismanagement issues. Flight simulation alone is incapable of demonstrating the full range of LOC-I factors. Because full-motion flight simulators perform so realistically in normal flight operations, pilots should not overlook two critical limitations when teaching outside the normal flight envelope such as slipping or skidding stalls leading to an upset. The APS report said the Roundtable did not address one critical reality of simulators, that the dynamic and non-linear aerodynamics involved in slipping and skidding stalls are not well modeled by even the most sophisticated Level D simulators incorporating enhanced modeling. APS believes stalls in slipping and skidded flight are best practiced in flight with aerobatic category aircraft that provide a greater margin of safety. During an unexpected upset the cognitive overload and physiological response pilots experience is often overwhelming, according to APS. Structured training incorporating a building block approach in an aerobatic aircraft can introduce essential skills and techniques in an environment of controlled risk. This not only helps pilots learn to cope with the threat response they will experience in an upset, but also assists in the retention of those skills. Current licensing does not sufficiently address upsets. The NTSB Roundtable demonstrated a clear consensus that additional training was the most effective method of defeating the LOC-I threat. APS said, "The concept that professionalism should not be tied to a pay check was discussed, but for commercially- licensed pilots where a greater standard of safety is required, professionalism is mandatory." The FAA's own Loss of Control Avoidance and Recovery Training Aviation Rulemaking Committee (LOCART ARC) recommended all pilots should receive comprehensive upset prevention and recovery training (UPRT) in actual flight, at the commercial pilot licensing level on light airplanes which are capable of performing the recommended maneuvers while maintaining acceptable margins of safety. ICAO agreed and incorporated it in the ICAO UPRT Manual and updated their licensing recommendations that take effect next year. https://www.flyingmag.com/aps-creates-critical-issues-addendum-to-ntsb-loc-i-roundtable Back to Top Report: FAA Needs Better Drone-Safety Plans The FAA needs to do more to improve its management of the safety risks of drones in the national airspace, according to a recent report (PDF) by the federal Government Accountability Office. The report said the FAA needs to collect better data on drone safety, and also needs to focus on risk management. "FAA officials told us that they are aware that the agency's data on potential unsafe use of small UAS have limitations," says the report, though the agency said it is "making efforts" to improve the quality of information. The FAA officials said small drones are often not recorded by radar, and it's difficult for pilots to identify them definitively. "Such data limitations impede the agency's ability to effectively assess the safety of small UAS operations," according to the report. Since 2014, pilots and others have reported to the FAA more than 6,000 sightings of UAS, often flying near manned aircraft or airports, but FAA officials told GAO they cannot verify that small UAS were involved in most of the sightings. Officials explained that small UAS are often difficult for pilots to identify definitively, and typically are not picked up by radar. The GAO found the FAA's drone activities regularly followed only two of their own five key principles for safety-risk policies - (1) defining appropriate roles and responsibilities for safety risk management and (2) describing the aviation system under consideration. FAA partially followed the other three principles: (1) analyzing and assessing safety risks, (2) implementing controls to mitigate the risks and (3) monitoring the effectiveness of the controls and adjusting them as needed. The GAO recommended that the FAA should establish a mechanism to ensure that their management of small UAS safety risks follows all applicable principles and requirements in the agency's policies. The FAA agreed with GAO's recommendation. https://www.avweb.com/avwebflash/news/Report-FAA-Needs-Better-Drone-Safety-Plans-230933-1.html Back to Top Flight Data Systems Acquired by ACR Electronics Parent ACR Electronics' parent company Drew Marine UK Holdings announced today that it has acquired Flight Data Systems, a provider of flight data recorders, aircraft ground support equipment, and avionics manufacturing. Flight Data Systems will report to ACR and operate as an independent subsidiary and retain its branding, the companies said. Financial terms of the acquisition were not released. This