Flight Safety Information October 3, 2018 - No. 201 In This Issue Incident: Norra AT72 near Helsinki on Oct 1st 2018, engine shut down in flight Incident: AirAsia India A320 at Goa on Oct 1st 2018, could not retract gear Incident: Delta A319 near Indianapolis on Oct 1st 2018, fume or odour in cockpit EVAS - Cockpit Smoke Protection Incident: Blue Island AT72 near Jersey on Oct 2nd 2018, cracked windshield Incident: Delta A319 at New York on Oct 1st 2018, hit something really large at 1500 feet AGL Incident: Delta B763 at New York on Oct 1st 2018, rejected takeoff due to airspeed disagree LIBIK Fire Suppression Kits for the Cabin and Flight Deck Report: Simultaneous approaches of VFR, IFR traffic on different frequencies factor in airprox incident Safety takes off as theme of aviation summit in Riyadh FAA Targets UAS Violators for Enforcement Passengers stranded after Primera Air collapses FAA clears DJI and other drone companies to fly near airports FAA Adds More Checks On 737 Engines 50 years ago, the first Boeing 747 was the 'queen of the skies' Fast track to spy plane training opens for Air Force student pilots Mitsubishi vows MRJ90 jet still on track to take off in 2020 MITRE SMS December Courses DTI Training - Workshops Scheduled in Canada and the U.S. '2018 International Aviation Safety and Education Summit Aircraft Accident Investigation from SCSI HIGH ALTITUDE FLYING: WHAT EVERY PILOT NEEDS TO KNOW - Course Incident: Norra AT72 near Helsinki on Oct 1st 2018, engine shut down in flight A Norra Nordic Regional Airlines Avions de Transport Regional ATR-72-212A on behalf of Finnair, registration OH-ATF performing flight AY-348 from Joensuu to Helsinki (Finland), was descending towards Helsinki when the crew needed to shut the right hand engine (PW127) down. The aircraft continued for a safe landing on Helsinki's runway 22L. The aircraft remained on the ground for about 19 hours before returning to service. The airline reported the aircraft needed to land on one engine due to a technical failure, despite the shut down of one engine the aircraft landed 13 minutes ahead of schedule. http://avherald.com/h?article=4be759a9&opt=0 Back to Top Incident: AirAsia India A320 at Goa on Oct 1st 2018, could not retract gear An AirAsia India Airbus A320-200, registration VT-GWH performing flight I5-1325 from Goa to Bangalore (India) with 168 people on board, was in the initial climb out of Goa's runway 26 when the crew could not retract the landing gear due to a hydraulic failure. The aircraft stopped the climb at 5000 feet and returned to Goa for a safe landing on runway 26 about 25 minutes after departure. The aircraft remained on the ground for about 13 hours, then departed again and reached Bangalore with a delay of 13:15 hours. A number of passengers had been rebooked onto other earlier flights. http://avherald.com/h?article=4be7536e&opt=0 Back to Top Incident: Delta A319 near Indianapolis on Oct 1st 2018, fume or odour in cockpit A Delta Airlines Airbus A319-100, registration N341NB performing flight DL-2848 from Detroit,MI to Saint Louis,MO (USA) with 116 passengers and 5 crew, was enroute at FL360 about 60nm north of Indianapolis,IN (USA) when the crew donned their oxygen masks and decided to divert to Indianapolis reporting fumes or odour in the cockpit. The aircraft landed safely on Indianapolis' runway 23R about 20 minutes after leaving FL360. The airline reported the aircraft diverted as a precaution due to an odour in the flight deck area. A replacement A320-200 registration N333NW continued the flight and reached Saint Louis with a delay of 4.5 hours. The occurrence aircraft returned to service 21 hours after landing. https://flightaware.com/live/flight/DAL2848/history/20181001/1943Z/KDTW/KSTL http://avherald.com/h?article=4be75836&opt=0 Back to Top Back to Top Incident: Blue Island AT72 near Jersey on Oct 2nd 2018, cracked windshield A Blue Island Avions de Transport Regional ATR-72-212A on behalf of Flybe, registration G-ISLI performing flight BE- 6300/BCI-271 from Guernsey,CI to Southampton,EN (UK), was climbing through FL110 out of Guernsey when the crew reported a cracked windshield and decided to divert to Jersey,CI (UK) where the aircraft landed safely about 15 minutes after stopping the climb at FL115. The airline reported a random failure of a windshield heating element caused a crack in the windshield prompting the diversion to Jersey. A replacement ATR-42-300 registration G-ISLH reached Southampton with a delay of 90 minutes. The occurrence aircraft is still on the ground about 13.5 hours after landing. http://avherald.com/h?article=4be75229&opt=0 Back to Top Incident: Delta A319 at New York on Oct 1st 