Flight Safety Information October 24, 2018 - No. 216 In This Issue Incident: Qatar B773 at Dhaka on Oct 22nd 2018, could not fully retract gear Incident: Canada A320 at Montreal on Oct 17th 2018, auto brakes fault Jet with 43 passengers hits deer, aborts takeoff at Pa. airport Jet makes emergency landing in Shannon after passenger falls ill B-2 makes emergency landing at Colorado airport, pilots unharmed Delta Flight Returns To MSP After Issue With Pilot's Window Southwest flight to Orlando struck by lightning, diverted to Hartford Report: CRJ-900 loss of directional control during landing roll at Turku Airport, Finland LIBIK Fire Suppression Kits for the Cabin and Flight Deck Bird Strike: the growing threat of geese to aviation safety China United Airlines and Canaryfly pass IATA safety audit Desert Jet Center Successfully Completes IS-BAH Stage II Audit, Achieves Highest FBO Safety Ratings UK pilots urge faster action on UAV education, registration NTSB Calls For 25-Hour CVR Duration Directional Aviation Acquiring SimCom FlightSafety Enters the UAV Pilot Training Arena The Air Force is missing 2,000 pilots - here's how it plans to ramp up training to fill the gap Walter Cunningham: Apollo 7 Astronaut GRADUATE RESEARCH SURVEY Position: Aviation Safety Compliance Specialist (Recent Graduate) Job in Washington DC Gas Turbine Accident Investigation from SCSI Upcoming USC Aviation Safety Courses Medallion Foundation - PROVIDING ASSURANCE IN YOUR SYSTEMS HIGH ALTITUDE FLYING: WHAT EVERY PILOT NEEDS TO KNOW - Course Incident: Qatar B773 at Dhaka on Oct 22nd 2018, could not fully retract gear A Qatar Airways Boeing 777-300, registration A7-BAV performing flight QR-635 from Dhaka (Bangladesh) to Doha (Qatar) with about 350 people on board, was in the initial climb out of Dhaka's runway 14 when the crew stopped the climb at 5000 feet due to anormal gear indications suggesting the gear doors on the main gear struts did not close. The aircraft entered a hold while the crew worked the related checklists, climbed to 8000 feet burning off fuel and returned to Dhaka for a safe landing on runway 14 about 90 minutes after departure. The occurrence aircraft is still on the ground in Dhaka 28 hours after landing back. http://avherald.com/h?article=4bf57db3&opt=0 Back to Top Incident: Canada A320 at Montreal on Oct 17th 2018, auto brakes fault An Air Canada Airbus A320-200, registration C-FFWN performing flight AC-416 from Toronto,ON to Montreal,QC (Canada) with 145 passengers and 5 crew, was on short final to Montreal's runway 24R when the crew received a "AUTO BRK FAULT" ECAM message and decided to go around. The crew requested to enter hold clear of other traffic while working the related checklists, declared emergency about 20 minutes later and landed safely about 30 minutes after the go around. The Canadian TSB reported pin F on the brake servo valve #1 connector 15GG-A was contaminated. The pin was replaced, operational tests were satisfactory thereafter. https://flightaware.com/live/flight/ACA416/history/20181017/1910Z/CYYZ/CYUL http://avherald.com/h?article=4bf57ab1&opt=0 Back to Top Jet with 43 passengers hits deer, aborts takeoff at Pa. airport American Eagle ERJ-145LR take off from Williamsport Regional Airport (IPT/KIPT) MONTOURSVILLE-An American Eagle jet with 43 passengers was forced to abort a takeoff Tuesday morning when it struck a deer at the Williamsport Regional Airport in Montoursville. None of the passengers headed to Philadelphia was injured and they either were rebooked on a later flight or made other travel arrangements. The 50-seat Embrear 145 twin-engine jet with a crew of three was headed down the runway shortly after 6 a.m. when its running gear struck a buck, airport Executive Director Thomas J. Hart said. A visual inspection revealed only minor damage but the plane will be thoroughly checked at a maintenance facility before it is returned to service, an American Airlines spokeswoman said. The deer, which was killed, must have jumped the perimeter fence, Hart said. It has been years since a deer was seen on the airport, he said. American Eagle, formerly US Airways Express, is operated by Piedmont Airlines, a wholly-owned subsidiary of the American Airlines Group. https://www.pennlive.com/news/2018/10/no_one_hurt_when_american_eagl.html Back to Top Jet makes emergency landing in Shannon after passenger falls ill A transatlantic jet has made an emergency landing at Shannon Airport this afternoon after a passenger fell ill. Emirates flight EK-237 was travelling from Dubai in the United Arab Emirates to Boston in the US at the time. The flight as about 350 kilometres south of Cork at around 12.45pm when the crew declared a medical emergency. The Boeing 777-300(ER) jet, which was around 8 hours into its journey, landed safely at 1.26pm and was met by airport fire and rescue crews. Two units of the local authority fire service from Shannon Town were also mobilised to the airport along with ambulances paramedics. The aircraft taxied to the terminal where it was met by airport authorities and National Ambulance Service personnel. The passenger was removed to hospital for treatment. The flight was able to continue its journey once the passenger's baggage had been removed, in accordance with strict security procedures, and the crew received a new flight plan. The flight