Flight Safety Information October 18, 2018 - No. 212 In This Issue Incident: Oman A333 near Bucharest on Oct 17th 2018, engine oil leak Incident: Swiss BCS1 near Zurich on Oct 13th 2018, engine shut down in flight Incident: Sky Regional E175 at Atlanta on Oct 12th 2018, pitot loses to bird Hughes 369D - Fatal Accident (New Zealand) Breaking: First Lady's Aircraft Makes Emergency Landing Due To Smoke EVAS - Cockpit Smoke Protection Super Hornet engine catches fire in flight LIBIK Fire Suppression Kits for the Cabin and Flight Deck ROLLS-ROYCE ENGINE CLEANING PROCEDURES BLAMED FOR QANTAS A380 ENGINE EXPLOSION Air Force Thunderbirds pilot pulled nearly 9 Gs before blacking out in fatal crash Local survivors of Aeroméxico plane crash sue, claim pilots 'gambled' with their lives Error during assembly of P&W engine led to GoAir aircraft Comac C919 Stumbles on FAA Flight Deck Standards Plugged in planes - future of aviation looks electrifying FlightSafety eLearning Joins USAIG's Performance Vector Safety Initiative Pulselite Anti Bird Strike System STC'd for Bell 407 Variants Iridium Communications : ® Aviation Safety Services Continue to Climb Drone-Based Aircraft Inspections To Go Mainstream By 2020 Space startup Rocket Lab will build a second launch site in Virginia GRADUATE RESEARCH SURVEY Upcoming USC Aviation Safety Courses Air Traffic Control Investigation from SCSI Position Available: Deputy Director of Safety Medallion Foundation - PROVIDING ASSURANCE IN YOUR SYSTEMS HIGH ALTITUDE FLYING: WHAT EVERY PILOT NEEDS TO KNOW - Course Incident: Oman A333 near Bucharest on Oct 17th 2018, engine oil leak An Oman Air Airbus A330-300, registration A4O-DE performing flight WY-116 from Frankfurt/Main (Germany) to Muscat (Oman), was enroute at FL310 about 60nm northwest of Bucharest (Romania) when the crew descended the aircraft to FL240 and decided to return to Germany diverting to Munich due to a low quanity indication for the right hand engine (Trent 772). The aircraft landed safely in Munich about 100 minutes after the decision to turn around. The aircraft is still on the ground in Munich about 10 hours after landing back. http://avherald.com/h?article=4bf18bb3&opt=0 Back to Top Incident: Swiss BCS1 near Zurich on Oct 13th 2018, engine shut down in flight A Swiss International Airlines Bombardier C-Series CS-100, registration HB-JBC performing flight LX-647 from Paris Charles de Gaulle (France) to Zurich (Switzerland), was on approach to Zurich when the crew reported they had needed to shut an engine (PW1524) down. The aircraft continued for a safe landing on runway 14, vacated the runway and stopped for an inspection by emergency services before taxiing to the apron. The occurrence aircraft is still on the ground in Zurich about 111 hours after landing. http://avherald.com/h?article=4bf18566&opt=0 Back to Top Incident: Sky Regional E175 at Atlanta on Oct 12th 2018, pitot loses to bird A Sky Regional Airlines Embraer ERJ-175, registration C-FUJA performing flight RS-7548 (dep Oct 11th) from Toronto,ON (Canada) to Atlanta,GA (USA) with 69 passengers and 4 crew, was on approach to Atlanta's runway 27L descending through 3500 feet MSL when the crew heard a bang. Shortly afterwards the crew received a "APPR 2 NOT AVAILABLE" EICAS message, the thrust started to increase. The crew disconnected the autopilot and manually reduced the thrust to the correct setting. After crosschecking the parameters and confirming what the problem was the crew switched control to ADS #1 (left side), re-engaged the approach mode on the autopilot, activated the autopilot and continued for a stable approach to and landing on runway 27L. The Canadian TSB reported a post flight inspection found a dent and remains of a bird just forward of the ADS probes on the right hand side of the nose, there was debris in the ADSP4 probe. The manufacturer's repair procedures were followed before the aircraft returned to service. https://flightaware.com/live/flight/SKV7548/history/20181012/0100Z/CYYZ/KATL http://avherald.com/h?article=4bf180f9&opt=0 Back to Top Hughes 369D - Fatal Accident (New Zealand) Date: 18-OCT-2018 Time: ca 11:00 LT Type: Hughes 369D Owner/operator: Department of Conservation/Helilink Registration: ZK-HOJ C/n / msn: 490491D Fatalities: Fatalities: 3 / Occupants: 3 Other fatalities: 0 Aircraft damage: Written off (damaged beyond repair) Location: near Wanaka (WKA) - New Zealand Phase: Nature: Survey Departure airport: Destination airport: Narrative: The aircraft impacted open field terrain in the vicinity of Wanaka Airport (NZWF), in Otago, South Island. The helicopter was partially consumed by the post-impact fire and the three occupants onboard received fatal injuries. https://aviation-safety.net/wikibase/wiki.php?id=216371 Back to Top Breaking: First Lady's Aircraft Makes Emergency Landing Due To Smoke Over the last two hours what should have been a routine trip for the First Lady of the United States (FLOTUS) turned into drama when her flight from Andrews Air Force Base to Philadelphia had to turn around and make an emergency landing. The incident was broken on Twitter via CBS White House Correspondent Mark Knoller. According to reports, the plane took off okay but soon a light smoke began to fill the cabin. According to the press pack on board, a "thin haze of smoke" was visible in the cabin, and they could smell something burning. Journalists were given wet towels to breathe through as the plane turned around and began to head back to Andrews AFB. The problem developed about 10 minutes after takeoff. The plane safely landed around 9 AM at Andrews and all passengers and crew including the First Lady disembarked. Clearly, the situation was well under control and the disembarkation was not rushed, but at a totally normal pace. Sources including the First Lady's press office have confirmed that her plane suffered a mechanical issue and was forced to return to Andrews AFB and make an emergency landing. After landing another aircraft was prepared for the First Lady, and she has already boarded and begun her journey. Sources stress that the issue was a minor mechanical one and at no time was anyone's life, including the First Lady's, in danger. Executive One Foxtrot The plane carrying Mrs Trump