acquisition represents the latest addition to ACR's growing portfolio of aviation brands, which include Artex emergency locator transmitters and flight data and communications technology provider Skytrac. Headquartered in Melbourne, Australia, with locations in the UK and U.S., Flight Data Systems designs and manufactures airborne and ground support equipment, including its recently launched Sentry cockpit voice and flight data recorder (CVFDR). It also offers aviation services such as flight data monitoring and flight operations quality assurance services, along with flight recorder services and read-outs. "Flight Data Systems adds a valuable new dimension to our expanding group of aviation companies and we [look] forward to introducing...a comprehensive and complementary range of products, technologies, and services," said ACR Electronics vice president of aviation and government businesses Michael Wilkerson. "With Artex and Skytrac, we offer a suite of aviation data, tracking, distress alerting, communications, and operational integrations. Now we can expand this offering with the latest airborne data acquisition systems, flight data recorders, and ground support equipment." https://www.ainonline.com/aviation-news/business-aviation/2018-06-05/flight-data-systems-acquired- acr-electronics-parent Back to Top UK gov't backs expansion of London's Heathrow Airport A third runway at Heathrow Airport was approved Tuesday by Prime Minister Theresa May's Cabinet, setting the stage for a parliamentary vote on the matter after years of debate over how to increase airport capacity around London. Transport Secretary Chris Grayling described the decision by a Cabinet sub-committee as the right move for the country and one that signals Britain's commitment to expand international trade transport links, which will boost the economy for generations to come. The location of a new runway in southeastern England has been debated for years amid concerns about pollution, traffic and noise at Heathrow, already one of the world's busiest airports. The issue is so toxic that politicians created an independent commission to weigh the options, but its deliberations repeatedly stalled amid disagreements among lawmakers before the panel finally backed Heathrow. "My department has met with local residents and fully understands their strength of feeling, but this is a decision taken in the national interest and based on detailed evidence," Grayling said. Foreign Secretary Boris Johnson, whose constituency is heavily affected by the noise and pollution from Heathrow, once promised to lie down in front of bulldozers rather than allow the airport to expand. May's constituency of Maidenhead, west of London, will also likely be affected by a third runway. Furious public relations battles raged for years before the Airports Commission backed Heathrow in 2015, rejecting plans from Gatwick Airport, 30 miles (50 kilometers) south of central London, as well as a proposal to build a new airport in the Thames Estuary. The Department for Transportation last year asked for public comment on the Heathrow option, arguing the project would permit an additional 260,000 flights a year and give a 74 billion-pound ($99 billion) boost to the British economy over 60 years. While Heathrow's neighbors oppose expansion of the airport, business groups have backed it as the best option increase capacity for passengers and cargo. The vote is now likely to be held in July. Given that a number of lawmakers from May's Conservative party have said they will vote against the Heathrow project, the prime minister will likely have to rely on support from opposition parties. And even if approval is granted, the argument is likely to go on as anti-expansion activists are expected to mount a legal challenge to the project. John Stewart, chairman of the anti-Heathrow expansion group Hacan, described the vote as a bad day for residents. The Heathrow project would bulldoze homes and villages and increase disruption for those left behind. "Many communities will face a tsunami of noise if a third runway goes ahead," Stewart said. "Many people who will be under new flights paths will find their lives changed forever." Business groups reacted with unrestrained glee, hopeful that a decision was at hand at last. Josh Hardie, deputy director of the Confederation of British Industries, said expansion would create opportunity for business as the country prepares to leave the European Union. "Expanding our aviation capacity and creating new flight routes to rapidly growing markets is mission critical to ensuring Britain can compete on the post-Brexit world stage," he said. "The new air links the runway will create will unlock growth and help create