Flight Safety Information July 19, 2018 - No. 145 In This Issue Incident: Malaysia A333 at Brisbane on Jul 18th 2018, unreliable airspeed, hydraulic leak Incident: Sun Express B738 at Dusseldorf on Jul 16th 2018, flaps problem Incident: Flybe DH8D near Belfast on Jul 18th 2018, cracked windshield Incident: Izhavia YK42 at Moscow on Jul 18th 2018, burst all left main tyres on landing Incident: Canada Rouge B763 over Atlantic on Jun 30th 2018, hydraulic leak Eurocopter AS 355NP Ecureuil 2 Fatal Accident (Thailand) Curtiss C-46F-1-CU Commando...Loss of Engine Power (Alaska) LIBIK Fire Suppression Kits for the Cabin and Flight Deck. Swiss Report:...CRJ-900 serious odour incident report: flight crew should always use oxygen mask EVAS - Cockpit Smoke Protection HELICOPTER SAFETY NEWS The flight school in two-plane crash had 26 FAA incident reports in the last 11 years European Space Agency moves closer to more precise flight tracking Simulator Manufacturers Enjoy Bumper Sales These are the 10 airports where you're most likely to be hacked AOPA's Air Safety Institute Launches Focused Flight Review Program Two become one? Planemakers work on tech to cut pilot numbers Safety issues still loom for futuristic air travel ISASI 2018 'Human Factors in Aviation Maintenance from SCSI POSITION AVAILABLE:...MANAGER OF INFLIGHT TRAINING 2018 CHC SAFETY & QUALITY SUMMIT October 2nd - 4th, 2018 PROVIDING ASSURANCE IN YOUR SYSTEMS HIGH ALTITUDE FLYING: WHAT EVERY PILOT NEEDS TO KNOW - New Online Course - Fall 2018 GRADUATE RESEARCH SURVEY - 1 Incident: Malaysia A333 at Brisbane on Jul 18th 2018, unreliable airspeed, hydraulic leak A Malaysia Airlines Airbus A330-300, registration 9M-MTK performing flight MH-134 from Brisbane,QL (Australia) to Kuala Lumpur (Malaysia), was in the initial climb out of Brisbane's runway 01 when upon contacting departure the crew declared PAN PAN PAN reporting their airspeed was unreliable. The crew requested to continue on runway track and climb to FL100, later requested to climb to FL150 but aborted the climb at about FL110, received an altitude block clearance from FL100 to FL120 and turned back towards Brisbane to remain closer to the airport. While the crew was still working on troubleshooting their issue, a runway inspection found traces of oil on the taxiway at the holding point, where the aircraft had been holding prior to enter the runway for departure. The crew requested to hold while working on the issues. While holding the crew reported they will need to be towed off the runway due to a hydraulic leak on the yellow hydraulic system and the loss of nose wheel steering. The aircraft landed safely on Brisbane's runway 01 about 65 minutes after departure. The occurrence aircraft is still on the ground in Brisbane about 6.5 hours after landing back. http://avherald.com/h?article=4bb4f5b3&opt=0 Back to Top Incident: Sun Express B738 at Dusseldorf on Jul 16th 2018, flaps problem A Sun Express Germany Boeing 737-800, registration D-ASXA performing flight XG-2830 from Fuerteventura,CI (Spain) to Dusseldorf (Germany) with 188 people on board, was on approach to Dusseldorf (longest runway 3000 meters/9,840 feet) when the crew stopped the descent at FL060 due to a flaps problem. The crew decided to divert to Cologne (Germany), longest runway (3815 meters/12,500 feet), where the aircraft landed safely on runway 32R at a higher than normal speed (about 195 knots over ground). Emergency services needed to cool the brakes. The aircraft remained on the ground for about 10.5 hours, then positioned to Dusseldorf and resumed service. http://avherald.com/h?article=4bb4f2e8&opt=0 Back to Top Incident: Flybe DH8D near Belfast on Jul 18th 2018, cracked windshield A Flybe de Havilland Dash 8-400, registration G-PRPG performing flight BE-730 from Leeds,EN to Belfast City,NI (UK) with 65 people on board, was enroute over the Irish Sea nearing Belfast when the right hand windshield developed a crack. Belfast deployed a massive response by emergency services including three lifeboats, the crew continued for a safe landing on Belfast City's runway 04. The occurrence aircraft is still on the ground in Belfast about 12.5 hours after landing. http://avherald.com/h?article=4bb4f097&opt=0 Back to Top Incident: Izhavia YK42 at Moscow on Jul 18th 2018, burst all left main tyres on landing An Izhavia Yakovlev Yak-42D, registration RA-42427 performing flight I8-305 from Izhevsk to Moscow Domodedovo (Russia) with 80 people on board, landed at Moscow Domodedovo Airport but burst all 4 left main tyres during the roll out disabling the aircraft on the runway. The aircraft was towed to the apron where passengers disembarked normally. A replacement Yak-42D registration RA-42402 continued the schedule including the return flight I8-306 with several hours delay. http://avherald.com/h?article=4bb4eea4&opt=0 Back to Top Incident: Canada Rouge B763 over Atlantic on Jun 30th 2018, hydraulic leak An Air Canada Rougle Boeing 767-300, registration C-GSCA performing flight RV-1918 (dep Jun 29th) from Montreal,QC (Canada) to Venice (Italy) with 290 people on board, was enroute at FL360 over the Atlantic Ocean near N52 W30 when the crew noticed the hydraulic quantity in the center system had dropped to 46% and further reduced to 20% during the following hour. The crew consulted with Mainteance Control Center (MCC) and shut the system down to protect the system and preserve the hydraulic quantity on recommendation by the MCC. The aircraft continued to Venice for a safe landing on runway 04R about 3.5 hours later. The Canadian TSB reported maintenance identified the leak occurred at a flex hose located at the left hand main landing gear side brace. The part was replaced. https://flightaware.com/live/flight/ROU1918/history/20180630/0105Z/CYUL/LIPZ http://avherald.com/h?article=4bb4eb13&opt=0 Back to Top