would have the call sign Executive One Foxtrot. The Executive One is the call sign of any aircraft carrying the President of the United States. However, when the President is not on board but a member of his family is, the call sign changes to Executive One Foxtrot. In this case the Foxtrot stands for 'Family'. https://simpleflying.com/breaking-first-ladys-aircraft-makes-emergency-landing-due-to-smoke/ Back to Top Back to Top Super Hornet engine catches fire in flight An F/A-18F Super Hornet with Strike Fighter Squadron 22 flies above the aircraft carrier Theodore Roosevelt during a deployment earlier this year. (U.S. Navy photo) A Super Hornet made an emergency landing earlier this month after its right engine caught fire, according to Navy officials and military records. The Oct. 4 incident involved a F/A-18F flying out of Naval Air Station Lemoore with the "Fighting Redcocks" of Strike Fighter Squadron 22, according to Naval Air Forces spokesman Cmdr. Ron Flanders. No injuries were reported and the pilot and weapons system officer safely landed at Lemoore, he said. Few other details were available this week but Flanders promised that a Navy probe "will seek to determine the cause and give a detailed amount of damages." The Navy and Marine Corps suffered six "Class A" aviation mishaps in Fiscal 2018, which ended on Sept. 30, according to Naval Safety Center data. That was down from a dozen similar mishaps in Fiscal 2017. Class A mishaps are considered the most severe incidents because they involve a fatality or permanent disabling injury to a crew member or at least $2 million in damage to the aircraft or other property. The sea service is in the midst of an aggressive plan to restore combat readiness to the air fleet, starting with the Super Hornets. Flush with cash infusions from Congress, the effort seeks to revamp how the Navy performs jet maintenance and its supply system for parts so that more jets will be ready to fly and fight today. Leaders say a non-stop operational pace since 9/11, coupled with reduced funding levels, has depleted the force. The "Fighting Redcocks" returned home from a deployment aboard the aircraft carrier Theodore Roosevelt this spring. https://www.navytimes.com/news/your-navy/2018/10/17/super-hornet-engine-catches-fire-in-flight/ Back to Top Back to Top ROLLS-ROYCE ENGINE CLEANING PROCEDURES BLAMED FOR QANTAS A380 ENGINE EXPLOSION Rolls-Royce powered A380 Qantas A380 Australia's crash investigator has found that faulty cleaning of fan blades by Rolls-Royce resulted in an engine failure on a Qantas A380 on route to Melbourne. The incident happened on May 20 last year about two hours after take-off as the crew initiated a climb to a higher flight level. The Australian Transport Safety Bureau said that as the aircraft passed 32,500ft (FL 325), "the crew on the flight deck heard a loud bang and felt a sudden and unusual vibration of the aircraft." Flight data showed that as the A380 passed FL 325, the No. 4 engine intermediate pressure turbine experienced an over speed and its N2 (Intermediate pressure shaft speed) increased from 92 percent to the red line limit of 98.5 percent over the next 2 seconds. The crew were presented with various warnings and reduced the thrust on engine No. 4 to idle. Then the engine fire warning message was displayed, which confirmed reports from the cabin. The flight crew shut the engine down and pushed the engine No. 4 fire button and discharged one fire retardant agent. The A380 was turned back to LA and landed without further incident. Initial engineering inspection of the No. 4 engine following the incident found damage to the low-pressure turbine blades. There was also minor damage to the right flap and flap fairing from debris exiting the rear of the engine. Rolls-Royce, the manufacturer of the aircraft's Trent 900 engine, conducted an investigation into the engine failure that caused the shutdown and found that the cleaning process caused corrosion to the low-pressure turbine stage 2 blades. Rolls-oyce also maintains the engines for Qantas. The ATSB said that "the corrosion led to fatigue cracking and subsequent release of blade shroud debris, resulting in significant downstream engine damage." "The corrosion resulted from chemical residue in the hollow blades from cleaning operations at the last service in July 2015." Rolls-Royce advised the ATSB that it found another 12 engines with blades potentially affected by the cleaning process. As a result, the European Aviation Safety Agency released an Airworthiness Directive (AD), effective in June relating to the potential for blade corrosion due to residual cleaning contaminants https://www.airlineratings.com/news/rolls-royce-engine-cleaning-procedures-blamed-qantas-a380-engine-explosion/ Back to Top Air Force Thunderbirds pilot pulled nearly 9 Gs before blacking out in fatal crash A United States Air Force F-16C Fighting Falcon engages full afterburners during takeoff from Nellis Air Force Base. Ethan Miller/Getty Images • An Air Force pilot with the Thunderbirds flight demonstration team was killed in an April 4 crash after he lost consciousness while performing an aerial maneuver. • Maj. Stephen Del Bagno blacked out for five seconds after pulling 8.56 Gs - despite regaining his bearings one second before impact, he was not able to pull the plane out of its dive. • In the last two seconds, he endured a sharp increase in negative G forces, which lowered his blood pressure and heart rate at precisely the wrong time. An Air Force pilot with the Thunderbirds flight demonstration team was killed in an April 4 crash after he lost consciousness while performing an aerial maneuver, the investigation into the incident determined. Maj. Stephen Del Bagno died after his F-16CM went down at the Nevada Test and Training Range near Creech Air Force Base, Nevada. Released on Tuesday, the investigation found that Del Bagno blacked out for five seconds after pulling 8.56 Gs. He regained his bearings one second before impact, but he was not able to pull the plane out of its dive. Del Bagno "had a reputation for exceptional fitness" and had successfully performed many maneuvers that require pulling a lot of G-Forces, the investigation found. But being physically fit