jobs at home, and enable more businesses ... to export their goods and services to booming markets." https://abcnews.go.com/Health/wireStory/uk-govt-backs-expansion-londons-heathrow-airport-55661371 Back to Top Wizz Air fleet at Budapest reaches 100 aircraft Hungarian low-cost airline Wizz Air added the 100th aircraft to its fleet in Budapest on Monday. Wizz Air has committed orders for a further 268 aircraft for delivery until the end of 2026. Wizz Air expects to carry 100 million passengers a year by that time, supported by a staff of 10,000, national news agency MTI reported. "When we started Wizz Air in 2004, we knew that the airline would change people?s lives, making flying affordable for more people than ever before," CEO József Váradi was quoted as saying. "Our absolute focus on achieving the lowest possible operating cost, and so provide the lowest fares to market, has seen Wizz Air become a 100-aircraft airline just 14 years after our first flight," he added. Ferenc Liszt International Airport has become one of the fastest growing airports in the world thanks in part to Wizz Air, said Jost Lammers, CEO of airport operator Budapest Airport. Wizz Air has served 26 million passengers at the airport since 2004, he added. Wizz Air also announced on Monday the establishment of a foundation that will support health, education, child care and emergency aid. https://bbj.hu/business/wizz-air-fleet-at-budapest-reaches-100-aircraft_150227 Back to Top Honda Aircraft starts taking business jet orders in Japan Honda Aircraft Co.'s "flying sports car" is set for take-off in Japan after the firm announced Wednesday it has begun accepting orders for its private business jet, HondaJet Elite, from domestic customers. The move represents Honda Aircraft's first foray into the domestic market, after the aviation unit of Japan's No. 3 automaker started delivering to customers in North America, Europe and other regions three years ago. In collaboration with major trading house Marubeni Corp.'s aircraft dealer subsidiary, Marubeni Aerospace Corp., Honda Aircraft aims to deliver the first HondaJet aircraft to domestic buyers in the first half of 2019. The price tag for a HondaJet Elite is $5.25 million (Ľ570 million). The company is awaiting approval of a certification request, filed with the transport ministry in May, before deliveries can begin. "Since Honda was established (in 1948), it has always been our dream to realize a mobility that allows humans to move freely in the sky," Takahiro Hachigo, president of Honda Motor Co., said at a news conference at the firm's headquarters in Tokyo's Minato Ward. "I'm proud HondaJet has expanded sales to Honda's home - here in Japan." Honda has delivered small, six-passenger business jets to customers in North America, Latin America, Europe and other parts of Asia since 2015, targeting well-heeled individuals and business people. The carmaker's first commercial aircraft, HondaJet became the world's most delivered small business plane last year with 43 units, according to the General Aviation Manufacturers Association. Riding a tailwind of growing sales, the North Carolina-based Honda Aircraft debuted an upgraded HondaJet Elite last month, which is designed to make less noise and has a flight range of 2,661 km - 17 percent longer than that of the original HondaJet and enough to fly from Osaka to Hong Kong. The company also announced last month that it would expand its sales network to the Middle East. While admitting that Japan's market for private jets is smaller than others, Honda's latest foray into the domestic market demonstrates the company's endeavor to establish a new transportation option at home, said Honda Aircraft's CEO Michimasa Fujino, who has been dubbed the "father of HondaJet." "As has always been the case at Honda, our aim is to create a new, uncultivated market rather than occupy a share of the existing market," he said. "We are about to start something that will be a touchstone for our goal to establish a new transportation system by creating a new business jet market in the region." The number of business jets in Japan, including those owned by the government, was 85 in March 2015, according to the Japan Business Aviation Association. The figure was significantly smaller than the 13,133 operating in the U.S., 589 in Great Britain, 410 in Germany and 245 in China. https://www.japantimes.co.jp/news/2018/06/06/business/corporate-business/honda-aircraft-starts- taking-business-jet-orders-japan/#.WxfNxu4vyUk Back to Top Six Eagle Pilots Take to the Skies for the Four Day Cross Country Air Race Classic Whether their interest in flying was sparked by other pilot family members or from listening to commercial jets and F-16s roar overhead, six