Eurocopter AS 355NP Ecureuil 2 Fatal Accident (Thailand) Date: 18-JUL-2018 Time: 09:30 LT Type: Eurocopter AS 355NP Ecureuil 2 Owner/operator: Heliluck Aviation Co Registration: HS-PNG C/n / msn: 5766 Fatalities: Fatalities: 4 / Occupants: 4 Other fatalities: 0 Aircraft damage: Written off (damaged beyond repair) Location: Wang Saeng, Chonnabot District, Khon Kaen Province - Thailand Phase: En route Nature: Private Departure airport: Saraburi Destination airport: Khon Kaen Narrative: The helicopter crashed in adverse weather conditions and was destroyed by a post impact fire. All four occupants died in the crash. https://aviation-safety.net/wikibase/wiki.php?id=213407 Back to Top Curtiss C-46F-1-CU Commando Loss of Engine Power (Alaska) Status: Preliminary Date: Monday 16 July 2018 Type: Curtiss C-46F-1-CU Commando Operator: Everts Air Cargo Registration: N1822M C/n / msn: 22521 First flight: 1945 Crew: Fatalities: 0 / Occupants: Passengers: Fatalities: 0 / Occupants: Total: Fatalities: 0 / Occupants: Aircraft damage: Substantial Location: Manley Hot Springs Airport, AK (MLY) ( United States of America) Phase: Landing (LDG) Nature: Unknown Departure airport: ? Destination airport: Manley Hot Springs Airport, AK (MLY/PAML), United States of America Narrative: A Curtiss C-46F cargo plane reportedly force landed at Manley Hot Springs Airport in Alaska, USA, following the loss of engine power on one of the two engines. Photos have appeared online showing the C-46, named "Salmon Ella", just past the end of a runway with the nose section covered by a tarp. The nose section seems to have suffered severe impact damage. The date of the occurrence is unclear, in any case between 7 and 17 July 2018. https://aviation-safety.net/database/record.php?id=20180716-0 Back to Top Back to Top Swiss Report: CRJ-900 serious odour incident report: flight crew should always use oxygen mask Date: 10-DEC-2015 Time: 21:05 LT Type: Canadair CL-600-2D24 Regional Jet CRJ-900LR Owner/operator: Eurowings, opf Lufthansa Regional Registration: D-ACNP C/n / msn: 15259 Fatalities: Fatalities: 0 / Occupants: 48 Other fatalities: 0 Aircraft damage: None Category: Serious incident Location: Genève-Cointrin Airport (GVA/LSGG) - Switzerland Phase: Initial climb Nature: International Scheduled Passenger Departure airport: Genève-Cointrin Airport (GVA/LSGG) Destination airport: Düsseldorf Airport (DUS/EDDL) Investigating agency: STSB Switzerland Narrative: The aircraft was taxiing for takeoff on a scheduled flight to Dusseldorf (EDDL) when a stale smell was noticed in the cockpit. After takeoff, the smell persisted throughout the climb and was also noticed in the cabin. The first officer donned oxygen his masks as he began to feel hampered in his work. A Pan Pan urgency call was made and the flight returned for a landing in Geneva, about 35 minutes after takeoff. Conclusions After various examinations, it seems likely that the marked soiling of the filter cartridges with dust is related to the unusual smell that has spread in the cockpit and cabin. It is therefore likely that due to the reduced air flow through the filters, the fan recirculation bearings overheated and emitted an irritating odour. The fact that during the flight of the incident, the MDC did not record a status message and that the flight crew did not report such a message suggests that the fan re-circulation engine thermal switch was not activated. The reason why an automatic deactivation of the fan re-circulation(s) by their respective thermal switch could not be established. The flight crew's decision to stop the flight and return to Geneva was made for safety reasons. Several crew members experienced a deterioration in their health and abilities. Therefore, it is difficult to understand why a flight crew member did not use his oxygen mask when available. As regards reactions to toxic substances, it should be stressed that they do not have the same effects on everyone. Even if you do not temporarily feel uncomfortable, it is not wise to give up protective measures until the first negative symptoms appear. Sources: http://www.sust.admin.ch/pdfs/AV-berichte/D-ACNP.pdf Accident investigation: Investigating agency: STSB Switzerland Status: Investigation completed Duration: 2 years and 7 months Download report: Final report https://aviation-safety.net/wikibase/wiki.php?id=183947 Back to Top Back to Top HELICOPTER SAFETY NEWS July 18, 2018 Contact: Tony Molinaro Phone: (847) 294-7427 Mixed Results: U.S. Helicopter Total Accident Rate Drops, But Fatal Accident Rate Rises During First Half of 2018 WASHINGTON DC - The total accident rate for the U.S. civil helicopter industry declined as the weather warmed up during the first half of 2018. As summer approached across the country, the total accident rate from January through June was 3.44 per 100,000 flight hours, compared to an accident rate of 3.74 during the full year of 2017. For the first half of 2018, there were 58 total accidents. Fatal accidents, however, have increased so far this year, with a rate of 0.71 per 100,000 flight hours. There have been 12 accidents with fatalities during 2018 compared to 10 accidents within the same time period of 2017. Total Accident Rate Fatal Accident Rate Annual Goal 2013 4.95 1.02 2014 4.26 0.65 2015 3.67 0.52 2016 3.45 0.54 0.73 2017 3.74 0.62 0.69 2018 3.44 0.71 0.65 U.S. Helicopter Accident Rate U.S. Helicopter Fatal Accident Rate From 2016 through 2019, the United States Helicopter Safety Team (www.USHST.org) is focusing major attention on reducing fatal accidents within the U.S. civil helicopter community. The industry-government partnership is targeting a reduction by 2019 to 0.61 fatal accidents per 100,000 flight hours. The fatal accident rate goal for 2018 is 0.65 or lower. More information about the USHST, the International Helicopter Safety