Flight Safety Information July 6, 2018 - No. 136 In This Issue Incident: Delta MD88 at Atlanta on Jul 3rd 2018, engine failure on departure Incident: British Airways A320 over Switzerland on Jul 5th 2018, loss of communication Incident: THY A321 at Istanbul on Jul 4th 2018, engine shut down in flight Incident: Dolomiti E195 at Oslo on Jul 4th 2018, hydraulic failure Incident: India B788 near Hong Kong on Jul 5th 2018, cracked windshield MiG-29 Fatal Accident (Poland) LIBIK Fire Suppression Kits for the Cabin and Flight Deck. FAA Alleges Illegal Charters by Hincojet Tightening Chest and Tingling Fingers: Why Are the Military's Fighter Pilots Getting Sick? Air Traffic Controllers Overcome Complexities, Challenges FAA Challenged to Prove Runway Incursion Plans Work World's First Flying Car Production Model Makes Its Aviation Debut at Farnborough Airshow Women In Aviation Accepting Scholarship Applications Looking at a future where aircraft de-icing is a thing of the past Airbus To Develop Nanocomposite Materials For Aircraft Application In China Airbus forecasts 20-year demand for 37,400 aircraft Boeing and Embraer Are Forming a $4.75 Billion Commercial Jet Venture Respite for A380 as HiFly acquires jet from Germany's Doric The Airline Propeller Era Is Coming to an End More Oshkosh Events Announced Oshkosh Aviation Job Fair Will Cater to Career Switchers How Pan Am Flight 50 flew from pole to pole Short-Course Schedule for ERAU Daytona Beach AViCON 2018 64th Air Safety Forum - Join Us! HIGH ALTITUDE FLYING: WHAT EVERY PILOT NEEDS TO KNOW - New Online Course - Fall 2018 GRADUATE RESEARCH SURVEY - 1 GRADUATE RESEARCH SURVEY - 2 GRADUATE RESEARCH SURVEY - 3 Incident: Delta MD88 at Atlanta on Jul 3rd 2018, engine failure on departure A Delta Airlines McDonnell Douglas MD-88, registration N941DL performing flight DL-2091 from Atlanta,GA to Tampa,FL (USA), was in the initial climb out of Atlanta's runway 09L when the crew declared emergency reporting the left hand engine (JT8D) failure. The crew stopped the climb at about 2000 feet, were instructed to turn right for a downwind and were cleared to land on Atlanta's runway 10. The aircraft landed safely about 15 minutes after departure. A runway inspection found debris on runway 09L advising ATC the runway would be closed for a while, there was debris everywhere about 2 thirds down the runway. A replacement MD-88 registration N978DL reached Tampa with a delay of about 2 hours. https://flightaware.com/live/flight/DAL2091/history/20180703/1510Z/KATL/KTPA http://avherald.com/h?article=4bac593b&opt=0 Back to Top Incident: British Airways A320 over Switzerland on Jul 5th 2018, loss of communication A British Airways Airbus A320-200, registration G-EUUN performing flight BA-610 from London Heathrow,EN (UK) to Palermo (Italy), entered Swiss airspace at FL370 from French airspace however, did not report on Swiss frequencies. French ATC also were unable to raise the aircraft. After several attempts to contact the aircraft by Swiss ATC the controller advised military aircraft would intercept the A320. About 2-3 attempts later the crew finally responded reporting they didn't know what happened, after switching to the new frequency they could not get contact and upon returning to the previous frequency they also did not get any contact. The aircraft continued to Palermo for a safe landing about 3 hours later. A listener on frequency reported Swiss ATC radioed at least 4 times about an impending intercept by Swiss Hornets. While the intercept aircraft were already airborne ATC tried again to contact the crew for 2 or 3 times, however, without response. Finally the aircraft responded, the Swiss fighter pilots congratulated the crew for the special show they had just received. According to information The Aviation Herald received ATC contacted the airline's dispatch with the correct frequency, dispatch sent a message with the frequency to the crew via ACARS. http://avherald.com/h?article=4bac50fa&opt=0 Back to Top Incident: THY A321 at Istanbul on Jul 4th 2018, engine shut down in flight A THY Turkish Airlines Airbus A321-200, registration TC-JRP performing flight TK-1955 from Istanbul (Turkey) to Amsterdam (Netherlands), was climbing out of Istanbul's runway 35L when the right hand engine (V2533) emitted a series of about 4 bangs. The crew stopped the climb at about FL130, shut the engine down and returned to Istanbul for a safe landing on runway 35R about 30 minutes after departure. A burning odour developed on board. Passengers reported there was a bang from the right hand engine, about 10 seconds later another one and two more followed until the captain shut the engine down about 40-50 seconds after the first bang. The aircraft returned to Istanbul, after landing a burning odour developed on board. The captain explained they had to brake so hard that there was smoke from the tyres. A replacement A321-200 registration TC-JRU reached Amsterdam with a delay of about 3 hours. The occurrence aircraft is still on the ground about 27 hours after landing back. http://avherald.com/h?article=4bac4d5a&opt=0 Back to Top Incident: Dolomiti E195 at Oslo on Jul 4th 2018, hydraulic failure An Air Dolomiti Embraer ERJ-195 on behalf of Lufthansa, registration I-ADJL performing flight LH-2454 from Munich (Germany) to Oslo (Norway) with 97 people on board, was on approach to Oslo when the crew reported a hydraulic failure. The crew continued for a safe landing at a normal speed on runway 01L and slowed safely. Emergency services cooled hot brakes. The aircraft was unable to depart for the return flight and is still on the ground in Oslo about 27 hours after landing. http://avherald.com/h?article=4bac4b03&opt=0 Back to Top Incident: India B788 near Hong Kong on Jul 5th 2018, cracked windshield An Air India Boeing 787-800, registration VT-ANE performing flight AI-314 from Hong Kong (China) to Osaka Kansai (Japan) with about 140 passengers, was enroute at FL390 about 190nm east of Hong Kong when the crew descended the aircraft to FL330 and decided to return to Hong Kong reporting a cracked windshield. The aircraft landed safely back in Hong Kong about 110 minutes after departure. http://avherald.com/h?article=4bac3f17&opt=0 Back to Top MiG-29 Fatal Accident (Poland) Date: 06-JUL-2018 Time: 02:57 a.m. Type: MiG-29 Owner/operator: Polish Air Force Registration: 4103 C/n / msn: 2960526301/3705 Fatalities: Fatalities: 1 / Occupants: 1 Other fatalities: 0 Aircraft damage: Written off (damaged beyond repair) Location: near Paslek - Poland Phase: En route Nature: Military Departure airport: Malbork AB Destination airport: Malbork AB Narrative: The MiG-29 fighter plane crashed under unknown circumstances during a night training exrecise. The pilot died in the crash. He ejected from the plane but did not survive. https://aviation-safety.net/wikibase/wiki.php?id=212928 Back to Top Back to Top FAA Alleges Illegal Charters by Hincojet This Hawker 900XP is one of the aircraft operated by The Hinman Co. subsidiary Hincojet, along with a Beechjet 400A. The FAA is proposing more than $3 million in fines against the company for conducting what it describes as Part 135 operations, without a certificate. (Photo: Thierry Crocoll) The FAA is proposing a $3.3 million civil penalty against The Hinman Co. of Portage, Michigan, for "conducting hundreds of commercial aircraft operations in violation of the Federal Aviation Regulations, including failing to hold the required operator certificate for the flights being performed." The flights were flown