2018, hit something really large at 1500 feet AGL A Delta Airlines Airbus A319-100, registration N368NB performing flight DL-2292 from New York La Guardia,NY to Minneapolis,MN (USA) with 125 people on board, was in the initial climb out of La Guardia's runway 31 when the crew declared emergency reporting they had hit something, both engines were running fine. The crew stopped the climb at 5000 feet, subsequently advised they had taken "a really hard hit on the airplane" at about 1500 feet, they didn't know what it was. They would divert to New York's JFK Airport for an overweight landing and weren't sure whether they might have a problem with the landing gear once it is being selected down again, the crew inquired whether the emergency services would be on standby indeed, ATC confirmed emergency services are on stand by and would await the aircraft at the end of the runway. The aircraft landed safely on runway 22L, the aircraft vacated the runway at the end, crossed runway 22R (with clearance) and stopped for an inspection by emergency services. The crew advised emergency services they had "hit something really large", flaps were out, and advised emergency services both engines were still running in case emergency personnel was underneath the aircraft to inspect the aircraft. The occurrence aircraft remained on the ground for about 3 hours, then departed again and reached Minneapolis with a delay of 3.5 hours. https://flightaware.com/live/flight/DAL2292/history/20181001/2300Z/KLGA/KMSP http://avherald.com/h?article=4be734b7&opt=0 Back to Top Incident: Delta B763 at New York on Oct 1st 2018, rejected takeoff due to airspeed disagree, brakes fire during taxi back A Delta Airlines Boeing 767-300, registration N180DN performing flight DL-420 from New York JFK,NY (USA) to Accra (Ghana) with 250 people on board, was accelerating for takeoff from New York's runway 13R when the crew rejected takeoff due to disagreeing airspeeds. The crew advised they didn't need assistance at this time and they were ready to return to the gate. The aircraft vacated the runway via taxiway L about 2700 meters/8900 feet down the runway and taxied via taxiway A around the terminal complex and was near the intersection of taxiways A and W when a ground observer notified ground about flames from the back of the aircraft, ground subsequently advised the Delta crew there were flames from the right main gear, at least a strong glow, emergency services had already been dispatched. The aircraft stopped near the intersection taxiways A and W. Emergency services foamed the right main gear and put the fire out. The passengers disembarked via mobile stairs after the fire was put out. Right main gear on fire (Video: brooklyn ortiz): Delta ? on ?? at JFK. http://avherald.com/h?article=4be73246&opt=0 Back to Top Back to Top Report: Simultaneous approaches of VFR, IFR traffic on different frequencies factor in airprox incident Date: 21-APR-2016 Time: 08:14 UTC Type: Fokker 50 Owner/operator: VLM Registration: OO-VLF C/n / msn: 20208 Fatalities: Fatalities: 0 / Occupants: 33 Other fatalities: 0 Aircraft damage: None Category: Serious incident Location: 10 NM north-east of Friedrichshafen airport (EDNY) - Germany Phase: Approach Nature: Domestic Scheduled Passenger Departure airport: Berlin-Tegel Airport (TXL/EDDT) Destination airport: Friedrichshafen airport (EDNY) Investigating agency: STSB Switzerland Narrative: On 21 April 2016, the second day of the aviation exhibition AERO-Friedrichshafen, the pilot of the pistoned-engine Piper PA-28RT-201T, registration OK-ELL, with three passengers on board, made initial contact at 08:03:27 UTC with the Friedrichshafen (EDNY) aerodrome control on frequency 120.075 MHz for landing. The pilot notified the air traffic controller that he had passed Kempten and was going to descend to 4000 ft QNH. At the aerodrome control of Friedrichshafen Airport two air traffic controllers' workstations were allotted with the descriptions VFR Pick-up, respectively PL-Main. After initial contact, the pilot of OK-ELL was instructed by the VFR Pick-up controller to fly directly towards the waypoint OSCAR, north-west of the airport, thereby remaining outside of the control zone (CTR). Roughly four minutes later, the crew of a Fokker 50 with flight plan call sign VLM 22TX and 33 passengers on board, made initial contact with the radar executive (RE) air traffic controller of the approach control (APP). The latter then issued a heading and a descent clearance with the intention of guiding VLM 22TX via a right-hand base towards a waypoint situated on the extended centreline of runway 24 and approximately 11 NM from the threshold for an instrument approach. When