Team, its reports, safety tools, Reel Safety audio-visual presentations and YouTube videos can be obtained at its web site at www.IHST.org and on the IHST Facebook page. Safety is Our 1st Priority Back to Top The flight school in two-plane crash had 26 FAA incident reports in the last 11 years Dean International Flight School on Tuesday afternoon. The South Miami-Dade flight school that owns the planes in Tuesday's midair crash that killed four people has had 26 FAA accident/incident reports, over two per year, since 2007. But this resulted in only eight FAA enforcement actions for Dean International since 2004 - three of which resulted in administrative actions and two of which cost Dean a $15,000 fine. Three of those discipline hits were for using planes that hadn't received proper inspection. The school's planes were involved in five accidents from 2007-2017, resulting in two fatalities. The planes in Tuesday's crash were a 1979 Cessna 172N, a fixed wing, single-engine airplane, and a 1973 Piper PA-34-200, a fixed wing multi-engine plane. The Cessna's last certification, December 2005, was set to expire Feb. 28, 2019. The Piper's last certification, Sept. 26, 2007, was set to expire June 30, 2021. Searchers recover the fourth victim from midair collision over the Everglades The FAA provided the data on accident/incident reports and enforcement actions, but wouldn't say how Dean International's numbers compare to other certified organizations. As far as degree of discipline, administrative actions such as Letters of Correction or Warning Letters are less serious than fines or certificate actions (suspensions or revocations of FAA certification). None of the discipline actions involve the 26 accident/incident reports or the two fatalities in those 26 reports. The FAA found no violation after investigation in three of the eight enforcement actions. Dean's violations: ? Nov. 9, 2004 - A Warning Notice for violating FAA rule 141.3: "No person may operate as a certificated pilot school without, or in violation of, a pilot school certificate or provisional pilot school certificate issued under this part." ? July 1, 2006 - A Warning Notice for violating two FAA rules, 91.411(a)(1) and 91.413(a). The former rule reads, "Within the preceding 24 calendar months, each static pressure system, each altimeter instrument, and each automatic pressure altitude reporting system has been tested and inspected and found to comply with appendices E and F of part 43 of this chapter." The latter rule reads, "No persons may use an Air Traffic Control transponder that is specified in 91.215(a), 121.345(c), or §135.143(c) of this chapter unless, within the preceding 24 calendar months, the ATC transponder has been tested and inspected and found to comply with appendix F of part 43 of this chapter." ? Sept. 18, 2009 - A Letter of Correction for violating FAA rule 91.409(b): "No person may operate an aircraft carrying any person (other than a crewmember) for hire, and no person may give flight instruction for hire in an aircraft which that person provides, unless within the preceding 100 hours of time in service the aircraft has received an annual or 100-hour inspection and been approved for return to service in accordance with part 43 of this chapter or has received an inspection for the issuance of an airworthiness certificate in accordance with part 21 of this chapter...." ? March 9, 2010 and May 12, 2010 - These two incidents were punished together with one $15,000 fine for violations of the aforementioned FAA rule 91.409(b) and 91.7(a), the latter of which reads, "No person may operate a civil aircraft unless it is in an airworthy condition." https://www.miamiherald.com/news/local/community/miami-dade/west-miami-dade/article215083900.html Back to Top European Space Agency moves closer to more precise flight tracking Air traffic modernisation is well underway with the development of technology to pinpoint aircraft in four dimensions - latitude, longitude, altitude and time. FLYING START: The objective is to have the Iris system operational by the end of 2020 European Space Agency (ESA) and Inmarsat have developed a way to free up more aviation satellite technology and make ATM more efficient. The Iris project has seen major success in its three-hour test flight from Schiphol airport. As the new technology aims to reduce the back log off air traffic communications. This test flight is a significant step toward more precise flight surveillance and more efficient air traffic management. This project will enable secure, high bandwidth datalink communications over Europe; the enhanced IP-based capabilities will relieve pressure on crowded VHF (very high frequency) channels, which are near capacity, by moving pilot-controller communications from voice communications to high-speed data link. Airport IT & Security Conference 2018 The IT & Security programmes are now available. The IT programme contains a powerful line-up of key industry speakers and influencers from the likes of IATA and Airports Council International (ACI) World to major airports such as Munich and JFK. The Iris programme is a step closer to enabling SESAR's concept of pinpointing aircraft in four dimensions (4D) - latitude, longitude, altitude and time - which will result in more precise flight tracking and more efficient air traffic management John Broughton, Inmarsat's Vice President of Aviation Safety and Operational Services, said: "The results of our highly-successful test flight with ESA bring the Iris programme a step closer to certification by the European Aviation Safety Authority (EASA) and making this ground-breaking technology commercially available for airlines. With terrestrial datalink technologies reaching their capacity limits in the next ten years, the Iris programme has become an even more essential part of