by the company's Hincojet LLC subsidiary, which operated a Beechjet 400A and Hawker 900XP in timeshare arrangements. The Hinman Co. is a commercial real estate management company. The FAA explained that Hincojet flew 850 flights where it charged timeshare owners in its two jets for more than the allowable amount to cover expenses allowed in Part 91. The allowable expenses include the cost for "fuel, oil, lubricants, and other additives, and an additional charge equal to 100 percent of the costs for fuel, oil, lubricants, and other additives used for each flight." Because it charged too much, the FAA alleged, "the company "was required to conduct such flights in accordance with regulations applicable to commercial operations." The FAA also claimed that "Hinman double-billed timeshare clients for various legs of trips." In one case on Sept. 30, 2015, the company billed the client for a trip and another client for a different trip, both on the same aircraft on the same day. "The FAA alleges the aircraft was incapable of conducting all of those flights in a single day." According to the FAA, "The FAA alleges that because it was charging more than the expenses allowed under Part 91, Hinman should have been operating these flights under Part 135, which applies to commercial operations. As a result, Hinman failed to meet the FAA's Part 135 requirements for record keeping, including pilot records and load manifests, for each flight. The company also had no Part 135 training program in place, and the pilots operating the flights were not authorized to conduct the flights under Part 135, the FAA alleges. The Hinman Co. did not respond to AIN's questions by press time. The company has 30 days from issuance of the FAA civil penalty proposal to respond to the FAA. https://www.ainonline.com/aviation-news/business-aviation/2018-07-05/faa-alleges-illegal-charters- hincojet Back to Top Tightening Chest and Tingling Fingers: Why Are the Military's Fighter Pilots Getting Sick? The Navy is investigating the latest in an alarming string of incidents that left pilots disoriented and shaken. US Navy pilots of an EA-18G Growler electronic warfare aircraft prepare for takeoff from the USS George Washington aircraft carrier (U.S. Navy) On June 28, a young U.S. Navy officer flying in a two-seater electronic warfare jet in the skies over Washington State suddenly felt a tightness in his chest and tingling in his extremities. He instantly recognized his symptoms as signs of hypoxia, or oxygen deprivation. The jet, an EA-18G Growler from a training squadron out of Naval Air Station Whidbey Island, diverted to a local airport, and made an "uneventful" landing, according to Navy spokesman Cmdr. Scot Cregan. The crew member, an electronic warfare officer in training, was transported to a hospital for medical treatment. Both the pilot and the trainee officer survived, but the incident, the latest in an alarming string of similar episodes, could have been deadly. Across the U.S. military fleets, pilots and aircrew are experiencing a dramatic surge in so-called physiological episodes, which leave aviators disoriented and shaken. At worst, these unexplained incidents can be fatal - the Navy has linked four F/A-18 fighter pilot deaths over a span of 10 years to the events. The continuing mystery over the pilots' sickness is part of a deeper concern about the military's aviation readiness, as the rate of fatal aircraft crashes recently reached a six-year high. It also raises larger questions over the ability of the world's largest and best-funded military to resolve a basic problem that appears primarily limited to the United States. The Navy considers the physiological episode problem its "number one aviation safety priority." From 2009 to 2016, the rate of such events increased almost eightfold in the F/A-18 and EA-18G - a version of the two-seater F/A-18 - fleets, from 16 to 125 incidents. In the Navy's T-45 training fleet, the spike is even more significant: In 2009, the Navy reported just one such incident, but in 2016, the number was 38. Most recently, two aviators endured a harrowing landing after the temperature inside their Growler cockpit suddenly plunged to as low as -30 degrees. A mist formed in the cockpit, covering the instruments and windows with ice and rendering the pilots almost completely blind. The aircrew had to turn on the emergency oxygen supply. The crew and ground-based controllers managed to work to land the aircraft safely. But both the pilot and the electronic warfare officer suffered "severe blistering and burns on hands" due to frostbite. The Navy believes the incident was caused by a failure of the environmental control system, a series of pipes and valves that regulates airflow to the air conditioning and oxygen systems. The Air Force has a similar oxygen problem. In 2010, Capt. Jeff Haney died when an engine bleed-air malfunction caused the control system on his F-22 stealth fighter to shut off oxygen flow to his mask. Since then, the episodes have continued in almost every aircraft type, including the A-10 attack jet, the T-6 trainer, and the new F-35 fighter. The most recent incidents have not yet been directly linked to fatalities. But in a sign that the military recognizes the severity of the problem, in the past year both the Navy and Air Force have grounded fleets in response to these events: the Navy's T-45s in April 2017, the Air Force F-35s at Luke Air Force Base in June 2017, part of the Air Force's A-10 fleet in November 2017, and the T-6s in November 2017 and again this February. Neither service has identified a single point of failure or a solution to these episodes despite years of investment - a fact that has not gone unnoticed by prominent lawmakers. "What's occurring in the Navy is absolutely unacceptable," said Rep. Mike Turner (R-Ohio), chairman of the Armed Services Subcommittee on Tactical Air and Land Forces, in 2017. "This is absolutely critical for our pilots." "I have no doubt the Navy is taking that issue seriously," said Rep. Mac Thornberry (R-Texas), chairman of the House Armed Services Committee, during an event in Washington in 2017. But, "I don't understand why we can't figure out what's causing the oxygen problem." In May, Rep. Adam Smith (D-Wash.), introduced legislation to create an independent National Commission on Military Aviation Safety in response to the surge in deadly crashes over the last year. Some, but not all, of these incidents were related to hypoxia. Meanwhile, NASA has waded into the fray. After completing a congressionally mandated review of the Navy's investigation into the F/A-18 and EA-18G incidents, which faulted both the Navy and manufacturer Boeing, the agency is embarking on a new study of how pilots breathe while flying high-performance aircraft. The services continue making incremental changes to the aircraft design, flight gear, and maintenance procedures in an effort to mitigate the risk to aircrew. In the T-45, at least, these modifications have reduced the number of incidents, according to Rear Adm. Sara Joyner, who until recently led the Navy's physiological episode investigation. Rear Adm.