is not enough to protect against the effects of going from negative to positive G-Forces, which can cause a rapid drop in cerebral blood pressure. Just prior to the crash, Del Bagno had been flying inverted, the investigation found. In the last two seconds of flying upside down, he endured a sharp increase in negative G forces, which lowered his blood pressure and heart rate at precisely the wrong time. "The resulting outcome was more vascular space created by the widened blood vessels for the blood to flow away from the brain at the onset of the [positive G-Forces] and a lowered heart rate and blood pressure making it more difficult for the body to counter that dynamic," the investigation said. As a result, Del Bagno was not physically prepared when he began a descending half-loop maneuver called a "Split S," during which he pulled nearly 9 Gs, according to the investigation, which said that he should have waited two extra seconds before pulling the stick up for the final maneuver. Fighter pilots are taught several ways to prepare for the sudden onset of positive G forces to avoid losing consciousness, said retired Air Force Lt. Col. Darren Sorenson, a former F-15 pilot whom Task & Purpose consulted about this incident. "Many other factors could have effected this pilots G tolerance on that particular day," said Sorenson, who had not read the crash investigation. "Very sad and unfortunate mishap." https://www.businessinsider.com/air-force-thunderbirds-pilot-pulled-nearly-9gs-before-blacking-out-fatal-crash-2018-10 Back to Top Local survivors of Aeroméxico plane crash sue, claim pilots 'gambled' with their lives A family aboard an Aeromexico flight that crashed and injured 85 passengers is suing the airline for damages. A family of six who survived a fiery crash aboard an Aeroméxico flight in July are suing the airline, a new lawsuit filed this week in Texas reveals. The case argues that members of the Olguin family- a woman, her four children and grandmother from Clute in Brazoria County- were injured in the crash due to the decision of Aeroméxico pilots to take off during a storm. They suit states it was the first leg of their return flight from Mexico to Houston. "Despite the visibly dangerous weather conditions, [Aeroméxico's] pilots, for reasons unfathomable, chose to challenge the violent forces of nature rather than wait for the tempest to pass," the lawsuit alleges. "The pilots gambled with the 103 lives on board, presumably betting they could outrun the storm." On July 31, 2018, the connecting Aeroméxico flight destined for Mexico City crashed when it veered off the runway during take off. Eighty-five passengers were injured and zero were killed in the crash. Cellphone video taken by passengers show the aircraft accelerating for take-off during heavy winds, rain and hail. The plane lost both its engines during the crash and burst into flames when it came to a stop more than 300 yards from the runaway, reported CBS News. The lawsuit takes issue with the emergency procedures conducted by Aeroméxico staff, the decision by pilots to take off during the storm, and Aeroméxico's failure to reveal that one of the pilots was a trainee. The family is seeking compensation them for their injuries, mental anguish, medical expenses and loss of pay. The lawsuit did not detail or demand a sum of money, noting that the amount of compensation would be determined during the trial. In August, 11 other passengers aboard the flight also filed lawsuits against the airline. https://www.chron.com/news/houston-texas/texas/article/Brazoria-County-survivors-sue-Aeromexico-crash-13315202.php Back to Top Error during assembly of P&W engine led to GoAir aircraft in-flight shut down in Feb '17: Report NEW DELHI: An error during assembly stage of a Pratt & Whitney engine led to in-flight engine shut down of an A320 neo plane, operated by GoAir, in February last year, says a probe report. According to the report, the misinterpretation of the MEL (Minimum Equipment List) by the operator regarding flight hours for the release of aircraft with chip warning caused the engine to fail in-flight is a contributory factor. The plane, flying from the national capital to Bengaluru, had 193 people on board, including six crew members. In recent times, there have been various instances of A320 neo aircraft, powered by P&W engines, facing glitches. IndiGo and GoAir had grounded some of their A320 neo planes due to the engine issues. "The cause of the incident was an error during assembly stage as the PMA Rotor was incorrectly installed on gear shift which over the period of time generated FOD (Foreign Object Damage)," the official probe report said. It resulted in chip warning and subsequently engine shut down, it added. PMA refers to Permanent Magnetic Alternator. The incident involving the GoAir flight happened during take off at Delhi. The investigation report, dated June 15, 2018 and made public this week, said that the DGCA may direct all operators to ensure that their certifying staff to follow the regulator's requirements strictly during certification work. "During assembly the PMA rotor was installed out-of-position axially and circumferentially on the PMA gear shaft which was observed during strip examination of the engine. "DGCA may take up the matter with P&W regarding the error during assembly stage of the engine," the report said. In August this year, the Directorate General of Civil Aviation (DGCA) said the engines are being continuously monitored and safety issues are addressed adequately. https://economictimes.indiatimes.com/industry/transportation/airlines-/-aviation/error-during-assembly-of-pw-engine-led-to-goair-aircraft-in-flight-shut-down-in-feb-17-report/articleshow/66265097.cms Back to Top Comac C919 Stumbles on FAA Flight Deck Standards The first C919 prototype flew its maiden mission on May 5, 2017. Despite 10 years of development and a wealth of support from foreign firms, China's efforts to gain entry into western markets with an indigenous airliner continue to progress slowly as Comac struggles to bring its ambitious C919 project in line with U.S. Federal Aviation Administration requirements. According to a Comac official who spoke with AIN on condition of anonymity, engineers