the Single European Sky initiative. "Our previous test flights were conducted during the Iris development phase, using a combination of simulated systems and existing terminals. The fact that we have now have flown with the programme's actual avionics system shows the excellent progress being made. All performance objectives were met and now the Iris consortium moves on to the next major milestone the objective of making Iris an operational system in 2020." The Iris programme will enhance airspace utilisation and aviation safety, while reducing flight times, delays and CO2 emissions, all in support of the Single European Sky ATM Research (SESAR) masterplan. It will also heighten aircraft communications security through the use of security gateways, which provide a VPN (virtual private network) barrier that securely connects flight management systems on board the aircraft to corresponding systems used by air traffic controllers on the ground. https://www.internationalairportreview.com/news/72398/efficient-air-traffic-management/ Back to Top Simulator Manufacturers Enjoy Bumper Sales 2 men sitting in cockpit Simulators from TRU, such as the ATR trainer have expanded the simulator landscape once dominated by products from CAE Only five years ago, 50 full flight simulators (FFSs) represented the historic total annual output for all producers. The simulator industry is now approaching a combined 100 new FFSs a year. Market-dominating CAE (Chalet A30), which reported 35 FFSs sold in its Fiscal Year 2013, has delivered 50 trainers in each of the past two cycles after its all-time high of 53 in 2016. What's different now is there are two strong competitors in L3 Commercial Aviation (Chalet A15) and Textron Aviation-owned TRU Simulation + Training (Chalet L2), each pushing the 20-FFSs-per-year mark. L3 incorporates remnants of Thales Training and Simulation, as well as Singer-Link's former commercial division. TRU is an amalgam of Opinicus Corporation and Mechtronix, formed in 2014. Of the approximately 1,600 simulators in service worldwide, more than 700 were produced by Montréal-headquartered CAE, including more than 250 FFSs in the company's 50-plus training centers. The company recently announced three new devices to be deployed in Spain: a Boeing 787 and an Airbus A350 for the Madrid center and a Boeing 737NG in Barcelona. It also unveiled a joint venture with Avianca in Colombia (three new simulators) and an Airbus A320 for Haneda Airport as part of a training agreement with Jetstar Japan. "The airline market is certainly looking for more capacity to deal with their training needs," said Nick Leontidis, CAE's group president, civil aviation training solutions. "The business has been growing at a high pace," acknowledged George Karam, vice president and general manager for air transport simulation at TRU. "The order books are full for the aircraft OEMs, and the fundamentals of the business remain very good." Karam attributes TRU's market growth to relationships with Boeing (Chalet B6) on the 737 Max and 777-9 platforms and its status as an approved supplier with Airbus (Hall 1, Stand 1105). TRU's most recent sales are ATR 72-600 simulators to Japan Air Commuter and Ansett in Australia. Flight simulation "has gone from a duopoly to now having three main players, including two of them backed by major multinational corporations," Karam added. FLIGHT-SIMULATION ENHANCEMENTS Basic flight simulation technologies such as visual and motion systems have changed little in recent years, and with multiple viable competitors, it's a highly price-competitive buyer's market. Karam said manufacturers are focusing on ancillary enhancements such as brief-debrief capabilities, competency-based lesson plans "to make training sessions as efficient as possible for airlines," and environmental simulation elements such as air traffic control audio. Mitesh Patel, L3 Commercial Aviation vice president, training systems, said more attention is being paid to the instructor station, including "how information is presented and adding more repeat displays for the instructor so you can actually see what's going on in the cockpit." One example: replicating the pilot's view of the head-up display (HUD). Earlier this year, CAE debuted a data analytics-driven system, branded RISE, which Leontidis expects will "give insights into potential areas for improvement. It helps the instructor in objective assessments of all the critical maneuvers the pilots have to demonstrate proficiency on." Launch customer AirAsia has conducted about 200 RISE-oriented training sessions since the system's introduction in February. Jetstar Japan will be the second early adopter. Karam indicated TRU is offering a similar capability, though not yet branded, using evidence-based training data "with the mindset of not overwhelming the instructor with raw data," but rather highlighting overall airline trends, not on an individual crew basis. "One of the things we're seeing is customers requesting more capability on low-level devices to be able to offload training from the full flight," said L3's Patel. They have recently qualified two devices to European Aviation Safety Agency (EASA) FNPT Level II which feature visual systems but no motion and "flow down a lot of the software from the full-flight for fidelity and use simulated hardware to keep the cost down." In April, CAE announced the 600XR Series flight training device (US FAA Level 6), which features a "representative flight deck" and "fully tactile cockpit with exact panel positioning." Hamme, Belgium-based Euramec NV (Hall 1, 1395) plans to launch FNPT II-level training devices for the Boeing 737NG and Airbus A320 with partner Wright Brothers Flight Technologies (Harbin, China), according to Bert Buyle, Euramec president and CEO. They are also producing six FNPT II/CAAC Level 