-select Fredrick Luchtman currently leads the effort. But other Navy and Air Force fleets continue to see physiological episodes at alarming rates. "More work remains to be done, and this will remain our top safety priority until we fully understand, and have mitigated, all possible PE [physiological episode] causal factors," said Rear Adm. Roy Kelley, commander of Naval Air Force Atlantic, in congressional testimony June 21. https://foreignpolicy.com/2018/07/03/tightening-chest-and-tingling-fingers-why-are-the-militarys- fighter-pilots-getting-sick/ Back to Top Air Traffic Controllers Overcome Complexities, Challenges ATCA President and CEO Peter Dumont, center, at the World Air Traffic Management Conference Over the next decade, the Federal Aviation Administration (FAA) expects to hire and train thousands of air traffic controllers to ensure safety and efficiency within the National Airspace System (NAS). Organizations like the Air Traffic Control Association (ATCA) examine policy and collaborate with other entities to address new and evolving issues in aviation safety. With more than 30 years of aviation experience, ATCA President and CEO Peter Dumont is a recognized expert in aviation and has been published in multiple air traffic management articles. He recently shared some insights with Embry-Riddle Aeronautical University about today's air traffic control (ATC) environment. Can you touch on some of the complexities and issues air traffic controllers overcome to ensure safety? Why is air traffic control such an important role within the aviation industry? The aviation industry contributes approximately $2.7 trillion to the economy, or roughly 3.5 percent of the global gross domestic product (GDP). Aviation is vital to the global economy, and ATC ensures that the system is safe and efficient. It facilitates the movement of commercial passengers, cargo, business and general aviation. As you can imagine, ATC is a complex and challenging profession. U.S. controllers operate the largest, busiest, most complex, and safest system in the world. The myriad of complexities is far too vast to fully discuss in an article. And they change depending where you work. If you work radar in New York, you are in a metroplex with a high concentration of air traffic from multiple airports in close proximity to each other. Whereas if you work in Denver some challenges, like terrain, are different. The one thing that I think the public doesn't understand is how convective weather affects the entire system. Aircraft do not fly well in thunderstorms with unstable air. In fact, using New York as an example, if convective weather is present, the flow of traffic slows down significantly. That can affect the entire NAS. So even if the weather is clear where you are or where you are going, bad weather en route or in the New York area might affect your flight. Is there a typical career path for air traffic controllers? The path to becoming an air traffic controller has changed over the years. When I was young, the military was one of the more popular routes of becoming a controller. A little later, the hiring process matured, prioritizing former military controllers and graduates of a collegiate training initiative (CTI) schools. That changed again a few years back. Now controllers are hired in two groups, experienced (which includes military controllers) and inexperienced, or "off the street" hires. CTI students are now included in the inexperienced bid. The latter does not require any ATC experience or aviation education but does require an aptitude test and a screening process. The FAA hires about 1,800 controllers a year, most of whom then attend the training academy in Oklahoma City. What is your advice for students interested in air traffic management? How did your degrees help you in your work as an air traffic controller? And how has your master's degree in unmanned systems contributed to your responsibilities as president and CEO of ATCA? My degrees did not help me as a controller per se. They were much more valuable when I entered into the business world. After the military, I worked for SERCO, a defense contractor, running their contract tower program. That included managing the operations for 60 ATC towers. After that, I took on responsibility for other aspects of aviation within SERCO, such as airport management, ATC engineering, ATC tower and radar fabrication, as well as ATC. From there, I became the COO and managed aviation and other business units as well. I decided to pursue my Master of Science in Unmanned Systems for a number of reasons. First and foremost was that unmanned aircraft systems (UAS) implementation into the NAS is the most difficult thing we as an aviation community have ever attempted. Today's airspace, rules, ATC system and procedures were not designed to support unmanned systems. There are a great number of self-professed experts in this field-I wanted to be a true expert. I already had an undergraduate and M.S. from Embry- Riddle and was very familiar with the quality of education offered. I also wanted a well-rounded program that covered all domains within unmanned systems. It has been my experience that studying best practices, challenges and solutions in other industries can often help you see challenges and their solutions in your own industry much more clearly. Actually, my Capstone is not aviation-oriented, but a ground-based solution to self-driving cars. It has made me much more valuable on committees, working groups and other drone-related ATCA efforts. How does the Air Traffic Control Association support aviation safety and air traffic controllers? Aviation is multi-faceted, but all are extremely safety-focused. Safety is the first consideration in everything we do. We work on safety issues with a number of organizations - including NASA, FAA, Radio Technical Commission for Aeronautics (RTCA), International Civil Aviation Organization (ICAO), National Air Traffic Controllers Association (NATCA), Eurocae, and Air Navigation Service Providers (ANSPs) - around the world. ATCA participates on many committees, workgroups, conferences and other safety- related events. Coincidentally, the theme of this quarter's issue of ATCA's magazine, Journal of Air Traffic Control, is aviation safety. It is our first themed issue in three years. Our contributors have collected aviation safety information from numerous sources and communicate it to ATCA's membership and the aviation community as a whole. ATCA also provides a forum through conferences and meetings to discuss, debate, solve, or question proposed rules, current practices, cybersecurity, and new entrants' safety cases. I personally sit on the NextGen Advisory Committee (NAC), the Drone Advisory Committee (DAC) Subcommittee, and the Unmanned Aircraft Safety Team (UAST), all of which deal with safety and the transformation of the system to accommodate all users. https://news.erau.edu/headlines/air-traffic-controllers-overcome-complexities-challenges/ Back to Top FAA Challenged to Prove Runway Incursion Plans Work * Current plans essentially skip over GA airports. Hot spots like these at LaGuardia are designed to call pilot's attention to the most critical intersections where incursions might occur. The Inspector General's office of the DOT recently audited the FAA's efforts to reduce runway incursions following a 2015 agency effort to improve safety. The inspector general's office traditionally functions as the common sense review arm for projects within the DOT. The IG learned that overall, the FAA has experienced a nearly 83 percent increase in total runway incursions between fiscal years 2011 and 2017. In two of those incidents, aircraft missed each other by just a few feet. Following an FAA Call to Action in November 2015, the agency published 22 initiatives designed to improve runway safety. By November of last year, the FAA had completed 10 of