have begun re-evaluating the C919's flight-deck design to satisfy Part 25.1302 of the Federal Aviation Regulations (FAR). "Section 1302 is quite strict on human factors and necessary for FAA certification, but it's not required by the CAAC,'' he told AIN. "So now there is a conflict between whether they have to meet 1302 requirements or not. If Comac wants to sell aircraft outside of China...there is always the constant debate of how much of the requirements they need to comply with coupled with how many design changes are necessary and how much money needs to be spent.'' Comac's challenges in meeting the certification procedures required to enable sale in the U.S. reflect a larger problem plaguing the aerospace manufacturer, namely technical know-how. While foreign experts in China transfer manufacturing knowledge and R&D capabilities, communication problems, misinterpretation of FAA requirements, and limited local skills have significantly delayed progress. The challenges have become evident as the C919 continues to undergo further envelope expansion testing at its Shanghai facility. According to the Comac official, the team has encountered repeated setbacks due to disruptions in design changes and a shortage of local expertise. "As always, they're learning, which means it's going to take longer,'' he said. "It's not like you are working with Airbus or Boeing who can go through this process within an 18-month time span. You need to account for the learning curve.'' While Comac slowly moves towards improving its overall technological capabilities, repeated delays and reliance on foreign assistance will remain for some time. As such, any hopes of developing modern turbofans as indigenous alternatives to the C919's CFM Leap-1C engines will take at least another 15 years, according to the Comac official. While joint ventures with foreign firms can serve as effective vehicles for knowledge transfer, foreign firms recognize the need to carefully safeguard their intellectual property and technologies, perhaps compromising the collaboration needed to meet Comac's first-delivery target of 2021. https://www.ainonline.com/aviation-news/air-transport/2018-10-17/comac-c919-stumbles-faa-flight-deck-standards Back to Top Plugged in planes - future of aviation looks electrifying Governments and aircraft makers are investing in developing electric planes for cheaper and greener flights The Avinor Electro G2 electric two-seater plane is a first step in plugged-in commercial jets. Bloomberg When Frank Whittle invented the jet-fuel engine in 1937, little could he imagine that nearly a century later aviation would be on the cusp of another revolution. Around 7.8 billion passengers are forecast to fly globally each year by 2036, double the 2017 levels, according to industry body International Air Transport Association (Iata). Such phenomenal air traffic growth means heavily polluted skies and an escalating fuel bill. This is unsustainable for governments and airlines, underscoring the need for greener solutions. Many believe the future of aviation will be electric. After years of using jet fuel to power aircraft, the advent of electric planes may hold the promise of cheaper and cleaner flights. "Powering aircraft through electric energy, or hybrid as a halfway measure, is a compelling concept," says Ron Van Manen, head of programmes at Clean Sky 2, a European Union-led environmental research initiative. "Like with [electric] cars, this could bring carbon dioxide emissions to nearly zero." Air transport accounts for 2 per cent of total greenhouse gas emissions and this is projected to rise to 10 per cent by 2050, according to the International Civil Aviation Organisation (Icao), which makes addressing the environmental impact all the more pressing. Iata wants a 50 per cent reduction in net aviation carbon emissions by 2050 (from 2005 levels), carbon-neutral growth by 2020 to help achieve that, and an average improvement in airlines' fuel efficiency of 1.5 per cent from 2009 to 2020. Abu Dhabi-based carrier Etihad Airways said it reduced carbon emissions by 3.3 per cent year-on-year in 2017 by retiring several older aircraft and switching to new, more fuel-efficient models. However, such tactics may not be enough on their own, Mr Van Manen says. "The next major gains will most likely come from more sustainable energy sources for powering aircraft." These could include using biofuels from renewable sources and electric planes. He says it is too early to predict electric planes' share of the global aviation market. "The market for civil aircraft worldwide is often valued at close to $500 billion a year, so even if only a modest share of the overall aviation market adopts this technology, the business case is still exciting," Mr Van Manen says. Norway, western Europe's largest oil and gas exporter, has pledged to cut total emissions of greenhouse gases by 40 per cent by 2030. The country is one of the first with a national strategy to pioneer electric flight - it wants all domestic flights to be fully electric by 2040. In June, local airline Wideroe carried then-transport minister Ketil Solvik-Olsen and Dag Falk-Petersen, chief executive of the country's airport operator Avinor, on its inaugural two-seater electric plane as part of plans to launch its first commercial electric aircraft within the next decade. Avinor's CEO Dag Falk-Petersen pilots the first flights by an electric aircraft, a Pipistrel Alpha Electro G2 in Norway. EPA "The development of electric aircraft is driven both by the ambition to reduce greenhouse gas emissions and lower the cost of air traffic," Mr Falk-Petersen tells The National. Nearly all of Norway's electricity comes from renewable energy sources. It has a network of short runways and short-haul airports, government and stakeholder support and a proven track record for electrifying road transport, he says. "We believe Norway is well suited to also partake in the development of electric aircraft." Some of the world's best-known aircraft and engine manufacturers are also investing in research and development of electric planes and even Nasa is said to be looking into electric-driven flight. German technology giant Siemens has partnered the France-based plane