5 trainers for the Civil Aviation Flight University of China (CAFUC). CAE and L3 also deliver ab initio training services, including the ICAO-developed Multi-crew Pilot Licence (MPL) and the more traditional Airline Transport Pilot Licence (ATPL). Training performance of cadets between the two curricula is "very similar, with slight benefits on the MPL side," said Colin Rydon, vice president training, safety and compliance for L3. He thinks MPL "wasn't sold correctly in the first place, and it made many people cautious and nervous because it was perceived as a cheaper product. In reality, it is an evidence-/competency-based product about delivering a more suitable, better-prepared pilot for the modern flight deck. What we're finding, as we communicate more clearly what the MPL does, is that more airlines are becoming interested in it." Of the estimated 25,000 new pilots needed worldwide each year, L3 has about 1,000 students starting training annually, with plans to expand that capacity to 3,000 by 2022. CAE produces 1,000 graduates per year, and its current infrastructure would support an additional 200 to 250. https://www.ainonline.com/aviation-news/air-transport/2018-07-18/simulator-manufacturers-enjoy-bumper-sales Back to Top These are the 10 airports where you're most likely to be hacked • Millions of travelers are vulnerable to cyberattack if they join public Wi-Fi networks in airports, according to a new report by Coronet, a cybersecurity company. • Here's what experts say to do to avoid cyberattack and what to do if you've joined a public Wi-Fi network in the past. Travelers wait in line at O'Hare International Airport on December 23, 2016. There's a bigger danger lurking in U.S. airports than mediocre meals: public Wi-Fi networks. The convenience of these easy ways to connect online is often masked by the fact that many are unencrypted, insecure or improperly configured, according to a recent study by Coronet, a cybersecurity company. If that's the case, it is much easier for hackers to access your device and install malicious software, steal your passwords or login information and download other data such as emails. Hacking, which includes phishing, ransomware, malware and skimming, is the most common type of data breach and accounts for 60 percent of attacks, according to a 2017 study by the Identity Theft Resource Center. These attacks can lead to identity theft, which along with debt collection, imposter scams and other kinds of fraud, cost consumers $905 million in total losses in 2017, according to the Federal Trade Commission. To rank airports by their threat level, Coronet looked at data from the 45 busiest American airports over five months at the beginning of the year. Then, it assigned each airport a threat index score based on the vulnerability of devices and risk of networks used. "The main reason airports are problematic is because most people are taking convenience over security," said Dror Liwer, chief security officer and co-founder of Coronet. These are the top 10 worst airports for cybersecurity What's at risk on public Wi-Fi There are three major things that you're putting at risk when connecting to a public Wi-Fi network, Liwer says. 1. Device Many malicious public Wi-Fi networks look like any other network, according to Liwer. But when you click on 'accept terms and conditions' to join, you may be installing malware on your device. 2. Credentials If you've connected to a dangerous network, you could be a target for Wi-Fi phishing. This is when a hacker makes a webpage that looks exactly like another one, such as the sign-in for your work email, according to the Federal Trade Commission. When you enter your username and password to access your email, you're actually entering your information into a hacker's site. 3. Data This is especially important for business travelers who may be working on the go, Liwer said. If you are on a hacker's network and transferring data to or from a coworker, it is all going through the attacker's devices. He or she can then do with it what they please, said Liwer. Companies's not prepared for cyberthreats to cloud and data sharing, new study shows Companies not prepared for cyberthreats to cloud and data sharing, study shows 4:37 PM ET Tue, 10 July 2018 | 01:21 How to avoid a cyberattack To keep your devices and sensitive information safe, the best thing you can do is refrain from joining any public Wi-Fi networks. "The instinct is that you're going to jump on," Liwer said. "Connectivity today is like water and oxygen, we can't survive without it." If you can't keep yourself from your online life, even for brief periods of time when you are traveling, there are a few other things you can do. You should make sure that the systems on your devices are up to date, and that they include software to protect from malicious networks. Once you have such software installed, actually listen to it, said Liwer. If it tells you that a network is risky, don't join it. While it might be tempting to check your email, make a phone call or even upload a picture to Instagram, it could have unintended and costly consequences for your family or company. What to do after connecting to a risky network If you're worried that you've joined a public network that might have left you vulnerable to a cyberattack, there are a few things you can do after the fact, Liwer said. First, establish if there is malware on your device and remove it. Next, Liwer says to change all of your passwords to ones that are difficult to replicate, even if it's painful to do so. "Your daughter's name and her birthday is not a good password," Liwer said. His last piece of advice changes if you're a private person or a corporation. Individuals should check to see if their identity has been stolen. For corporations, it's a bit more complicated to detect if