the 22, including educating pilots on signs, markings, and other visual aids at high-risk airports and updating a best practices list for airport surface and movement areas. The IG says 10 initiatives are still in progress while two others were canceled. The IG worries about the outstanding initiatives however, due to the dedication of funding to complete four and the need to fully implement new technologies for seven initiatives, something the IG believes could take years to complete. Finally, FAA's plan to monitor their efforts doesn't tie these safety initiatives to quantifiable goals that can confirm any of the efforts are actually working. One example calls for implementing corrective recommendations to mitigate fatigue among controllers and pilots. To complete the work, the FAA needed to collect human factors data and perform studies to determine the extent that human factors and fatigue actually impact runway safety. According to FAA's Runway Safety manager, while the agency has collected relevant data, it never dedicated any money to complete the related studies. In another, the FAA tasked the MITRE Corporation with reviewing 1,782 records from agency's Runway Safety Database for fiscal years 2010 through 2015, data the agency used to guide the Call to Action discussions and formation of the workgroups. However, these data were limited to the Core 30 airports (large hubs) that employ sophisticated Airport Surface Detection Equipment - Model X (ASDE-X) and Airport Surface Surveillance Capability (ASSC) systems. A glaring hole in the agency's logic appeared when the IG learned that MITRE was not tasked with analyzing similar data from smaller, non-Core 30 general aviation airports. Some 75 percent of the total runway incursions between fiscal years 2011 through 2015 occurred at non-Core 30 airports. The IG made three recommendations to the FAA, all of which the agency accepted. The first, update the target delivery dates for initiatives and continue updating those dates and descriptions of initiatives as changes are made. Then, develop and include in the monitoring plan quantifiable metrics that can measure the effectiveness of the initiatives and finally, consolidate duplicate initiatives within the monitoring plan. One can only hope that the effort to develop measurable outcomes will include a demand to include data from runway incursions at GA airports too. https://www.flyingmag.com/faa-challenged-to-prove-runway-incursion-plans-work Back to Top World's First Flying Car Production Model Makes Its Aviation Debut at Farnborough Airshow From the 16th until the 22nd of July the PAL-V Liberty will have its aviation debut at the Farnborough International Airshow. Between the 16th and 20th of July the PAL-V can be found in hall 4 at stand 4100. On the 21st and the 22nd of July the PAL-V can be found in the static display area. It's the very first time that the PAL-V Liberty is present at an airshow and in the UK. The past years, PAL-V concentrated all efforts on perfecting its design and setting up the production process and supply chain. Dingemanse is now proud to state that with the PAL-V Liberty, he and his team have successfully brought The Netherlands back into the league of aircraft manufacturers. Robert Dingemanse, CEO of PAL-V, stated: "The production model is the moment of truth. The moment where the wall between fiction and facts is torn down. A production model is the last stage in the R&D process before starting full production and delivery. All certifications required for commercialization will be granted on the basis of this production model. It's the pivotal point that separates pioneers from dreamers." The certification not only guarantees the safety of the flying car but also is the approval that the vehicle can be driven on the roads and flown in the air. Dingemanse said: "Once full certification is granted in 2020 we will hand over the keys of the PAL-V Liberty to our first customers." The PAL-V Liberty is currently going through the last step of the certification process: compliance demonstration. "It takes a lot of testing to prove that the PAL-V Liberty complies with the regulations," said Mike Stekelenburg, PAL-V's Chief Engineer. He continues: "Our design philosophy of complying with existing road and air regulations saved us many years in time to market. Instead of opting for a flying car concept on the basis of not yet existing or immature technologies, requiring new regulations, we deliberately chose to design, engineer and manufacture a flying car with proven technologies. This approach enables a realistic and imminent first product delivery date." In the meantime, PAL-V's pioneer clients are building experience at flying schools around the globe in preparation for deliveries commencing in 2020. For them, door to door flydriving is closer than ever. More information and images at: http://www.PAL-V.com/press http://www.aviationpros.com/news/12419330/worlds-first-flying-car-production-model-makes-its- aviation-debut-at-farnborough-airshow Back to Top Women In Aviation Accepting Scholarship Applications Women in Aviation International (WAI) has announced that it is now accepting applications for scholarships to be awarded in 2019. At least 108 scholarships and internships are available for a wide array of aviation-oriented pursuits, including flight, maintenance, aerospace engineering, dispatch and aviation management. The organizations says it has awarded a total of $11,495,581 in scholarships since 1995, with $695,500 awarded in 2018 alone. "With a WAI scholarship, attaining an aviation career becomes more possible when the financial burden is eased," said WAI President Dr. Peggy Chabrian. "Our scholarships have literally changed the lives of the hundreds of women who have benefited from the generosity of benefactors ranging from multinational corporations to individuals." The scholarships will be awarded during WAI's annual conference, which will take place in Long Beach, California, from March 14-16, 2019. Individuals can apply for up to three scholarships. The caveat is that applicants must be WAI members by Nov. 1, 2018, to be eligible. According to WAI, additional scholarships will be added right up to the Nov. 12 application deadline. A complete list of scholarships and requirements can be found at WAI's website. https://www.avweb.com/avwebflash/news/Women-in-Aviation-Accepting-Scholarship-Applications- 231079-1.html Back to Top Looking at a future where aircraft de-icing is a thing of the past Using nanotechnology, researchers create new aeroplane coatings that repel water and stop ice from forming. When ice accumulates on aircraft surfaces, it disrupts flight schedules and leaves passengers stranded in airports as they wait for their plane to be de-iced. Yet a more serious and potentially deadly consequence is its ability to severely impair the function of an aircraft's wings, propellers, vents and other vital parts. An international research consortium was formed to tackle the challenging issue of ice build-up on aircraft surfaces. Thanks to the EU project PHOBIC2ICE, the partners are working on different techniques that will make surface materials icephobic . Coatings that say no to water and ice The current ice build-up problem lies in the nature of aluminium surfaces which allow water droplets to stick to them. So, in cold and humid weather, icy particles attach themselves to the aeroplane. The researchers are now focusing on how to avoid ice formation by applying superhydrophobic coatings