OK-ELL was roughly 20 NM east of the airport at an altitude of 4000 ft AMSL, the pilot was cleared by the VFR Pick-up aerodrome controller to join the final approach leg of runway 24. At 08:12:49 UTC, the flight crew of flight VLM 22TX was cleared by the RE air traffic controller to descend to 5000 ft QNH. Half a minute later, they were cleared to turn to a heading of 150 degrees for the base leg, coupled with the clearance to descend to 4000 ft QNH. After having been transferred to the PL Main air traffic controller, the pilot of OK-ELL called on frequency 134.300 MHz at 08:13:44 UTC on long final to runway 24. At 08:13:58 UTC, the PL Main aerodrome controller instructed the pilot of OK-ELL to turn right towards the waypoint OSCAR and to remain outside of the CTR. At 08:14:06 UTC the ground based short term conflict alert (STCA) generated an alarm between VLM 22TX and OK-ELL, followed ten seconds later at 08:14:16 UTC by a traffic information provided to the flight crew of VLM 22TX by the RE air traffic controller concerning an unknown VFR traffic. He then provided a second traffic information at 08:14:37 UTC. Despite good visual meteorological conditions, the visibility through the flight deck windows of VLM 22TX was impaired by the reflection and position of the sun, which is why the flight crew could only identify and follow the intruding traffic at the same altitude with the information displayed by their traffic alert and collision avoidance system (TCAS). The commander subsequently decided to initiate an avoidance manoeuvre by turning 90 degrees to the right. At approximately the same time, following the traffic information, the pilot of OK-ELL reported that he had visual contact with the Fokker 50. During the avoidance manoeuvre of VLM 22TX, the two aircraft crossed at an altitude of approximately 4000 ft AMSL. The closest point of approach at 08:14:54 UTC was 0.5 NM horizontally und 100 ft vertically. Both aircraft continued their approach without further events. Causes: The serious incident is attributable to a dangerous convergence of two aircraft flying on a converging course in airspace class E during an aviation exhibition, during which time the commercial aircraft flying under instrument flight rules was in contact with the approach control, while the light aircraft flying under visual flight rules was in radio contact with the aerodrome control. The dangerous convergence arose from the concurrence of the following factors in chronological order: - The operational concept consisting of the simultaneous approach of traffic under visual and instrument flight rules during the trade fair entailed systemic risks. - The pilots of both aircraft were not in radio contact with the same air traffic control unit. - The traffic guidance within the aerodrome control service concerning the light aircraft approaching under visual flight rules was coordinated inadequately. - The traffic alert and collision avoidance system on board the commercial aircraft did not generate a resolution advisory due to a lateral avoidance manoeuvre. - The traffic information provided by the aerodrome control to the pilot of the light aircraft was given too late. - The pilots of both aircraft only acquired a late visual contact of each other. The current classification of the airspace, in which the dangerous convergence took place, contributed to the occurrence of the serious incident. Sources: STSB Accident investigation: Investigating agency: STSB Switzerland Status: Investigation completed Duration: 2 years and 5 months Download report: Final report https://aviation-safety.net/wikibase/wiki.php?id=215961 Back to Top Safety takes off as theme of aviation summit in Riyadh The summit has been organized by the General Authority of Civil Aviation (GACA) in cooperation with the International Civil Aviation Organization (ICAO). (SPA) * The Kingdom is concerned with civil aviation issues in general and air safety in particular, says transport minister * The summit aims to raise awareness on aviation safety developments RIYADH: Safety awareness in the region is the key theme of the Fourth Middle East Aviation Summit, which began in Riyadh on Tuesday. The summit has been organized by the General Authority of Civil Aviation (GACA) in cooperation with the International Civil Aviation Organization (ICAO). Ahead of the two-day summit the executive committee of the Regional Safety Oversight Organization for the Middle East and North Africa (MENA-RSOO), which aims to promote the safe and effective use of civil aviation, unanimously chose Abdulhakim Al-Tamimi, president of the GACA, as its leader. GACA had earlier announced the selection of Riyadh