continued its journey to the US at 3.17pm. Yesterday, an American Airlines flight made an emergency landing after the crew declared a May Day over the Atlantic and returned to Dublin. Flight AA-209 had left Dublin for Chicago two hours earlier. The crew turned around after reporting a passenger had fallen in. https://www.irishexaminer.com/breakingnews/ireland/jet-makes-emergency-landing-in-shannon-after-passenger-falls-ill-878595.html Back to Top B-2 makes emergency landing at Colorado airport, pilots unharmed A B-2 Spirit flies over the Power in the Pines Open House and Air Show on Joint Base McGuire-Dix-Lakehurst, N.J., in May 14, 2016. (U.S. Air National Guard photo/Tech. Sgt. Matt Hecht) A B-2 Spirit stealth bomber from the 509th Bomb Wing at Whiteman Air Force Base had to land at an airport in Colorado Springs, Colorado, after an in-flight emergency early Tuesday morning. The B-2 was en route to Whiteman in Missouri at the time, the base said in a release posted on Facebook. Both pilots were unharmed, Whiteman said, and the cause of the emergency is under investigation. Whiteman did not say what problem the bomber was facing. "Our aviators are extremely skilled," Brig. Gen. John Nichols, commander of the 509th, said in the release. "They're trained to handle a wide variety of in-flight emergencies in one of the world's most advanced aircraft and they perfectly demonstrated that today." The Air Force has seen several emergency landings in recent months, including a one-week stretch in early June where three aircraft - a KC-135 Stratotanker, a KC-10 Extender and a CV-22 Osprey - had to land unexpectedly in separate incidents. An F-22 Raptor also made an emergency landing at Joint Base Elmendorf-Richardson in Alaska earlier this month due to a landing gear problem, which left the fighter leaning on its left side. And in a prominent incident in May, a B-1 from Dyess Air Force Base safely landed at Midland International Air and Space Port in Texas after a potentially catastrophic fire broke out in-flight. The crew attempted to eject, but a malfunctioning ejection seat led the bomber's commander to decide to abort the ejection sequence and instead try to land. https://www.airforcetimes.com/news/your-air-force/2018/10/23/b-2-makes-emergency-landing-at-colorado-airport-pilots-unharmed/ Back to Top Delta Flight Returns To MSP After Issue With Pilot's Window A Delta flight returned to Minneapolis-St. Paul International Airport Tuesday after an issue with the window seal in the cockpit, according to a statement from the airline. Patrick Hogan, director of public affairs and marketing with the airport, said the airport received a call about a Delta flight coming into the airport with a window issue. Hogan said the plane landed without incident and emergency crews were canceled. According to Delta, passengers were, "re-accommodated on an alternate aircraft." The flight had 169 passengers onboard and arrived 2-and-a-half hours behind schedule in Seattle, according to the airline. https://kstp.com/news/delta-flight-returns-to-msp-after-issue-with-pilots-window/5119354/ Back to Top Southwest flight to Orlando struck by lightning, diverted to Hartford A Southwest Airlines flight from New Hampshire to Orlando, Florida, was struck by lightning Tuesday afternoon and diverted to Hartford, Connecticut. The plane took off from Manchester-Boston Regional Airport at 5:42 p.m. local time and landed safely at Bradley International Airport at 6:51 p.m. local time, according to flight tracker FlightAware. In a statement, Southwest confirmed that "Flight 2515 experienced a lightning strike after departure, and landed safely at Bradley International Airport." The airline said the flight would proceed on a different aircraft and that the 135 passengers would arrive in Orlando about four hours behind schedule. Lightning strikes aren't uncommon. In fact, another Southwest flight in the region apparently also was struck by lightning Tuesday afternoon, according to a passenger report on Twitter. Samantha Granville told USA TODAY her flight from Austin, Texas, to Boston was struck 30 minutes before landing and that the plane landed safely. She said later flights on the plane were canceled. John Cox, a retired US Airways airline captain who writes USA TODAY's "Ask the Captain'' feature, said in a column last year that he had numerous lightning strikes during his career with no damage. https://www.usatoday.com/story/travel/flights/2018/10/23/southwest-flight-new-hampshire-orlando-lightning-strike-diverted-hartford/1745317002/ Back to Top Report: CRJ-900 loss of directional control during landing roll at Turku Airport, Finland Date: 25-OCT-2017 Time: 20:25 LT Type: Canadair CL-600-2D24 Regional Jet CRJ-900LR Owner/operator: SAS Scandinavian Airlines, opb CityJet Registration: EI-FPD C/n / msn: 15401 Fatalities: Fatalities: 0 / Occupants: 92 Other fatalities: 0 Aircraft damage: None Category: Serious incident Location: Turku Airport (TKU/EFTU) - Finland Phase: Landing Nature: International Scheduled Passenger Departure airport: Stockholm-Arlanda Airport (ARN/ESSA) Destination airport: Turku Airport (TKU/EFTU) Investigating agency: AIB Finland Narrative: SAS flight SK4236, a CRJ-900LR operated by Cityjet, suffered a serious partial runway excursion on landing on runway 26 at Turku Airport, Finland. The aircraft