on aircraft. Their solution is an experimental coating with nanoparticles that makes aluminium repel water and prevents ice from forming. "Nanoparticles create spikes, and air is trapped between them," explains Bartlomiej Przybyszewski, a materials scientist from project coordinator Technology Partners Foundation. The air prevents the water from penetrating, and so the water simply rolls off the surface. In developing their innovative technology, the researchers have drawn inspiration from nature. Specifically, the secret lies in the leaves of the lotus plant, whose nanoscopic surface texture doesn't allow them to get wet - or dirty for that matter! Testing surfaces in wind tunnels They are also testing the coatings' effectiveness using an icing wind tunnel. By simulating poor weather conditions in the tunnel, the researchers are able to see how ice forms on aircraft surfaces. An icing cloud is created inside the tunnel by spraying water into it. The water is cooled below freezing point, without being frozen, and then lands on the aeroplane surfaces, where it freezes upon impact. But it's not just ice that needs to be taken into account. Materials scientist Elmar Bonaccurso of Airbus Central R&T describes what the team is aiming towards: "As an industry, we need to make sure that these coatings will not only be effective against icing, but also resistant to atmospheric agents like sand if we want to fly through a sandstorm, rain if we want to go through clouds, and ultraviolet rays." The project's achievement is a positive step towards reducing the energy consumption and environmental impact of current de-icing processes. The researchers are working towards making the coatings more durable, and consequently more economically viable. Through its achievements, PHOBIC2ICE (Super-IcePhobic Surfaces to Prevent Ice Formation on Aircraft) is making progress towards a future when frequent de-icing procedures will no longer be needed at airports. This will help to reduce costs, pollution and flight delays. https://phys.org/news/2018-07-future-aircraft-de-icing.html#jCp Back to Top Airbus To Develop Nanocomposite Materials For Aircraft Application In China Airbus Beijing Engineering Center (ABEC) and the National Center for Nanoscience and Technology of China (NCNST) have established a lab focusing on nano composite materials, to research the application of such materials in the aeronautic sector. ABEC - a joint venture between Airbus and China Aviation Industry Corp and NCNST signed an agreement to conduct research and develop electrically conductive, self-healing and toughening nano composites in airplane design and manufacturing. With light weight and good thermal conductivity, nano composite materials are expected to bring major changes to the fuselage, improve fuel efficiency, save maintenance costs and reduce environmental pollution, according to Airbus. "As an edge cutting technology, nanoscience is changing people's perception and will lead a new industrial revolution," said Liu Minghua, director of the National Center for Nanoscience and Technology of China. Tsinghua University, Sun Yat-sen University, Hong Kong Polytechnic University, The Hong Kong University of Science and Technology, and other research institutes will join the research. NCNST is co-founded by Chinese Academy of Sciences (CAS) and Ministry of Education in 2003 to focus on basic and applied researches in nanoscience. ABEC has contributed to specific design work related to the A380 and A350. https://www.chinamoneynetwork.com/2018/07/06/airbus-to-develop-nanocomposite-materials-for- aircraft-application-in-china Back to Top Airbus forecasts 20-year demand for 37,400 aircraft Airbus is predicting demand for almost 37,400 new passenger and freighter aircraft over the next 20 years. This total is around 2,500 more than the figure the airframer gave in last year's outlook. Airbus has revised the prediction in its latest global market forecast, covering the two decades to 2037. It says that 26,540 aircraft will be needed for fleet expansion while the remaining 10,850 will be used to replace older types. About 10,600 of the current fleet will still be in service in 2037. Airbus says that the demand will double the global fleet to some 48,000 aircraft and result in a need to source 540,000 new pilots. It has established a new categorisation system for its forecast, splitting the demand into four sectors - small, medium, large and extra-large, respectively covering up to 230, up to 300, up to 350 and over 350 seats. The small category will continue to dominate with demand for 28,550 aircraft, valued at $3.2 trillion. Its highest category - into which the A350-1000 and A380 are placed - will need 1,590 aircraft worth $600 billion. Airbus expects demand for 5,480 medium and 1,760 large aircraft over the next 20 years. The overall demand across the four categories, it says, amounts to $5.8 trillion. https://www.flightglobal.com/news/articles/airbus-forecasts-20-year-demand-for-37400-aircraft-449980/ Back to Top Boeing and Embraer Are Forming a $4.75 Billion Commercial Jet Venture * Boeing and Embraer Are Forming a Commercial Jet Venture * A $4.75 billion venture to be exact. Boeing Co. is forming a $4.75 billion venture with long-time industrial partner Embraer SA, a move that will bolster its arsenal in the newest battlefront with Airbus SE: the market for smaller jetliners. Under a preliminary deal, Boeing will own 80 percent of a partnership controlling Embraer's commercial airplane and services businesses while the Brazilian manufacturer holds 20 percent, the companies said in a statement Thursday. The tie-up caps years of talks between the two, while extending the duopoly held by Boeing and Airbus as competitive threats emerge from rivals in Russia, Japan and China. By adding Embraer's E-Jet family to its portfolio, Boeing will expand its manufacturing base abroad while extending its reach into the market for 100-seat planes. Airbus took control of Bombardier Inc.'s C Series jet on July 1, through a joint venture it forged with no out-of-pocket cost. Boeing was left without a comparable offering, while Embraer - Bombardier's main rival - faced a tough new competitor in Airbus's global marketing organization. "The agreement with Boeing will create the most important strategic partnership in the aerospace industry, strengthening both companies' leadership in the global market," Paulo Cesar de Souza e Silva, Embraer's chief executive officer, said in the statement. Embraer tumbled 7.2 percent to 25 reais at 10:51 a.m. in Sao Paulo after falling as much as 8.1 percent for the biggest intraday drop in almost two years. Analysts had speculated that the commercial-airplane unit would fetch a higher price than the $3.8 billion valuation for Boeing's stake in the venture. Embraer surged 35 percent this year through Wednesday on anticipation of the deal. "The valuation was lower than we expected, but we see a 20 percent upside to yesterday's closing price" of 26.95 reais, BTG Pactual analyst Renato Mimica said in a note. Boeing advanced less than 1 percent to $334.30 in in New York. Through the close of trading July 3, the shares had gained 13 percent this year, the fourth-best performance among the 30 members of the Dow Jones Industrial Average. "This important partnership clearly aligns with Boeing's long-term strategy of investing in organic growth and returning value to shareholders, complemented by strategic arrangements that enhance and accelerate our growth plans," CEO Dennis