as the headquarters of the RSSO for the Middle East and North Africa. Held under the patronage of Minister of Transport and Chairman of GACA Nabil Al-Amoudi, the summit aims to raise awareness on aviation safety developments, including the Global Aviation Safety Plan (GASP) and regional safety priorities and targets. Speaking at the opening session, Al-Amoudi expressed appreciation to King Salman for his approval to host the permanent headquarters of the MENA-RSOO and for allocating a budget of $1.5 million for this. He stressed that the Kingdom is concerned with civil aviation issues in general and air safety in particular, in addition to applying air safety standards and procedures in the civil aviation industry at a global level. "Air transport is one of the most dynamic industries where it plays a major role in the economies of several countries; it has a direct and indirect impact on the progress of modernization that governments seek for their people," said the minister. He noted the growing demand for air travel worldwide. He said that the Middle East is witnessing the highest and fastest growth rates in the world, increasing the challenges it faces in aviation safety and security. Saudi Vision 2030 urged the promotion of joint action among countries in the Middle East region as a single block, he said. The GACA president said that the gathering of a large number of experts and decision-makers in civil aviation in the Middle East region in one location to discuss global developments in aviation safety made the gathering one of the most important events organized at a regional level in the air transport industry. "We are confident that the countries and the authorities participating in this gathering will harness all their capabilities in order to meet the challenges and cope with them with high efficiency through joint action," said Al-Tamimi. He highlighted that the GACA as the host affirmed that it will continue to support all ICAO endeavors, programs and initiatives aimed at achieving the best level of safety at a global and a regional level. Asked about five Saudi women who made history last month by qualifying to become commercial pilots, the GACA president told Arab News on the sidelines of the summit: "They have cleared all essential requirements including tests prescribed by the GACA and therefore have been issued licenses to work as commercial pilots; those seeking careers in the aviation industry with pilot training can come forward, everybody is welcome to the training facility in the Kingdom." Mohammed Rahma, regional director of the Middle East office of the ICAO, praised the role of the Kingdom for its continued support for the "No country left behind" initiative in the Middle East and its cooperative action to overcome regional problems, including the lack of financial and human resources. The summit witnessed the signing of agreements on aviation safety between the Kingdom and some member states. http://www.arabnews.com/node/1381516/saudi-arabia Back to Top FAA Targets UAS Violators for Enforcement Even first time offenders won't get a break. The FAA says it's time drones getting in the way of first responders ended. The FAA has had enough of drone operators who don't seem smart enough to remain clear of locations where their aircraft might interfere with wildfire containment crews, law enforcement efforts, or other first responders, such as medical flights. The agency said last week that violators are now more likely to face serious civil penalties, even for first-time offenses. Deterring interference with first responders is critical, particularly as drone use expands exponentially. Firefighting aircraft trying to contain a wildfire have to suspend flights when a drone enters the area to avoid a possible mid-air collision. A drone flying over a crime scene or accident site can hamper police or medical aircraft operations. Ultimately, interference by a drone can cost lives. Under traditional agency guidance, inspectors generally use non-enforcement methods, including education, for correcting unintentional violations that arise from factors such as flawed systems, simple mistakes, or lack of understanding. However, given the potential for direct and immediate interference with potentially life-saving operations where minutes matter, offenders will immediately be considered for enforcement actions. Enforcement actions can include revocation or suspension of a pilot certificate, and up to a $20,000 civil penalty per violation. In July 2016, Congress authorized the FAA to impose a civil penalty of not more than $20,000 for anyone who operates a drone and deliberately or recklessly interferes with