someone is using stolen corporate data. Liwer recommends using software to monitor suspicious behavior on the company server. Liwer also said to be careful even if you are in an airport or city with a good cybersecurity score or ranking. Just because an area has been deemed low-risk doesn't mean that hackers aren't there, or won't target that place in the future. "When you are using public Wi-Fi networks, you should always consider your safety first," said Liwer. "It's a real threat, not a theoretical danger." https://www.cnbc.com/2018/07/17/these-are-the-10-airports-where-youre-most-likely-to-be-hacked.html Back to Top AOPA's Air Safety Institute Launches Focused Flight Review Program The new flight review offerings make it easier for any CFI to offer comprehensive training. ASI scenarios should add considerable depth to any flight review. The AOPA's Air Safety Institute (ASI) has launched its long-awaited Focused Flight Review designed to offer pilots a more individualized opportunity to sharpen their skills, proficiency and knowledge through the use of carefully designed flight scenarios. The association acknowledges that flying with an instructor every two years is sometimes the only opportunity some pilots take for any recurrent training although FAR Part 61.56 does not limit the amount of additional training a pilot might request from their local CFI. The trick for any instructor however, is organizing a session that's both comprehensive and interesting, work that many CFIs simply don't have the time to plan. The ASI worked with industry partners to create the Focused Flight Review as a series of ready-to-use scenarios complete with preflight study material and flight profiles that focus on a variety of familiar operational areas such as stick-and-rudder skills, decision making, understanding of aircraft operating envelopes, technologies, aircraft performance capabilities and loss-of-control avoidance. The flight profiles and preflight study resources are downloadable as pdf files and include Positive Aircraft Control; Weather and CFIT (controlled flight into terrain); Fuel, Engine, and Other Systems; Instrument Proficiency; Takeoffs, Landings, and Go-Arounds; and Mountain and Backcountry Flying. The ASI wants pilots and instructors who use the new flight review system to tell the folks in Frederick if they're working, so each scenario offers a feedback link. Use of ASI scenarios will also qualify pilots for credit under the FAA https://www.flyingmag.com/aopas-air-safety-institute-launches-focused-flight-review-program Back to Top Two become one? Planemakers work on tech to cut pilot numbers FARNBOROUGH, England/SINGAPORE (Reuters) - Airplane manufacturers are working to adapt jets to reduce the number of pilots needed for long-haul flights and to build new cockpits designed for a single aviator in order to ease a global pilot shortage and cut airline costs. FILE PHOTO: The cockpit of an Airbus A340-300 of Eurowings, a low-cost airline and fully owned subsidiary of German Lufthansa Group, is photographed as Eurowings opens a new route from Duesseldorf to New York, in Duesseldorf, Germany, April 27, 2018. REUTERS/Wolfgang Rattay/File Photo Airbus SE and Thales SA expect the number of cockpit crew on long-haul flights, typically three or four, could be reduced to two from 2023 thanks to new technology to reduce pilot workload. "That's not an absurd date. Reducing crew on long-range looks to be the most accessible step because there is another pilot onboard," Jean-Brice Dumont, Airbus head of engineering, told Reuters at the Farnborough Airshow. Boeing Co is examining the possibility of having reduced manning in the cockpit of a proposed mid-sized jet that it aims to have in service by 2025 if it proceeds with a launch decision next year, according to UBS analysts. Boeing did not immediately respond to a request for comment. "You can see the drivers from both angles," said Graham Braithwaite, Director of Transport Systems at Britain's Cranfield University. "The technology to fly an aircraft on automatic is brilliant. The other driver in all this is that we're really short of pilots. They're a very expensive resource." The proponents of reduced numbers in the cockpit say the move, which could begin with cargo flights, is inevitable, just as pilot numbers were cut from three to two in the 1980s when the flight engineer position was axed due to improved design on new jets like the Boeing 757. Airlines globally could save around $15 billion a year by going down to a single pilot, UBS said, and at a time of a pilot shortage this would help ensure there are enough aviators to serve a fast-growing industry. Replacing the vast array of knobs and switches with more digital interfaces familiar to today's teenagers could also help to shorten the amount of time it takes to train pilots, thus easing the shortage. Ultimately, the goal would be for a fully autonomous commercial jet along the lines of a driverless car, although that technology, which requires clean-sheet jet designs from the major manufacturers, could take until 2040, according to an estimate from Thales. "I would compare autonomy to an open-heart surgery of our systems. All of our systems are specified to have permanently two persons in the cockpit," Airbus' Dumont said. Critics, however, say there are good safety reasons for having more than two pilots in the cockpit on long-haul flights and at least two on shorter journeys, with the costs outweighed by the benefits. INCREASED VULNERABILITY For example, reducing cockpit numbers to one in the cruise phase of a long-haul flight could increase fatigue and vulnerability in the event of an unexpected in-flight incident while the other pilot is resting, said three pilots who spoke to Reuters, pointing to the Air France 447 crash in 2009. Even with three pilots on