maker Airbus to introduce regional electric aircraft by 2028. Beyond 2035, the partners plan to have a short-range aircraft such as the A320 operating with a power range of 20 megawatts. An Airbus E-Fan electric aircraft flying at Paris Air Show. Bloomberg "If [airlines] want to grow, they need an alternative to current technology otherwise they'll stagnate," Johannes Wollenberg, who is part of Siemens' eAircraft team developing hybrid electric propulsion systems, told The National last month. Boeing, meanwhile, is developing hybrid-electric aircraft technology for journeys of 500 miles or less with capacity for 5 to 9 passengers, while its venture capital arm, BoeingHorizonX, has made minority investments in aerospace and manufacturing start-ups. These include Zunum Aero, which is on track for delivery of its first electric aircraft in the early 2020s. Its first customer is JetSuite, a private aviation company that has ordered up to 100 electric aircraft for its fleet. "We plan to democratise regional high-speed travel by offering operating costs that are 40-80 per cent lower than current regional aircraft, with added environmental benefits," Sandi Adam, chief marketing officer at Zunum Aero, tells The National. Logan Jones, senior director at Boeing HorizonX, says the unit is exploring systems to enable "attainable, affordable and sustainable regional air travel". Electric-powered planes are still in the early stages of development and will require years of research and technological advances before becoming mainstream, Mr Van Manen says. Currently, electric batteries generate a lot less energy than burning kerosene, the standard fuel used to power aircraft, although battery technology is developing. "The gap is narrowing," he said. Even with the recent improvements in technology, there are still constraints to larger commercial aircraft using electric batteries in the foreseeable future. "The future of electric aviation will depend on sufficient access to renewable power to recharge aircraft and batteries," Mr Van Manen says. It could be decades before the new planes enter commercial fleets and even then, the limited range means they will probably be for short-haul flights more suited to charter and regional airlines, analysts say. This is one of the reasons why demand from some airlines has been muted so far. Dubai-based Emirates, the world's biggest airline by international passenger traffic, relies on long-haul routes for its bread and butter. "At this time, there are no plans for investment in electric aircraft," an Emirates spokeswoman says. Strata, Abu Dhabi's composite plane parts maker for Boeing and Airbus, is not negotiating contracts for electric aircraft parts, says Ismail Ali Abdulla, chief executive of Strata. IAG, the parent of British Airways, says only that it welcomes technological developments that improve the industry's performance in cutting carbon emissions and noise. Iata does not see electric planes as contributing hugely to the industry's carbon reduction goals. "Elements of hybrid technology may well be introduced in the coming decades, but the main prospects for reducing emissions will come from lighter materials, better aerodynamics, more efficient jet engines, and sustainable aviation fuels," an Iata spokesman says. Infrastructure remains one of the biggest barriers to adoption of electric planes. Reliable access to renewable energy sources to charge aircraft and airport redesign to accommodate high-voltage grids will be required. Zunum Aero says while it does not anticipate major regulatory hurdles, it still needs infrastructure support at airports including charging stations and space for battery swaps. Regulators must also address safety and certification issues for new technologies and systems, while manufacturers must consider whether planes are autonomous or piloted. "Any progression with electrical propulsion will require airworthiness certification, as well as broad regulatory acceptance for enabling technologies such as high-powered batteries," consultancy Roland Berger says in a report. New regulation will also need to address cyber security threats related to the new technology and autonomous flight systems, the report says. Practical safety rules will need to address air traffic control infrastructure and airspace management. Avinor acknowledges there are regulatory issues to be addressed but says none are "major hurdles," and it believes electric planes will need to meet the same safety regulations as conventional ones. Icao says it is "closely monitoring" research and development in electric propulsion so it can support the entry of these new technologies for the benefit of airlines and consumers. Although electrification of planes seems a harder nut to crack compared to cars and other industries, indications suggest aviation will follow suit. "It is not a question of if, but when," Roland Berger's report says. https://www.thenational.ae/business/aviation/plugged-in-planes-future-of-aviation-looks-electrifying-1.781413 Back to Top FlightSafety eLearning Joins USAIG's Performance Vector Safety Initiative FlightSafety International is now a USAIG Performance Vector partner. USAIG has announced that FlightSafety International has been added to its Performance Vector safety initiative. Performance Vector enables eligible policyholders to select annually from a diverse portfolio of training and safety-enhancing services delivered by world-class providers. A broad selection of eLearning courses from FlightSafety has been added to the list of options accessible through the annual Performance Vector benefit. "We are honored that FlightSafety International has become a Performance Vector Program partner and appreciate the opportunity to have our comprehensive series of eLearning courses included in this important initiative," said FlightSafety executive vice president David Davenport. "The commitment and ongoing efforts of USAIG to enhance aviation safety among their policyholders are greatly appreciated and valued." Eligible USAIG policyholders that choose the "Mix and Match eLearning Package" option for their Performance Vector benefit can access 16 FlightSafety eLearning courses when building their training package. "I'm