wildfire suppression, law enforcement, or emergency response efforts. The FAA recently created guidance for agency personnel that says all cases involving interference with first responders will be referred to the FAA Chief Counsel's office for possible enforcement action. This FAA action is separate from new provisions included within the FAA Reauthorization legislation that would allow authorities to track, intercept or even shoot down drones considered a security threat. https://www.flyingmag.com/faa-drones-emergency-violations Back to Top Passengers stranded after Primera Air collapses Would-be passengers have been warned not to turn up for Primera Air flights after the discount airline ceased operations ahead of filing for bankruptcy. Stansted said on Monday that travellers due to fly with the airline should not travel to the airport, from which Primera operated flights to Spain and the US. Birmingham Airport referred customers to the Civil Aviation Authority advice, which urged those expecting return flights to the UK with the operator to make fresh arrangements home. The Foreign Office said its consulate in Malaga had already been contacted for advice by a Briton. Stansted Airport said in a statement: "Passengers due to travel with Primera Air are advised not to travel to the airport and instead contact the airline directly." The Danish airline said it was a "sad day" for staff and passengers but it had "no other choice than filing for bankruptcy". "On this sad day we are saying Goodbye to all of you," Primera Air said in a statement on its website. Primera Air, which is Icelandic owned but based in Copenhagen, began in 2003 and has served 97 destinations in more than 20 countries. The airline announced last month that it planned to launch routes from Madrid to New York, Boston and Toronto next year at an introductory price of 149 euros ($172) each way. It also announced in September plans for direct long-haul flights from Frankfurt to New York, Boston, Toronto and Montreal from next year. Britain's Monarch Airlines collapsed exactly a year ago, after falling victim to intense competition for flights and a weaker pound. Air Berlin, Germany's second-largest airline, filed for bankruptcy protection in August 2017. https://www.yahoo.com/finance/news/passengers-stranded-primera-air-collapses-220539578.html Back to Top FAA clears DJI and other drone companies to fly near airports Professional drone pilots flying DJI can now get approval to fly over airports in near-real time. The Federal Aviation Administration (FAA) has given nine companies permission to fly in controlled airspace, such as airports, as part of its Low Altitude Authorization and Notification Capability (LAANC) initiative. One of those nine companies is DJI, along with Aeronyde, Airbus, AiRXOS, Altitude Angel, Converge, KittyHawk, UASidekick and Unifly. It doesn't mean operators can fly those brands' drones over airports anytime they want, though -- it only means that professional drone pilots can now get authorization to enter controlled airspace in near-real time instead of waiting for months. A pilot that's going to use a drone to conduct an inspection, capture photos and videos or herd birds away from airports, for instance, can now send their applications to fly in controlled airspace to LAANC. The program then processes their applications in near-real time, designating the locations within that airspace they can use, along with the altitudes they can fly in. LAANC makes sure the drones won't be able to go anywhere near planes, in case the location is an airport, and will inform the FAA Air Traffic of the permissions it granted. The program is a collaboration between the FAA and the drone industry in an effort to give drones the capability to do work near airports where they're typically not allowed. DJI and the other companies in the list had to undergo testing to make sure their technologies are up to snuff and are qualified to be part of the initiative. "Before LAANC, using drones for productive work near many airports required detailed applications and up to months of waiting, even when the benefits were clear and safety was prioritized," DJI Program Manager Brandon Montellato explained. "Now, LAANC allows easy drone use in more than 2,000 square miles near airports, including many populated areas that can benefit tremendously from drone operations." https://www.engadget.com/2018/10/03/faa-dji-airports/ Back to Top FAA Adds More Checks On 737 Engines The FAA on Monday issued a new Airworthiness Directive that affects about 1,800 Boeing 737 aircraft operated in the U.S. The AD requires additional inspections of the fan blades in all the airplanes