board, the A330 was not recovered from a high altitude stall. In that case, the two more junior aviators were at the controls and the captain, once retrieved from resting, was unable to intervene in time to save the plane. "I have experienced the simulation of what they went through and, even being aware that it is about to happen, it is very disconcerting," said Murray Butt, the president of the Qantas pilots union. "I can't imagine what it would be like for two low-time pilots in the middle of the night." Other concerning scenarios include the deliberate crash of a Germanwings jet by one of its pilots in 2015 and the risk of a single pilot suffering from an in-flight health problem. Moving to a single pilot would also create training difficulties, said Stuart Beveridge, an Australian commercial pilot and aviation researcher, because the first officer role is considered an apprentice step before taking on the responsibilities of a captain. The financial benefits of reducing crew numbers could also be marginal, said aviation consultant James Halstead, because airline cost savings would likely be passed through to passengers in the form of lower ticket prices. "On long-haul, crewing is a tiny proportion of the cost, compared to the fuel and the capital cost of the equipment," he added. "It outweighs paying the salary of one pilot." The flying public also has concerns; a UBS poll found only 13 percent of respondents would take a jet with a single pilot. FORGING AHEAD Regardless of the concerns, manufacturers are pushing ahead with projects like embedding artificial intelligence into cockpits and connectivity that allows for decision-making on the ground. In an industry where safety is paramount, reducing cockpit crew numbers won't occur without significant testing and certification from regulators, though. In addition, getting airlines to spend money to retrofit their current fleet as well as cultural change to manage the new kind of pilot role will be crucial, said Christine Ourmieres-Widener, CEO of British regional carrier Flybe. "Most of the time people who are selling solutions don't realise how complex it can be to manage change and that's a massive change," she said. "The technology will definitely be ready at some point but it will be a long process." Whether future jets will be designed for a single pilot has yet to be decided, the manufacturers said, with Airbus highlighting that new propulsion technologies also need to be considered. "I would add that the single pilot operation is not an absolute must," Dumont said. "But it may be made a necessity by the fact there is a disconnect between the number of aircraft and the number of pilots." https://www.reuters.com/article/us-britain-airshow-single-pilot/two-become-one-planemakers-work-on-tech-to-cut-pilot-numbers-idUSKBN1K829N Back to Top Safety issues still loom for futuristic air travel For a start, complex traffic systems are needed to keep flying taxis from colliding with buildings, cars and drones A model of a concept passenger aircraft on display on the Boeing Co stand at the Farnborough International Airshow 2018 in Farnborough, UK, on Tuesday. PHOTO: BLOOMBERG BEFORE flying Ubers can zip people over crowded city streets, regulators and planemakers such as Boeing Co and Airbus SE will first need to figure out a series of safety conundrums and technical dilemmas. Among the questions: What's a reasonable amount of backup energy to require for winged electric vehicles, especially when current battery technology will only support about 20- to 30-minute journeys? US regulators require commercial jetliners to carry extra reserve fuel in case flights are forced off schedule by foul weather, congested airports or other causes, or if the plane has to divert to another airport. "A 30-minute reserve isn't going to work on a 20-minute flight time," said John Langford, founder of Aurora Flight Sciences, purchased last year by Boeing for its pioneering work in autonomous flight. It's the type of multifaceted challenge, encompassing new technologies and regulatory complexities, that the Chicago-based manufacturer plans to tackle with a newly formed unit, Boeing Next. The company is creating the operation as a companion to HorizonX, its venture-capital arm, which is focused on fostering futuristic technologies. Steve Nordlund will head both initiatives. Fleets of strange new electric flying machines are apt to be buzzing over congested city streets within years - not decades, given the rapidly evolving technology for batteries and artificial intelligence, Greg Hyslop, Boeing's chief technology officer, told reporters at the Farnborough air show. "We're at an inflection point where things will change, and change rapidly," Mr Hyslop said. E-commerce and creaky "terrestrial infrastructure" that's struggling to keep pace with increasingly mobile populations are among the forces driving this new trend. But formidable obstacles remain, starting with the complex traffic system needed to keep flying taxis from colliding with buildings, cars, drones, conventional aircraft and of course people on the ground. Aerospace analyst Richard Aboulafia is among the sceptics that the new technology, and regulations to manage it, will be developed in the next decade. "2040 is very aggressive to me, but not inconceivable," he wrote earlier this year. To take root, the industry will need "an alchemical mix of autonomy, hyper-efficient manufacturing, battery improvements/air vehicle electrification, and the discovery of unobtanium", he quipped. Boeing bolstered its portfolio of unconventional pilotless aircraft last year by buying Aurora, which is among the companies vying to develop a flying taxi with Uber Technologies Inc. Aurora has been inventing autonomous vehicles since the late 1980s, and its portfolio of novel flying machines includes