especially pleased to integrate these eLearning courses into our Performance Vector program," said USAIG president and CEO John T. Brogan. "FlightSafety's reputation in training is unmatched, and these programs play a vital role in keeping people sharp and up to speed on complex aspects of their aviation jobs. I believe our policyholders will enjoy and elevate their safety posture with these new course offerings." http://aviationweek.com/nbaa-2018/flightsafety-elearning-joins-usaig-s-performance-vector-safety-initiative-0 Back to Top Pulselite Anti Bird Strike System STC'd for Bell 407 Variants Precise Flight has expanded its STC for the Pulselite bird-strike prevention system to include installation for the Bell 407GX and 407GXP variations. The system also was recently validated by the European Aviation Safety Administration and the Civil Aviation Administration of China for the Bell 407. Pulselite is a lightweight electrical controller that alternately pulses the landing and auxiliary lights of a helicopter or airplane, thereby increasing its visibility and reflecting the speed and direction of the aircraft. According to the Bend, Oregon company, "the system has been proven to significantly reduce bird strikes in addition to enhancing safety by increasing aircraft recognition." Since the system was introduced more than 30 years ago, it has been approved by a number of aviation authorities for major aircraft models and is installed on hundreds of rotorcraft and airplanes around the world, including the rotorcraft fleets of Air Methods, Metro Aviation, Maverick Helicopters, the U.S. Coast Guard, the U.S. Forest Service, and PHI Helicopters. Airbus Helicopters is one of the most recent manufacturers to install the Pulselite on its models In the U.S., Canada, and Australia. The system is required aboard all firefighting helicopters with government contracts. It is also required equipment to be a member of T.O.P.S. (Tour Operators Program of Safety). https://www.ainonline.com/aviation-news/business-aviation/2018-10-17/pulselite-anti-bird-strike-system-stcd-bell-407-variants Back to Top Iridium Communications : ® Aviation Safety Services Continue to Climb Iridium is proud to provide aviation solutions that help keep crew, craft, and commuters secure with global flight safety services. Over the past few years, adoption of Iridium aviation services has increased dramatically, and as the market evolves, we expect to see a continued increase. Last year, we announced that our Air Traffic Service (ATS) Safety Voice service, which is used for air traffic communications, had been adopted by more than 500 aircraft as of February 2017, an over 100 percent increase since 2015. Since then, the number has doubled again to over 1,000 active airframes using the Safety Voice service. ATS Safety Voice provides aircraft operators with an alternative to existing high-frequency (HF) radio systems, replacing them with a secure satellite-based option for long-range communications. The ability to add a satellite system using the Iridium network as an alternative to HF systems has several benefits, including lower power requirements, lighter-weight equipment, and better quality and coverage, resulting in increased efficiency and fuel economy. Earlier this year, the U.S. Federal Aviation Administration (FAA) released a Project Report indicating that they are working to deliver updated regulations and guidance on long-range communication services, including changes to the Aeronautical Information Publication (AIP), Aeronautical Information Manual (AIM), Operations Specifications B045, and Policy Letter 106, among others. 'We are quickly becoming the preferred supplier in the aviation industry for voice communications,' said Michael Hooper, Director of Iridium Aviation Business. 'We fully expect the continued growth of Iridium ATS Safety Voice adoption, especially given the anticipated regulatory updates from the FAA.' At 35,000 feet (or more!) in the air, safety is everything. As a reliable, lower-cost alternative to traditional networks, Iridium is the only satellite communications provider capable of offering critical air-to-ground flight safety voice and data service to aircraft around the globe. As we near the end of the Iridium NEXT launch mission, we are working closely with our partners and regulators to leverage our newer, more powerful network for aviation safety services, and we are excited to introduce solutions that will address the ever-increasing demands of aircraft communication under our highly anticipated Iridium CertusSM broadband service. 'There are many new programs and new aircraft adopters that are going to be rolling out our services in the coming months. Things are already in motion, and we're excited to share more details soon!' Hooper said. To learn more about Iridium aviation services, please visit https://www.iridium.com/solutions/aviation/. https://www.marketscreener.com/IRIDIUM-COMMUNICATIONS-IN-5602836/news/Iridium-Communications-Aviation-Safety-Services-Continue-to-Climb-27431297/ Back to Top Drone-Based Aircraft Inspections To Go Mainstream By 2020 Large-scale roll outs anticipated from 2019 to 2020. Christian Suttner, the co-founder and managing partner of startup incubator Starburst, has predicted that drone-based aircraft maintenance inspections will go mainstream by 2020. "The second wave is coming," Suttner said, speaking at MRO Europe in Amsterdam. "In 2019, we will see the first real roll outs. Then, in 2019-20, a big rush will come. Companies like UK LCC easyJet were early adopters of drone-based inspections, which can be used to view difficult-to-reach areas of the aircraft, minimizing downtime and cutting costs. A handful of specialist suppliers have emerged in this field, including Donecle, Luftronix, Mainblades Inspections and MRO Drone (a JV between Blue Bear and Output 42). Suttner believes that the half-dozen airlines that have backed this technology will begin to see solid returns, as their rivals struggle to catch up. "It will take them [the rivals] another year to work out their processes and another year for full roll out," he said. Meanwhile, the early adopters have had the systems developed to fit their own operations. "They are three years