female Embry-Riddle Aeronautical University pilots have their eyes set on one goal - winning the 42nd Air Race Classic (ARC). Skillfully maneuvering through unexpected weather and rough terrain, three Embry-Riddle teams will take to the skies to once again try and claim the top collegiate spot on June 19 from Sweetwater, Texas and finish Friday, June 22, in Fryeburg, Maine. Fifty-six teams of 121 pilots from 35 states and Australia, Canada, Colombia, Kenya and New Zealand are in the competition, including 18 colleges or universities. The more than 2,600-mile, four-day race will take two teams from the Daytona Beach Campus and one from the Prescott, Arizona Campus through 15 states. Embry-Riddle Prescott, which has participated every year since 2009, finished first and second in the collegiate competition last year and second and fifth overall. An Embry-Riddle Daytona Beach team has participated every year since 2007, finishing five times as the No. 1 team in the collegiate division and first in the overall competition in 2016. Considered the oldest race of its kind in the U.S., the Air Race Classic dates back to the 1929 Women's Air Derby, also known as the Powder Puff Derby, where Amelia Earhart and 19 other female pilots raced from Santa Monica, California, to Cleveland, Ohio. The ARC is the ultimate test for piloting skill and aviation decision-making for female pilots of all ages and walks of life from university students and commercial airline pilots to former military and aviation enthusiasts. REPRESENTING THE DAYTONA BEACH CAMPUS: Riddle Racer Gold Team # 31 Pilot Mia Hallgring - Her second Air Race Classic, Hallgring graduated in May with a bachelor's in Aeronautical Science. She is from Little Compton, Rhode Island and has her Certified Flight Instructor/Instrument (CFI/CFII,) and multi commercial ratings with more than 500 hours. Recently finishing a flight operations internship with Delta Air Lines, her interest in aviation started as a child hearing stories from her father, who had his private pilot license. She hopes to fly for Delta and the Air National Guard and is a civilian contracted instructor at the U.S. Naval Academy in Annapolis, MD. "I enjoy flying the race in order to represent my university, gain personal aviation experience, and meet many amazing female pilots in the process." Co-pilot Jody Brandel - Brandel, an Aeronautical Science senior, who is finishing her last class this summer after walking in the May 2018 commencement, grew up next to Shaw Air Force Base in South Carolina. She points to the roar of the F-16s that inspired her to "make the sky my home." "I have been following this dream ever since, becoming the first in my family to pursue a career in aviation." While at Embry-Riddle, she's earned her single & multi-engine commercial flight certifications with an instrument rating. She has about 300 hours with just over 100 as pilot-in-command. She said the Air Race is a great way to exhibit her skills in the cockpit. Riddle Racer Blue Team # 32 Pilot Alice Novatnak - From Mountain Top, Pennsylvania, Novatnak is an aeronautical science senior. She started flying at 15 years old with her brother as her instructor for her private and instrument ratings. Since high school, she has earned her commercial pilots license, multi-engine add-on, certified flight instructor/instrument rating. A flight instructor at Embry-Riddle, she's looking forward to flying across the U.S. and meeting other female pilots across the country with the same passion. "I enjoy the fact that the sky is not the limit and being able to see the world from a different point of view!" Co-pilot Abbey Baltzegar - An Aeronautical Science junior with a minor in Applied Meteorology, Baltzegar is an instrument-rated private pilot working on her commercial license with more than 180 flight hours. From the small town of Neeses, South Carolina, her interest in aviation was sparked by her father who served in the U.S. Air Force. Her ultimate goal is to work for UPS. "I enjoy flying because of the feeling of freedom it gives me." She's looking forward to meeting like-minded individuals and gaining experience from the race. Alternates for the Riddle Racers are Audrey Hallam, a sophomore in the Aeronautical Science program from Napa Valley, California, working on her single engine commercial license, and Cheyenne Parker, of Montgomery, Texas, an instrument rated private pilot working on her commercial license and majoring in aeronautical science with a minor in meteorology. REPRESENTING THE PRESCOTT CAMPUS: The Thumb Beauts Team #53 Pilot Jennifer Lowe - Lowe, of Chicago, competed in last year's race placing second in collegiate and fifth overall. She recently graduated with a bachelor's