a two-seat robotic copter known as an eVTOL (an abbreviation for electric vertical take-off and landing). Aurora decided to merge with Boeing after realising it would need far deeper resources to win regulatory support for its revolutionary new vehicles and the artificial intelligence that will operate them, Mr Langford said on Tuesday. Its first project following the acquisition: developing a new eVTOL for Boeing. As to the fuel-reserve conundrum, "that's a case where the regulators are being very, very reasonable", Mr Langford said. Manufacturers will need to craft a plan that addresses what can go wrong, along with the flexibility of vehicles that don't need 5,000-foot-long runways. Another Aurora invention involves helicopters that can rapidly and safely select their own landing site. "The real question: is there a market for a plane that flies 20 to 30 minutes?" Mr Langford said. "We'll see. We're going to do the experiments and we're going to find out." https://www.businesstimes.com.sg/transport/safety-issues-still-loom-for-futuristic-air-travel Back to Top ISASI 2018 Intercontinental Hotel, Festival City, Dubai. 30 October to 1 November, 2018 "The Future of Aircraft Accident Investigation" ISASI is pleased to announce that the preliminary Technical Program for ISASI 2018 is now posted. It is, of course, subject to change between now and the end of October. All up to date information, including registration forms for the seminar and a reservation link for the hotel can be found at http://isasiannualseminar.com/ We look forward to seeing all of you in Dubai. Back to Top Back to Top POSITION AVAILABLE: MANAGER OF INFLIGHT TRAINING What does a Manager of Inflight Training do for Allegiant? The Manager of Inflight Training & Standards reports to the Director of Inflight Training, Standards & Compliance and has the responsibility of providing direction to the Inflight Training department, including all curriculum development. In addition, this position will ensure that all Inflight training initiatives are delivered in accordance with all company Safety standards and are in compliance with all FARs and FAA approved training programs. What are some of the daily duties of a Manager of Inflight Training? o Responsible for the development, implementation, and continuous improvement of all training programs for Flight Attendants o Ensure all Inflight training curriculum meets regulatory requirements as well as company guidelines o Manage all training scheduling o Manage curriculum design and development in accordance with industry leading standards and Inflight safety & compliance team recommendations o Oversee the daily operation of all Inflight training facilities across the Allegiant system including classrooms and training devices o Manage all Inflight Field Instructors, Air Transportation Supervisors, Inflight Mentors and their respective programs o Other duties as assigned What are the minimum requirements to be a Manager of Inflight Training? • Bachelor's Degree or equivalent related experience • Two (2) years of experience as a flight attendant, Allegiant preferred • Two (2) years of Inflight training experience • One (1) year experience supervising others What other skills, knowledge, and qualifications are needed to be a Manager of Inflight Training? • Must pass Allegiant Flight Attendant Training and maintain currency • Ability to work well with others and communicate effectively with people at all levels • Ability to read and write English • Professional demeanor, excellent written, verbal and presentation skills • Proficient in the use of PowerPoint and other Microsoft Office Products • Strong knowledge of FAA regulations and related requirements • Must have a valid passport and driver's license • Must pass a background check and pre-employment drug screen • Must have authorization to work in the U.S. as defined in the Immigrations Act of 1986 What are the physical requirements of a Manager of Inflight Training? Ability to work in an office environment, with work onboard an aircraft and ability to meet all physical requirements of the Flight Attendant position. APPLY HERE Allegiant is an equal opportunity employer and will not unlawfully discriminate against qualified applicants or Team Members with respect to any terms or conditions of employment based on race, color, national origin, ancestry, gender, sexual orientation, age, religion, creed, physical disability, mental disability, medical condition, marital status, military service status, union/non-union activity, citizenship status, or other characteristic protected by state or federal law or local ordinance. Back to Top 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 Dear pilots, My name is Michail Karyotakis, F-16 Fighter Pilot and postgraduate student 'Air Safety 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 'Unmanned Aircraft Systems (UAS) in the 21st century. On attaining safer UAS flights based on current and future challenges and considerations.', aims to determine how UAS flights can become safe enough, so manned and unmanned air operations could be conducted simultaneously without compromising the safe performance of the entire aviation industry. To support my project research 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 (if desired by the participant). The survey will take about 12 minutes of your time to complete and is open for participation until 13 August 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 or air force you are working for. Please click the link below to enter the survey: SURVEY WEB LINK: https://www.surveymonkey.com/r/LC6RXZN Thank you in advance for your time and patience. Your participation is highly appreciated. Kind regards, Michail Karyotakis • Mobile phone number: +30 6983514058 • Student email: michail.karyotakis@city.ac.uk Curt Lewis