equipped with the same type of blades that caused a catastrophic engine failure in April, when one passenger died on a Southwest flight after a window was broken by engine debris. A previous AD had mandated the inspections after 3,000 flight cycles, but the new AD reduces that interval to 1,600. The AD takes effect on Oct. 16. The updated rule was prompted by continuing research undertaken by CFM, the engine manufacturer. CFM issued a Service Bulletin in July advising operators of the new interval recommendation. The FAA's AD now makes that new interval mandatory. The FAA estimates each inspection will take about two hours, costing the airlines an average of about $170. If a fan blade fails the inspection, it would cost about $51,000 to replace it. https://www.avweb.com/avwebflash/news/FAA-Adds-More-Checks-On-737-Engines-231621-1.html Back to Top 50 years ago, the first Boeing 747 was the 'queen of the skies' - here's how the airplane helped make international air travel affordable Pan America Boeing 747 Well-wishers wave to the Pan American Airlines, Boeing 747 called Clipper Voyager as it takes off from the Frankfurt International Airport in 1991. Kurt Strumpf/AP * In 1968, the Boeing 747 premiered as the first wide-body "jumbo-jet" ever built and until 2007, it was the largest civilian airplane in the world. * Versions of the 747 have been famous over the years - in 1990, a pair of 747-200s began operating as Air Force One, the plane that ferries around the US president. * Today, all US airlines have retired their 747s, however the airplane will be remembered for helping to make international air travel more affordable. On September 30, 1968, the first Boeing 747 rolled out of its custom-built assembly plant in Everett, Washington. From the beginning, everything about the plane once known as the "queen of the skies" was big. It was the first wide-body "jumbo jet" ever built, involving about 50,000 construction workers, mechanics, engineers and others who took it from an idea to the air in just 16 months in the late 1960s. Until 2007 and the introduction of the Airbus A380, it was the largest civilian airplane in the world. Versions of the 747 have been used in a variety of famous ways. In 1990, for example, a pair of 747-200s began operating as Air Force One, the plane that ferries around the US president. Just to produce the 747, Boeing first had to erect what was and still is the largest building by volume ever constructed - big enough to hold 75 football fields or all of Disneyland. I've been researching and teaching the history of American aviation for more than a quarter- century. Even though all US airlines have retired their 747s, marking the end of an era, I believe it's worth remembering the amazing story of the airplane that helped make international air travel affordable. The jumbo jet is born Boeing 747 prototype take off first flight The new Boeing 747 had its first test flight on February 9, 1969. AP The story of the 747, like those of many other aircraft, began with a military request. In 1963, the US Air Force issued a proposal for a very large transport aircraft to carry heavier loads and have a longer range than then-existing transport aircraft such as the C-141. Although Boeing lost its bid for what is now known as the C5 Galaxy, the designs and studies that went into its proposal didn't go to waste. That's because around the same time, Juan Trippe, the hard-charging president of Pan American World Airways, wanted Boeing to build an airliner twice the size of the first-generation jet airliner, the 707. It would be "a great weapon for peace, competing with intercontinental ballistic missiles for mankind's destiny," he insisted. A big risk But at the time, it was a very risky endeavor. Many in the aviation industry - including at Boeing- believed that the future of air travel belonged to the fast, not the large. They envisioned new fleets of supersonic aircraft - such as the Concorde, which began flying in 1976 - that would make the existing subsonic flight obsolete, especially on the long routes the 747 was designed to fly. For comparison, the Concorde could make the trip from London to New York in about three hours, while a flight on a 747 (or any other subsonic commercial airliner) could take eight to 10 hours. But Boeing plowed ahead with the project anyway. The new plane had its first test flight on February 9, 1969, and debuted to a world audience at the Paris Air Show later that summer. By the end of the year, the Federal Aviation Administration declared it airworthy, and Pan Am took delivery of its first 747 on January 15, 1970. Although the 747-100 at full capacity promised the airlines cost