in Aeronautical Science and minor in Meteorology. With just under 300 total hours, she has completed her commercial license with multi rating, instrument rating and a complex endorsement to perform as a pilot-in-command. She decided she wanted to be a pilot after flying for the first time to visit the Embry-Riddle Daytona Campus with her brother, who was a high school senior. She is considering joining and flying for the U.S. Navy and then later using her pilot skills to fight fires "to make a difference in the world while doing what I love." Co-pilot Brenda Nava - Nava, also from Chicago, is the first in her family to be involved in aviation. A flight instructor at the Prescott Campus, she grew up next to Chicago Midway International Airport which, "awoke in me a deep passion for aviation." Nava has a bachelor's in aviation science and aviation management from the University of Dubuque in Iowa. She is honored to be a part of the race, "especially knowing its history and the women who led the path for every female in aviation." The Air Race Classic pilots were selected for this prestigious competition by Embry-Riddle College of Aviation administrators from each campus based of their skills, competitive spirit and knowledge of aviation, safety, navigation, meteorology and crew resource management. All Embry-Riddle teams will fly Cessna 172 aircraft from the university's fleet. Associate professor Debbie Schaum, associate chair of Applied Aviation Sciences, and her weather support operations class of 15 students will provide weather support to the two Daytona Beach Campus teams. The students study the hazards along the route and the climatology as well as recommend takeoff times and flight levels. Schaum said the students use forecasts and real time weather to make these recommendations to ensure competitive and safe flights between legs. Monitoring the Embry-Riddle Daytona aircraft throughout the race, Schaum and her class also communicates with the two teams during the eight intermediate stops along the route. "We expose these students who are supporting the air race teams to meteorological tools they may not have used before and to complex cross country flying," Schaum said. "The students become invested in the outcome because they are keeping these women competitive and ensuring they are safe." The class is also supporting the Sky Vixens team with co-pilot, alumna Emmy Dillon and pilot Tessa Roberts. Dillon was part of the 2016 Daytona Beach Campus team, along with Abbie Pasmore, who won the overall competition and took first place in the collegiate division. To follow the Prescott Campus teams on social media, visit the Embry-Riddle - Prescott Women's Air Race Group on Facebook, or go to @erauprarc on Instagram. For the Riddle Racers team, go to their Facebook page at facebook.com/riddleracers. For details on this year's route, go to airraceclassic.org. Daytona Beach, Fla. Media Contact: Deborah Circelli, Communications Specialist, Embry-Riddle Aeronautical University, 600 S. Clyde Morris Blvd., Daytona Beach, Fla.; Deborah.Circelli@erau.edu; Office: (386) 323-8288. Prescott, Ariz. Media Contact: Jason Kadah, Director of Communications & Marketing, Embry-Riddle Aeronautical University Prescott Campus, 3700 Willow Creek Rd, Prescott, AZ; jason.kadah@erau.edu; Office: (928) 777-6731 https://news.erau.edu/headlines/six-eagle-pilots-take-to-the-skies-for-the-four-day-cross-country-air- race-classic/ Back to Top Upcoming Cranfield short courses The Cranfield Safety and Accident Investigation Centre (CSAIC) is helping to improve safety and shape the future of the transport industry. We offer an extensive range of continuing professional development (CPD) short courses in accident investigation, safety management, human factors and airworthiness. Our upcoming short courses for 18/19 include: * Safety Management Systems in Aviation: 03 - 07 Sep 2018 * Fundamentals of Accident Investigation: 10 - 28 Sep 2018 * Airworthiness Fundamentals: 10 - 14 Sep 2018 * Flight Data Monitoring and Flight Operational Quality Assurance in Commercial Aviation: 17 - 20 Sep 2018 * Applied Marine Accident Investigation: 01 - 19 Oct 2018 * Practical Reliability: 15 - 19 Oct 2018 * Human Performance and Error: 22 - 26 Oct 2018 * Safety Assessment of Aircraft Systems: 12 - 16 Nov 2018 Have you heard about our new blog? At the start of this year, we launched our Safety and Accident Investigation blog, providing information, insights and thought leadership from the CSAIC team. Read the Safety and Accident Investigation blog Please take a look and subscribe, to ensure you're the first to receive our latest content. We'd love to hear your feedback too. Contact us on: E: shortcourse@cranfield.ac.uk T: +44 (0)1234 754189 ACM122 Back to Top Aircraft Fire Hazards, Protection and Investigation Course presented by N. Albert Moussa, PhD, PE October 30-November 1, 2018 BlazeTech Corporation 29 B Montvale Ave, Woburn MA 01801 USA. Dear Colleague, While commercial air transport is very safe, the advent of new technologies poses fire safety challenges that will be treated in this course. This offering draws upon Dr. Moussa's work in this area since 1971 as well as related courses that BlazeTech has been teaching since 1998. Lectures will include Li and Li-ion battery fires, flammability of carbon fiber and glass fiber composites, emerging aviation fluids, engine fires, fuel tank fire/explosion, fire extinguishment methods, protection methods, aircraft accident investigation, and fire/explosion pattern recognition. Recent accidents are continuously added to the course. For each type of fire, this course will provide a cohesive integrated presentation of fundamentals, small- and large-scale testing, computer modeling, standards and specifications, and real accident investigation - as outlined in the course brochure. This integrated approach will enable you to address safety issues related to current and new systems and circumstances, and to investigate one of a kind fire and explosion accidents. The course will benefit professionals who are responsible for commercial aircraft, helicopters and unmanned aerial vehicles including design, equipment selection, test, operation, maintenance, safety management system, hazard/risk assessment, and accident investigation. View Brochure for course content and registration form (also embedded below). View Testmonials of previous attendees and their Companies. View some of the technical references discussed in this course. We also offer this course at the client site as well as customized courses on fire and explosion in other areas. If you have any questions, please feel free to contact us. Albert Moussa, Ph.D., P.E. Sign Up For Our Course Announcement BlazeTech Corporation 29B Montvale Ave. Woburn, MA 01801-7021 781-759-0700 x200 781-759-0703 fax www.blazetech.com firecourse@blazetech.com LinkedIn Back to Top Back to Top Back to Top Back to Top Back to Top FOR IMMEDIATE RELEASE: April 25, 2018 CONTACT: Philip Barbour, 205-939-1700, 205-617-9007 Call for Nominations For 2018 Laura Taber Barbour Air Safety Award ALEXANDRIA, Va. -- The Laura Taber Barbour Air Safety Foundation is now accepting nominations for the 2018 Laura Taber Barbour Air Safety Award, honoring a leader in global aviation safety. The award will be presented during the 71st Annual International Air Safety Summit, taking place Nov. 12-15 in Seattle, Wash. Presented since 1956, the Laura Taber Barbour Air Safety Award recognizes notable achievement in the field of civil or military aviation safety in method, design, invention, study or other improvement. The award's recipient is selected for a "significant individual or group effort contributing to improving aviation safety, with emphasis on original contributions," and a "significant individual or group effort performed above and beyond normal responsibilities." Mechanics, engineers and others outside of top administrative or research positions should be especially considered. The contribution need not be recent, especially if the nominee has not received adequate recognition. Nominations that were not selected as past winners of the Award can be submitted one additional time for consideration. Please note that self-nominations will not be considered. The Laura Taber Barbour Air Safety Award's story dates back 70 years. On April 14, 1945, after visiting family in Pittsburgh, Laura Taber Barbour was aboard a Pennsylvania Central Airlines DC-3 when it crashed into the rugged terrain of Cheat Mountain near Morgantown, West Virginia. All passengers and crew were killed. In the years following, her husband, Dr. Clifford E. Barbour and son, Clifford E. Barbour, Jr., established the Laura Taber Barbour Air Safety Award in her honor. The Award Board, composed of leaders in the field of aviation, meets in June of each year to conduct a final review of nominees and selection of the current year's recipient. Please help us honor this year's most deserving recipient. Nominations, including a 1-2-page narrative, can be submitted via the Laura Taber Barbour Foundation website at http://ltbaward.org/the- award/nomination-form/. Nominations will be accepted until June 14, 2018. For more information, including a complete history of Award recipients, see www.ltbaward.org. ABOUT THE LAURA TABER BARBOUR AIR SAFETY AWARD: The Award was established in 1956 through early association with the Flight Safety Foundation and from its founding has enjoyed a