ahead. [After incidents like lightning strikes], they are getting their aircraft out a day earlier than planned. That's good money; it's significant. This is a huge timesaver that is coming and the ones who were working with this earlier will have a huge lead time reaping the benefits." For the time being, drone-based inspections can only be performed in the hangar, for safety reasons, but Suttner sees this changing within a few years. "This will be resolved," he said, although the risk of airport-based drones being blown into aircraft engines in high winds will need to be addressed. https://www.mro-network.com/technology/drone-based-aircraft-inspections-go-mainstream-2020 Back to Top Space startup Rocket Lab will build a second launch site in Virginia Soon, the company will be able to launch from the US and New Zealand Rocket Lab's Electron rocket lifts off during its second test flight. Photo: Rocket Lab US aerospace startup Rocket Lab has decided to build a second launch site at NASA's Wallops Flight Facility in eastern Virginia. Up until now, the fledgling rocket company has had only one launch site - a private facility on the Mahia Peninsula in New Zealand - but this new Virginia site will give the company more options for its missions and could potentially allow Rocket Lab to launch more frequently in the future. "Really, it's to increase our overall launch capability," Peter Beck, CEO of Rocket Lab, tells The Verge. "And also, not all customers want to travel to New Zealand to launch. It gives us the US soil location." "REALLY, IT'S TO INCREASE OUR OVERALL LAUNCH CAPABILITY." Rocket Lab's specialty is launching tiny satellites into space with its Electron rocket, a vehicle that stands nearly 56 feet high - shorter than a six-story building. So far, the company has only launched the Electron twice out of New Zealand during two test flights. The first mission in May 2017 made it to space but didn't achieve orbit. The second one in January 2018 did make it to orbit and successfully deployed four small probes, including a shiny disco ball-like satellite that Beck made himself as an art project. Now, the company is trying to transition into commercial flights full time, though it's struggled to get its first customer mission off the ground. Rocket Lab scheduled two launch attempts for its third flight in April and June of this year, but, ultimately, it had to postpone the mission to a later date after the company noticed some weird behavior with one of the Electron's motor controllers. Rocket Lab has since replaced the parts within the motor controller. "It's like sitting in your driveway with the engine check light on in your car; you're not going to go on a big journey," says Beck. "We saw some behavior we weren't happy with, and, ultimately, we ended up making a component substitute within the motor controller." Inside Rocket Lab's new rocket factory in New Zealand. Photo: Rocket Lab Now, Rocket Lab is hoping to launch again by the end of the year with two back-to-back flights scheduled for November and December. Meanwhile, the company has been hard at work on other projects. The company just recently unveiled a sparkly new rocket factory in New Zealand, complete with a new mission control center for monitoring fights out of the Mahia Peninsula. The factory adds to the one that Rocket Lab has at Huntington Beach, California. The build has partially been to blame for the long gap between flights. "We're building for the long-term here, not the short term," says Beck. "It's very difficult to achieve a high launch cadence when you're also building a factory and moving factories and mission control." "WALLOPS IS COMPARATIVELY VERY QUIET." Additionally, Rocket Lab has also been searching for this second launch site. In July, the company announced that it would pick a spot at one of four government-operated spaceports: Cape Canaveral, Florida; Vandenberg Air Force Base in California; Wallops Flight Facility; or the Pacific Spaceport Complex in Alaska. Ultimately, Rocket Lab settled on Wallops because much of the infrastructure is already in place to support a new launchpad, such as places to store propellant and stations to track launching rockets. Plus, there's not a lot of traffic out of Wallops. "There's a lot going on at the Cape right now, with lots of different launch providers launching out of there," says Beck. "Whereas Wallops is comparatively very quiet." An Antares rocket taking off from Wallops in Virginia. Photo: NASA Beck says that Rocket Lab will be investing $20 million to build the new site, which will be called Launch Complex 2. (The New Zealand facility is named Launch Complex 1.) But the company isn't just building a pad; it's also building a whole new facility, complete with clean rooms for handling and integrating spacecraft, offices, and a mission control room for monitoring flights. After the company announces the selection today, construction crews will immediately get started on building the pad. Rocket Lab says it's working with Virginia Space, a group aimed at promoting commercial spaceflight activity in the state, to build all of the launchpad hardware tailored to the Electron. THE GOAL IS TO PERFORM THE FIRST FLIGHT OUT OF THE WALLOPS FACILITY BY THE THIRD QUARTER OF NEXT YEAR The goal is to perform the first flight out of the Wallops facility by the third quarter of next year. Once things are up and running, Rocket Lab hopes to eventually perform about one launch a month from Virginia. Thanks to the site's location, the pad is best suited for satellites going into low- to mid-inclination orbits, or paths that run diagonally to the equator. The New Zealand launchpad is really best for satellites going into orbits that run over the poles. Eventually, Rocket Lab will most likely find another launch site better suited for rockets flying eastward over the equator. That decision is still a ways off, though. Ultimately, Rocket Lab's goal is to launch as frequently as possible, and the company says Wallops will help with that. Rocket Lab claims that its New Zealand launch site can support one mission every 72 hours, allowing for up to 120 flights a year. And with the addition of Wallops, Rocket Lab will now be able to support more than 130 