efficiency, the plane rarely flew that way, with 400 passengers. In part, this was because the 747 had the misfortune of launching during a recession and the first oil crisis, both of which resulted in fewer passengers. In addition, the project's size itself almost threatened the aerospace company - and its banks - with bankruptcy because the aircraft's development required Boeing to take on $2 billion in debt, or about $20 billion in today's dollars. Fortunately for Boeing, it hedged its bets by designing the aircraft to function both as a passenger airliner and as an air freighter. It was the freighter variant that required the "hump" at the top of the fuselage to hold the cockpit so that the nose section could swing open. Since then, Boeing has built over 1,500 747s, and about 500 still fly today. The golden age of flight The 747 was - and is - probably the most easily recognizable jet airliner. While most people would have a hard time distinguishing between a Boeing 707 and a DC-8 - or pretty much any other pair of jet airliners - the 747's large size and distinctive "hump" at the front make it unmistakable. It debuted at the end of the so-called golden age of flight, a time when air travel still was seen as glamorous and most airlines catered to an elite clientele. As such, early operators used the upper deck as a passenger lounge for first-class passengers, rather than filling the plane to its full capacity. In the late 1970s, in an effort to entice more passengers, American Airlines went one step further, turning the lounge into a "piano bar" complete with a Wurlitzer organ and entertainer who led singalongs with the passengers. Deregulation, however, soon made such glamorous amenities obsolete as airlines focused on cutting costs rather than offering high services. And over time, smaller and more efficient long- range twin-engine aircraft like the 777 and 787 diminished the need for a hulking jumbo jet. Icon of aviation Air Force One US Predsident George Bush Boeing 747 airplane George H. W. Bush waves as he boards the Air Force One to take the maiden voyage on the converted jumbo Boeing 747. Ron Edmonds/AP Despite its problems, the 747 won a coveted place in American popular culture. It "starred" in two disaster movies - "Airport 1975" and "Airport '77," not to mention several films that involved hijackings, including "Air Force One." The 747 also gained further fame from certain specialty missions. NASA, for example, used a specially modified 747 to transport the space shuttle between landing and launch sites. And, of course, a 747 continues to fly around the "leader of the free world" and his entourage. In 2024, the 747-8 - possibly painted red, white and blue at President Donald Trump's request- will take over the job, with a longer range, slightly higher speed and a higher maximum takeoff weight. But Boeing has no plans to assemble another for the airlines. US airlines stopped flying 747s in 2017, and what looks to be the last passenger 747-8 went to Korean Airlines that same year. The aircraft, however, may still have a long life as a carrier of freight - UPS, for example, recently ordered 14 of them - as well as the American president, which means these icons of aviation will still fly well into the 21st century. https://www.businessinsider.com/first-boeing-747-airplane-made-international-air-travel- affordable-2018-10?r=UK&IR=T Back to Top Fast track to spy plane training opens for Air Force student pilots A U-2 Dragon Lady flies above the Sierra Nevada Mountain Range, California, Mar. 23, 2016. In effort to speed up what was previously a six-year process, the U.S. Air Force will for the first time allow undergraduate pilots to enter a direct pipeline to flying the legendary spy plane. The obstacles to soaring 70,000 feet above the Earth are about to shrink for future U.S. Air Force pilots. The Air Force is launching an experimental program to put pilots into the cockpit of the legendary U-2 spy plane faster and earlier in their careers. The move is in line with a service effort to increase pilot production in all airframes. The change means that beginning this fall, students in undergraduate pilot training may select the U-2 on their "dream sheets," just as they would for any other plane, Air Force officials at Beale Air Force Base, Calif., said Monday. Currently, U-2 pilots spend a minimum of six years in other aircraft before applying for the U-2 program, the Air Force said. They come from every military flying background - fighters, bombers, tankers, transports and trainers - as well as from the Navy, Marines and Coast Guard. The field is competitive and demanding. U-2 pilots fly solo for up to nine