Muilenburg said in the statement. Defense Plan Embraer, a jewel of Brazilian industry, will remain a separate company that makes military and private jets while reaping a revenue stream from the new partnership. The structure, along with the company's flagging sales and an increasingly challenging market, helped win the support of the Brazilian government. Boeing and Embraer said they plan to form a second joint venture to develop new markets for defense products and applications that bolster the Brazilian company's military portfolio, including its KC-390 cargo aircraft. The commercial venture will be run by a Brazil-based CEO and management team, while Muilenburg will have ultimate control. The companies expect to finalize the agreement over the next several months, and close the deal by the end of next year after securing regulatory approval. The partnership is expected to add to Boeing's earnings beginning in 2020. Engineering Expertise For years, Boeing and Airbus focused on larger, more-profitable jetliners and shifted away from the smaller planes, which have similar development costs but sell for lower prices. Airbus's deal with Bombardier, and Boeing's pact with Embraer, signal that the big planemakers intend to deny a foothold in the lucrative narrow-body market to ambitious newcomers, such as Commercial Aircraft Corp. of China. Embraer brings engineering talent that Boeing could tap for the new midrange jet on its drawing board, dubbed the 797 by analysts. Embraer also has lower-cost production capabilities that the Chicago-based planemaker could use to build components such as actuators and landing gear as it brings more supplier work in-house, said Canaccord Genuity analyst Ken Herbert. The Brazilian company has overtaken Bombardier as the largest manufacturer of regional jets while burnishing its reputation for engineering prowess. In an industry where product delays are the norm, Embraer has introduced 10 all-new aircraft over the past 15 years, largely on-budget and on-time, Ron Epstein, an analyst at Bank of America Corp., wrote earlier this year. The Sao Jose dos Campos, Brazil-based planemaker debuted the first of its E2 family of upgraded jets this year. The E190-E2 competes directly with Bombardier's smallest C Series, seating as many as 114 travelers and powered by the same Pratt & Whitney geared turbofans as the Canadian jet. Created in 1969 by the Brazilian government and privatized in 1994, Embraer has been touted as a source of national pride for the commodities-driven country and an example of efficiency and innovation, though corruption scandals in the past few years have tainted that image. http://fortune.com/2018/07/05/boeing-embraer-jets/ Back to Top Respite for A380 as HiFly acquires jet from Germany's Doric PARIS (Reuters) - An Airbus (AIR.PA) A380 jet returned by Singapore Airlines has found a home with Portuguese leasing firm HiFly, marking a respite for Europe's slow-selling superjumbo after the first two second-hand aircraft looked set to be broken up for parts. HiFly and the plane's owner Doric Aviation formalized the deal in time for this month's Farnborough Airshow, where Airbus and investors in the world's largest airliner will be striving to demonstrate that it has a future, industry sources said. Doric was not immediately available for comment. Airbus and HiFly announced that the leasing firm had received an A380 but did not say where it had originated. The deal comes weeks after German investment company Dr Peters said it would strip two A380s for parts after failing to find an airline willing to keep them flying. It has said the same fate may await two more A380s, though industry sources say it is trying to negotiate a deal with an Asian airline to spare those jets from the scrapyard too. Together with the plane remarketed by Doric Aviation, these represent the first five aircraft deployed by Singapore Airlines, which gave the double-decker its debut in 2007. Singapore Airlines opted not to renew the 10-year lease on those aircraft, though it has also ordered some new planes. Stimulating a second-hand market for the A380 is widely seen as vital to prop up ailing new sales of the aircraft, which seats 544 passengers and costs $445 million at list prices. Many airlines are nervous about investing in such large jets because of the challenges of keeping them full all year round, especially at a time when rising oil prices are inflating costs. The earliest A380s to enter service were overweight and beset with problems over wiring during assembly so it is especially difficult to adapt them for new buyers - a process which can cost $40 million for such a big jet, sources said. HiFly is therefore expected to operate the aircraft without major cabin changes. The company specializes in renting out planes with crews, a practice known as "wet-leasing". https://www.reuters.com/article/us-airbus-a380-hifly/respite-for-a380-as-hifly-acquires-jet-from- germanys-doric-idUSKBN1JV2OG Back to Top The Airline Propeller Era Is Coming to an End American retires the Dash 8, joining the other two major U.S. carriers in going all-jet, all-the-time. A chapter of U.S. air travel came to a quiet end on July 4 when the final turboprop flight at American Airlines Group Inc. landed on Maryland's Eastern Shore at dusk. American regional carrier Piedmont Airlines was the final operator of turboprops among the Big Three U.S. carriers and their affiliates, an era that stretched back to the first flights by Delta Air Lines Inc. and United in 1928. American's initial commercial service in June 1936 used a Douglas DC-3. United ended its prop flying May 31, with the last service in Guam. Piedmont Flight 4927, a Bombardier Dash 8-300, arrived in Salisbury, Maryland at 8:35 p.m. local time Wednesday from American's Charlotte, North Carolina hub. The Dash 8 first flew at Piedmont in May 1985. Piedmont also created a documentary film to celebrate the Dash 8's retirement. The retirement of American's prop planes followed similar decisions at Delta and United Continental Holdings Inc., which have replaced them with a mix of Bombardier and Embraer SA regional jets. American replaced the Salisbury flights with Embraer 145 jets. (Southwest Airlines Co. briefly flew Boeing 717 and 727 jets but never turboprops.) Of course, the turboprop is hardly gone from U.S. skies. Horizon Air, a subsidiary of Alaska Air Group Inc., still flies the Bombardier Q-400 and Empire Airlines Inc. flies the ATR 42-500 in Hawaii for Hawaiian Holdings Inc.'s Ohana unit. The collective turboprop retirement was reported earlier by The Cranky Flier blog. https://www.bloomberg.com/news/articles/2018-07-05/the-airline-propeller-era-is-coming-to-an- end?utm_source=yahoo&utm_medium=bd&utm_campaign=headline&cmpId=yhoo.headline&yptr=yahoo Back to Top More Oshkosh Events Announced With EAA AirVenture around the corner, more events have been announced for this year's get-together in Oshkosh, Wisconsin. For the first time since 2009, a Colomban Cri-Cri, the smallest twin-engine manned aircraft in the world, will be doing several performances at the OSH airshows. Team Cri-Cri's routine involves a takeoff from the top of a moving Ford Explorer. In addition, a drone light show will be part of the night airshow, a first in North America. EAA also says that several flying car concepts will be in attendance, including the Terrafugia Transition and the kit-built Switchblade from Samson Sky. On the vintage side, a restored 1928 Lincoln-Page LP-3- complete with its original