flights annually, according to the company. Of course, Rocket Lab still needs to get its third flight into space first; we'll see if that happens in November. But if it's successful, the company is aiming to carry out up to 16 launches next year, hoping to make a dent in what it calls a very full manifest. Perhaps one of those missions will take place from Virginia. "It's an exciting time," says Beck. "We've been to orbit, the vehicle is good, and this next big milestone has been completed, which is scaling to really make this a regular reliable service." https://www.theverge.com/2018/10/17/17984606/rocket-lab-nasa-wallops-flight-facility-virginia-electron-rocket-launch-pad Back to Top GRADUATE RESEARCH SURVEY I am a grad student at City University of London and am completing work on my Masters in Aviation Safety. In my thesis I am trying to determine what the competencies are for being an airline Captain. This is to complement the 9 competencies That ICAO identifies for training pilots. My ultimate goal is to identify the relevant competencies and determine if they are trainable from a flight education standpoint. The first step is to determine the state of Captain/Command training in the United States. The link provided for a survey via survey monkey that hopefully will help me establish a baseline of where we are at in the industry in the US. Thank you for your consideration. Regards, Captain Jeff Kilmer FDX 901-651-6070 https://www.surveymonkey.com/r/58SMR3B Back to Top Upcoming USC Aviation Safety Courses Safety Management Systems for Remotely Piloted Aircraft Current Operational Conditions for Remotely Piloted Aircraft, Including Live Flight Exercises October 29 - November 2, 2018 5.0 Days Human machine interface theory and problems Unique characteristics of RPA operational environments SMS requirements and guidance Organizational risk management for RPA Special consideration for RPA accident investigation Using RPA for accident investigation FARs and Legislation International Organization Standards & Participation Tuition: $2500 Safety Management Systems for Managers Providing Priciples and Vision for Managers in an SMS November 29 - 30, 2018 1.5 Days Management Roles, Responsibilities, and Accountability Change Process Management Audits and Safety Reviews Motivating Safe Behavior Safety Culture and Climates Just Reporting System Accident/Incident Costs Obstacles to SMS Tuition: $1000 Threat and Error Management Development Integrating Threat and Error Management into a Safety Management System December 17 - 19, 2018 2.5 Days Introduction to threats and errors Performance and loss of situation awareness Threat recognition and error avoidance Building barriers to error Distraction and interruption management SOPs role in threat and error management Tuition: $1250 Earn Points Towards NBAA CAM Program Students taking the following USC courses will earn two points towards completing the application for the National Business Aviation Association Certified Aviation Manager exam. Aviation Safety Management Systems Accident/Incident Response Preparedness Human Factors in Aviation Safety Safety Management for Aviation Maintenance Aircraft Accident Investigation SeMS Aviation Security Management Systems For further details, please visit our website or use the contact information below. Email: aviation@usc.edu Telephone: +1 (310) 342-1345 Virus-free. www.avg.com Back to Top Back to Top Deputy Director of Safety Overview: The Deputy Director of Safety is responsible for supporting the association's existing aviation safety programs and developing new safety initiatives to benefit HAI's membership. Essential Functions of the Position Include, but Are Not Limited To: • Providing auxiliary support to the Director of Safety • Serving as the HAI safety representative on various industry, government, and international boards, task forces, and meetings • Providing feedback for the association's response to proposed safety-related regulations and legislative initiatives • Collecting, researching, and analyzing safety and accident data for subsequent statistical reporting • Developing and implementing new HAI industry safety initiatives • Routinely interacting with aviation related agencies and organizations in support of the rotorcraft industry • Supporting all aspects of HAI's accreditation programs (IS-BAO & HAI APS) that assist helicopter operators in reducing incidents and accidents, while improving industry safety culture • Providing safety supervision for flight activities at the association's annual trade show and exposition, HAI HELI-EXPO® • Responding to requests for rotorcraft safety assistance from HAI members and the general public • Serving as staff liaison for assigned HAI committees • Contributing content for use in HAI's printed and electronic publications • Making safety presentations on behalf of HAI as necessary • Other duties as assigned The above statements are intended to describe the general nature and level of work being performed. They are not intended to be an exhaustive list of all duties and responsibilities. Desired Qualifications for the Position Include: • College or advanced degree related to aviation safety and/or management • Five or more years of related helicopter safety background, training, and experience • Certificated helicopter pilot and/or maintenance technician • Previous experience with helicopter or other aviation-related organization • Prior international experience preferred • Experience with auditing protocols and accreditation programs • A passionate commitment to the promotion of helicopter safety • Highly motivated, able to work independently and in a team environment • Excellent written and verbal communication skills with prior experience in creating and delivering written proposals and public presentations • Research, data analysis, and report writing experience • Proficiency with the Microsoft Office Suite • Detail oriented, self-starter, with strong organizational and time management skills • Ability to travel The above qualifications are representative, but not all-inclusive, of the experience, knowledge, skills, and abilities required for the position. APPLY HERE Register Here Phone: (231)720-0930 (9-6 EST) Curt Lewis