rich history of Award Board members, nominees and Award recipients. In 2013, the Laura Taber Barbour Air Safety Foundation was formed from members of the Award Board, the aviation community and the Barbour family. As the foundation plans to broaden the scope of its intent, with great purpose, the Laura Taber Barbour Air Safety Award will continue to spotlight those champions who pioneer breakthroughs in flight safety. Back to Top GRADUATE RESEARCH SURVEY - 1 Dear Aviation Colleague, My name is Nicoletta Fala, and I am a Ph.D. candidate working with Prof. Karen Marais at the School of Aeronautics and Astronautics at Purdue University. We are seeking your input on post-flight debrief feedback in this survey. The motivation behind this research is the unacceptably high number of general aviation accidents. Our overall goal is to use flight data of various sources to help improve general aviation safety. We are trying to understand how different kinds of safety feedback affect risk perception among general aviation pilots. During the survey, you will be asked to review flight data from four flights and answer specific questions on the safety of each flight. We will then ask you a few demographic questions. The survey should take approximately 20 minutes to complete. During the survey, you will not be able to go back to the previous flight safety questions. You will, however, have the opportunity to review and change the demographic questions as you wish. You may choose to not answer some questions and you may stop the survey at any time without any repercussion to you. If you do not wish to complete the survey in one sitting, you may save your progress and return where you left off if you use the same computer to re-access the link. No personally identifiable information is being asked, analyzed or reported. All responses will be anonymous and in aggregate at the end of the study. Your participation in this survey is voluntary. You must be at least 18 years old to participate in this research. Thank you for your time and your cooperation. Your responses are greatly appreciated and will hopefully enable the general aviation community to improve their safety record. If you have any questions regarding the survey or the information contained within, please feel free to contact the researchers directly either at nfala@purdue.edu or kmarais@purdue.edu. Survey Link: www.nicolettafala.com/survey Nicoletta Fala Purdue Pilots, Inc. President Ph.D. Candidate School of Aeronautics and Astronautics Purdue University || College of Engineering http://nicolettafala.com/ Back to Top GRADUATE RESEARCH SURVEY - 2 Dear pilots, My name is Koen Scheers, First Officer and postgraduate student 'Air Transport Management' at City, University of London. Currently, I am working on my research project, which is the final part of my studies at City to gain a Master of Science (MSc) degree. My research project, entitled 'A sustainable model for pilot retention', aims to establish a model of organisational practices to keep pilots in the airline they are working for. To support my research project with data I have created a web survey for pilots, and via this way, I kindly ask your help by participating in the survey. The survey is not affiliated with any airline, training organisation, or any other. Participation in the survey is voluntary and anonymous. The survey will take about 10 minutes of your time to complete and is open for participation until 15 July 2018. Also, I would be very grateful if you could forward this message to other pilots in your contact list or spread the word in the airline you are working for. Please click the link below to enter the survey: SURVEY WEB LINK: https://www.surveymonkey.com/r/pilotretention Your participation is highly appreciated, kind regards, Koen Scheers +32 486 85 07 91 Koen.scheers@city.ac.uk Back to Top GRADUATE RESEARCH SURVEY - 3 Dear fellow professional pilots, As part of my Masters Degree in Aviation Management, I am conducting a survey on 'Operator Conversion Courses' (A Course taken by pilots in a new airline when moving from one airline to another but remaining on the same aircraft type) May I ask that commercial pilots amongst you take just 5 minutes to answer this short survey; it is only 10 questions. I would also ask that you pass on the link to as many of your professional pilot colleagues around the world who might also be able to provide valuable data to the survey. The survey is open until the 15th June 2016 and all data is de-identied and shall only be used for the purposes of this paper. https://www.surveymonkey.com/r/VJFHRSK If you have any questions, please feel free to email me on guy.farnfield.1@city.ac.uk Thank you Guy Farnfield Curt Lewis