engine and instruments-will be on display, along with a 1918 Dayton-Wright DH.4 Liberty biplane, which is expected to join EAA's World War I commemoration. Finally, the NTSB has announced that it will be hosting a panel discussion on causes, strategies and solutions for inflight loss of control accidents on July 24 beginning at 8:30 a.m. in Forum Building 6. The panel will include participants from the FAA, EAA, AOPA, University of North Dakota and NTSB. Accident case studies will be presented by NTSB air safety investigators and medical officers. The keynote speaker for the event will be aerobatic champion Patty Wagstaff. Attendees will be eligible for FAA WINGS credit. https://www.avweb.com/avwebflash/news/More-Oshkosh-Events-Announced-231084-1.html Back to Top Oshkosh Aviation Job Fair Will Cater to Career Switchers If you're interested in a job in the aviation industry, don't miss this one-of-a-kind event. The Oshkosh aviation career fair and panel discussion will be held on Thursday, July 26, from 2-4 p.m. If you're a passionate aviator who works outside the aviation industry but always wondered what it would be like to combine your love of flying with a fun and interesting career, you're in luck. EAA and executive search firm McDermott & Bull are partnering to host an aviation job fair at AirVenture Oshkosh geared specifically toward talented people who are considering making a career change. A panel discussion from 2 to 2:45 p.m. on Thursday, July 26, moderated by McDermott & Bull CEO and co-founder Rod McDermott will delve into the unique staffing challenges facing the general aviation industry as companies seek to hire workers at a time of near-record-low unemployment. Industry experts on the panel will include Pat Waddick, president of innovation and operations at Cirrus Aircraft, Ken McKenzie, senior vice president for strategy and corporate development at Airbus, Rob Scholl, senior vice president of sales and marketing for Textron Aviation, and Dan Elwell, FAA acting administrator. Following the panel discussion, which will be held at the EAA media tent just north of the Wittman Regional Airport control tower, hiring managers from aviation companies from around the country will be on hand until 4 p.m. to discuss career opportunities. There is no need to register for the event, and attendees are encouraged to bring their resumes. https://www.flyingmag.com/oshkosh-aviation-job-fair-will-cater-to-career-switchers Back to Top How Pan Am Flight 50 flew from pole to pole New horizons: Formerly known as Clipper Liberty Bell, the name of the aircraft was changed to Clipper New Horizons especially for the 1977 transpolar flight. The aircraft is shown here less than an hour before departure. (CNN) - You might think circling the globe by airplane is no big deal anymore. But you'd be wrong. Surprisingly, circumnavigating the world via the North Pole to the South Pole in an airliner is a feat accomplished only three times. Why? Because it's a Very. Long. Ride. Even with stops to refuel, flying across several oceans as well as the remote Arctic and Antarctic requires long-range aircraft that first became available in the mid-1960s. And besides, passengers aren't exactly clamoring to endure being trapped on a four-leg, 54-hour odyssey. I mean, who would REALLY want to travel that way? In 1977, Baum was an 18-year-old aviation enthusiast who ponied up $2,222 of his savings to buy a ticket on Pan Am Flight 50. Baum knew this flight was likely to make history by setting a speed record for a polar circumnavigation. The one-time-only flight on Boeing's new special performance 747 began in San Francisco, flew over the North Pole and stopped at its next destination: London. After refueling the plane jetted on to South Africa. Next, it flew over the South Pole and landed in New Zealand before taking off again and ending up back in San Francisco. Total time: 54 hours, seven minutes and 12 seconds. The record-setting average speed, according to the Fédération Aéronautique Internationale: 487 mph (784 km/hr). "It was truly an opportunity to do something that really hadn't been done before," said Baum, a former public information officer at Seattle's Museum of Flight. There had been a couple of previous flights over both poles, but this was the first such flight that was affordable to folks other than the super-rich. How do you pack for a 2 1/2-day quick whip around the world? You pack light. Very light. Luggage for Flight 50's 120 passengers was limited to a single carry-on bag per person. For many, that provided just enough space to fit an extra set of clothes and your basic toiletries. Although Pan Am provided passengers with access to an onboard hairdresser, freshening up was limited to whatever you could manage in the lavatory. "I think everybody took that in stride," Baum said. "It wasn't a big deal." 'Round the world, '70s style From his window seat in front of a wing -- seat 17A -- Baum experienced a whirlwind tour of the two poles that he would never forget. He remembers the flight crew counting down the miles as the plane closed in on the top of the world, followed by cheers and toasts as it finally flew over the North Pole. Baum recalls the wonder of watching a sunset shortly followed by a sunrise because of the plane's unusual route. The celebratory atmosphere throughout the flight was unforgettable. While over the North Pole, one passenger put on a Santa hat and beard. Later, when the plane crossed the equator, the man reappeared with the same beard and a three-pronged toy trident -- paying tribute to Poseidon, the Greek god of the sea. A strolling guitarist was aboard, singing custom songs about the North and South Poles. In true 1977 style, international beauty queens were aboard, armed with Polaroid cameras -- for passengers who wanted a selfie. And then there was the Gucci fashion show. Five models showed off 24 different outfits, using the 747's upstairs lounge as a changing area and the lower cabin aisles as their fashion runway. "That was really well done," Baum said. "They played it up so well." Antarctica "The most memorable thing was Antarctica," Baum said. "It was incredible." Mysterious, desolate and vast, the frozen continent kept Baum glued to his window. A man sitting directly in front of Baum was looking forward to seeing an active volcano in Antarctica called Mount Erebus. "He pointed a lot out to me ... Unless you know what you're looking for, you're not able necessarily to identify things." Although the jet was cruising at 43,000 feet (13,100 meters) above ground, Baum said the landscape appeared to be much closer. Another countdown from the flight deck signaled to passengers that they had passed over the South Pole --- triggering another celebration. The sky was remarkably clear, Baum remembered. The absence of haze or pollution brought out a brilliant sunset. "Everything was just spectacular --- the mountains, the colors when we were exiting the continent and heading toward New Zealand. The sun was going down, and it had the lovely pinks and pastels of the sunset. It just couldn't have been better." Baum felt like he was looking at things people had never seen before. "You're at the bottom of the world, and there's nobody else in the air for thousands of miles around you. It was an interesting feeling." Other pole-to-pole flights The first pole-to-pole circumnavigation flight took place in 1965 by a modified Flying Tiger Line Boeing 707-349C carrying 40 scientists, guests, and crew. To make the trip possible, the