hours, reaching altitudes above 70,000 feet. Prospective pilots can apply for the U-2 First Assignment Companion Trainer, or FACT, program. "The well-established path to the U-2 has proven effective for over 60 years," Lt. Col. Carl Maymi, commander of the 1st Reconnaissance Squadron at Beale, said in a statement. "However, we need access to young, talented officers earlier in their careers. I believe we can do this while still maintaining the integrity of our selection process through the U-2 FACT program." The effort to accelerate the U-2 pipeline comes as the Air Force grapples with a shortage of about 2,000 pilots across the service. Leaders are looking at ways to increase the number of pilot production in all airframes by about 200 a year. The Air Force will initially select only two U-2 pilot candidates for the program. Every undergraduate pilot training student from Air Education and Training Command's flying training locations, during the designated assignment window, is eligible, according to the Air Force. The first candidate will be selected this fall; the next one will be chosen about six months later. Each selectee will attend T-38 pilot instructor training at Joint Base San Antonio-Randolph, Texas, before moving to Beale for an assignment as a T-38 instructor pilot for the U-2 Companion Trainer Program. After gaining experience, the pilot will perform the standard two-week U-2 interview process and, if hired, begin basic qualification training. Depending on how the two student pilots fare, the Air Force will decide whether to continue with the experimental U-2 pilot pipeline, service officials said in a statement. Also known as the Dragon Lady, the U-2 has been flying for more than 60 years. The high-altitude reconnaissance plane was designed during the early days of the Cold War to spy on the Soviet Union. The plane has since been adapted to perform various military and civilian roles, equally adept at tracking terrorists in Afghanistan and the migration of spruce bark beetles in Alaska's forests, NASA said in a 2015 report on the aircraft. The Air Force seems to have abandoned plans for now to mothball the venerable spy plane. Once slated for a 2015 retirement, the U-2 has stuck around amid growing demands for surveillance capabilities and rising costs of the Global Hawk, once billed as the U-2's replacement. Pentagon leaders said last year they planned to keep the U-2 well into the future. svan.jennifer@stripes.com Twitter: @stripesktown https://www.stripes.com/news/fast-track-to-spy-plane-training-opens-for-air-force-student-pilots- 1.550059 Back to Top Mitsubishi vows MRJ90 jet still on track to take off in 2020 Hisakazu Mizutani, president of Mitsubishi Aircraft Corp., talks about the Mitsubishi Regional Jet 90 in Toyoyama, Aichi Prefecture, on Oct. 1. (Takehiro Tomoda) TOYOYAMA, Aichi Prefecture--No more holdups will beset the much-delayed Mitsubishi Regional Jet (MRJ) 90, the first Japanese-made passenger jet, the president of Mitsubishi Aircraft Corp. pledged in an interview with The Asahi Shimbun. "We will definitely honor our promise to deliver the first jet in the middle of 2020," Hisakazu Mizutani said on Oct. 1. Mizutani said the company plans to complete alterations to the jet's design, including changing the wiring in the aircraft's fuselage. The MRJ project has been mired in a slew of problems over much of the past decade. The company planned to deliver the first MRJ90, which has about 90 seats, in 2013, but it has been postponed five times since. Development costs ballooned to 600 billion yen ($5.26 billion) from the initial estimate of less than 200 billion yen. Just last month, Mitsubishi Heavy Industries Ltd., the parent company of Mitsubishi Aircraft, announced its prospect of injecting an additional 200 billion yen by the time the aircraft is delivered. Asked about the progress of the project currently, Mizutani said, "We are managing to keep things going according to schedule." He indicated that new technology that is not available with the MRJ90 will be introduced to the MRJ70, which is under development as a derivative aircraft with about 70 seats. Details are under consideration, he added. Mizutani ruled out the possibility that Myanmar's troubled Air Mandalay Ltd. might cancel its order for 10 MRJ90, including the right to purchase. The carrier suspended all its flights in September. "Our sales department is in constant contact with the airline," he said. "I have received a report that the company wants to resume operations soon. No talks about cancellation have been raised." http://www.asahi.com/ajw/articles/AJ201810020032.html Register Here Phone: (231)720-0930 (9-6 EST) Curt Lewis