plane -- nicknamed Pole Cat -- had to be modified with two additional fuel tanks installed in the main cabin. Total time: 62 hours, 27 minutes. In 1968, a Modern Air Transport Convair 990 airliner with 78 passengers and crew flew over both poles. This plane didn't set a speed record, but by landing for fuel at Antarctica's McMurdo Station, it was the first aircraft to touch all seven continents. Pan Am Flight 50's speed record stood for 31 years until 2008, when a Bombardier Global Express business jet broke it, thanks to perfect planning and shorter fuel stops. Membership in the "over both poles" club is pretty exclusive. According to Baum, more people have flown in space. Upcoming flight Now, 41 years after the last such flight, a sub-50-hour aviation adventure is being planned to take air travelers over both poles. The Polar Express is scheduled to take off this coming October 26 from New York's JFK International Airport with about 150 passengers. The route will take them from JFK to Río Gallegos airport in southern Argentina. Taking off from there, the Polar Express will fly over the South Pole and continue all the way to Perth, Australia. Next, it's on to Beijing. And the final leg of the trip takes the plane over the North Pole and back to JFK. The jet for this upcoming trip will be an Airbus A340-300 -- a large, wide-body, long-range airliner with four trusty engines. Coach tickets start at $11,900. Amenities include specially created cocktails, informative lectures, inflight yoga classes, and an Antarctica expert who will explain what passengers see out the windows. Baum will join this polar party as its historian, documenting it to create the final chapter of his book "Over Both Poles: Epic Flights Around the World," which is due early next year. Clearly, the glory days of record-setting global air travel have not completely passed. For those who can muster the time and money, there are still rare experiences to be found out there. https://www.cnn.com/travel/article/pole-to-pole-pan-am-flight-50/index.html Back to Top Short-Course Schedule for ERAU Daytona Beach Back to Top Back to Top 64th Air Safety Forum - Join Us! safetyforum.alpa.org July 30 - August 2, 2018 | Washington, DC CONFIRMED KEYNOTES INCLUDE * Senator Tammy Duckworth * Capt. Tim Canoll - President, Air Line Pilots Association, Int'l * The Honorable Dan Elwell - Acting Administrator, Federal Aviation Administration * The Honorable Howard "Skip" Elliott - Administrator, Pipeline and Hazardous Materials Safety Administration (PHMSA) * Mr. Paul Rinaldi - President, National Air Traffic Controllers Association PANELS INCLUDE(visit safetyforum.alpa.org for panel descriptions) * Fire In The Hold: Anticipating/Preventing Fires from Passenger Checked Baggage * Meet the Doctors * Pilot Peer Support: The Next Phase In ALPA's Approach to Pilot Wellness * Disruptive Passengers: Keeping Problems Off the Airplane * Data Mining for Safer Skies * Flight Deck Access in the Post 9/11 Age * Pilots & Controllers -- Managing Change in an Evolving NAS AGENDA AT A GLANCE (visit safetyforum.alpa.org for agenda details) MONDAY, JULY 30 (all Monday sessions are invite only) 8:00 - 9:00 a.m. General Session (Open only to ALPA Members) 9:00 a.m. - 6:00 p.m. ASO Workshops, Council Meetings, Trainings, Jumpseat Forum & Aviation Security Forum TUESDAY, JULY 31 (all Tuesday sessions are invite only) 8:00 a.m. - 5:30 p.m. - ASO Workshops, Council Meetings, Trainings, Jumpseat Forum & Aviation Security Forum WEDNESDAY, AUGUST 1 8:00 a.m. - 9:00 a.m. - Jumpseat Council Meeting (ALPA members only) 9:00 a.m. - 11:30 a.m. - Ask Your ASO (ALPA members only) 12:30 p.m. - 6:00 p.m. - Air Safety Forum (open to the public) THURSDAY, AUGUST 2 (open to the public) 9:00 a.m. - 4:00 p.m. - Air Safety Forum 6:00 p.m. - 7:00 p.m. - ALPA Air Safety Forum Awards Reception 7:00 p.m. - 9:30 p.m. - ALPA Air Safety Forum Awards Banquet THANK YOU SPONSORS & EXHIBITORS! Sponsorship and exhibitor opportunities available. Email airsafetyforum@alpa.org for more information. Back to Top This course was created in collaboration with Curt Lewis's Flight Safety Information. Learn more from Beyond Risk Management Producer, Captain Elaine Parker, at https://vimeo.com/273989821 Back to Top GRADUATE RESEARCH SURVEY - 1 I am a student of Air Safety Management in City University of London and I am passionate about Human Factors and Psychology in Aviation. I designed a questionnaire which measures the level of self- control in pilots and cabin crew. The questionnaire is part of my research for Final Project titled: "The Role of Self-Control in Aircrew Performance Managing emotional responses to enhance rational decision- making". The Final Project aims to address the subject of self-control - an acquired cognitive skill that enhances the ability to take intelligent decisions and promotes rational choices in both daily operations and emergencies by pilots and cabin crew. Survey Links: Flight Crew - https://www.surveymonkey.com/r/KWB6NKV Cabin Crew - https://www.surveymonkey.com/r/KSDY9DK regards, Malgorzata Wroblewska Back to Top GRADUATE RESEARCH SURVEY - 2 Dear Airline Pilots, My name is David Carroll. I am a doctoral candidate in the Embry-Riddle Aeronautical University PhD in Aviation program, and I am working on my dissertation under the guidance of Dr. David Esser. We would like to find out a bit about how airline pilots learn in order to enhance the effectiveness of training. You can help out by participating in this survey. My dissertation topic entails investigating ways that FOQA data might be used to identify pilots at increased risk for Unstable Approaches. By capturing trend information regarding poor energy management practices that may lead to unstable approaches, the FOQA system may be ale to assign interventional training modules. These is research that indicates that these training events would be more effective if presented in a manner that is preferred by the learner. This survey supports the study by helping to determine if the population of airline pilots has a preferred learning modality. The survey also contains a set of energy management questions to examine pilot perceptions on energy management and stabilized approaches in several scenarios and situations. Participants are asked to select responses that are closest to how they would understand the situation if experienced in their current primary aircraft. Finally, the survey collects demographic information that will provide an understanding of how the body of respondents represents the study population. Respondents must be 18 years of age to participate, and we would like to limit the respondents to those currently employed in scheduled air carrier operations (Part 121, 135, or similar). Thank you in advance for your participation. Your inputs will be invaluable in helping to increase the level of safety in air carrier operations. Providing immediate interventional training for pilots who are demonstrating a need, while maintaining the anonymity of the FOQA concept, should provide such a benefit. If you have any questions regarding the study in general, or the survey in particular, please contact the researcher, David Carroll, at david.carroll@erau.edu or the dissertation committee chair, Dr. David Esser, at esserd@erau.edu. Please find the survey at: https://www.surveymonkey.com/r/V532B9J David A. Carroll, Doctoral Candidate ERAU PhD in Aviation Back to Top GRADUATE RESEARCH SURVEY - 3 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 Curt Lewis