operated on a flight from Stockholm-Arlanda Airport, Sweden. During the preflight briefing at Stockholm, the crew noted that a weather front was approaching Turku. They considered a VOR runway 08 approach, but given the low cloud base thought it unlikely that they would establish the required visual contact with the runway by the minimum descent height. They noted that runway 26 tailwind component was close to 10 kt, which is the maximum for the CRJ900. They selected Helsinki as the destination alternate aerodrome. The captain decided to uplift 500 kg more fuel than previously calculated, which brought the ramp fuel load to 4,500 kg. The crew was aware of the fact that the airplane would be close to the maximum weight for a landing at Turku. The first officer conducted an approach briefing and analyzed the anticipated threats, which included darkness, low cloud base, wet runway, and difficult wind conditions. The crew made an initial contact with Turku air traffic control (ATC) approximately 20 min before landing and received the latest information on runway and weather conditions. ATC reported friction as medium, deposits of 2 mm of slush over each third of the runway, and wind from 120° at 16 kt. The captain inquired ATC about runway 26 tailwind component, which was reported as 12 kt. The crew noted this was above the permitted maximum, but since the tailwind component was close to the limiting value they decided to continue runway 26 ILS approach and land, provided the tailwind component would be 10 kt or less. Should the tailwind exceed the maximum they would execute a missed approach and divert to Helsinki. They therefore requested ATC for an alternative missed approach clearance to 5,000 ft and also prepared to enter a hold. Approximately 8 min before landing, the captain studied the airplane's performance calculations against the reported conditions. The captain calculated that the maximum performance limited landing weight for the prevailing conditions was 36,000 kg. The maximum structural landing weight of the CRJ900 is 34,065 kg. The crew members did not cross-check the calculations and continued the approach as planned. When the airplane was 500 ft above ground level (AGL), ATC reported wind from 120° at 14 kt and a tailwind component of 10 kt. The captain took control and stated they would land. The captain disengaged the autopilot at 121 ft AGL. The captain crossed the runway threshold at a higher-than-normal descent rate in order to aim the airplane at the correct touchdown point. The airplane crossed the threshold at 151 kt indicated airspeed. Touchdown occurred at a correct point within the aiming point markings at 151 kt groundspeed and 148 kt airspeed. Vertical acceleration at touchdown was 1.95 g. The captain selected full reverse thrust immediately after touchdown. At the same time the spoilers which are increasing aerodynamic braking and reducing the lift were activated. Due to a firm touchdown, weight on the landing gear lightened to such an extent that the airplane systems sensed an airborne condition. The design of the CRJ900's full authority digital engine control system (FADEC) incorporates a logic that inhibits thrust reverser operation above idle power when the airplane is airborne. Consequently, reverse thrust was unavailable and FADEC commanded the engines to reverse idle. Although full reverse thrust remained selected until the airplane entered the skid, the engines remained at reverse idle. The captain initiated manual braking upon nosewheel touchdown. However, after touchdown, the wheels started hydroplaning and did not spin up to the normal rotational speed. A function in the anti-skid system, which is designed to prevent wheel locking during brake application, inhibited the system, and the wheels locked after 5 s from touchdown. The captain steered the airplane at first with the rudder and applied constant upwind, i.e., left aileron. 6 s after touchdown, the captain indicated an inability to control the airplane. The captain released the control wheel and attempted to regain control using nosewheel steering and the rudder. The captain also stated that a FADEC FAULT message had displayed; this resulted in reverse thrust remaining at idle. 13 s from touchdown, the first officer also initiated braking, assuming that the captain was not applying the brakes or the brakes were inoperative. The first officer did not notify the captain of the brake application. The rate of deceleration was low due to the lack of reverse thrust and the fact that the locked wheels were in a hydroplaning condition. Due to the loss of lateral grip, the airplane entered an uncontrolled left yaw 24 s after touchdown. The captain attempted to counter the yaw by applying right rudder until the rudder reached full right deflection. Approximately 30 s after touchdown, at 2024 h, the first officer transmitted a mayday call and a distress message on the ATC frequency, believing the airplane was skidding and was about to depart the runway. The message overlapped a taxi clearance that the controller was issuing. The first officer repeated mayday and the message 10 s later, and 48 s after touchdown told ATC that the airplane had stopped. CONCLUSIONS: 1. Aerodrome maintenance decided to clear the runway after an arriving flight had landed and a departing flight had taken off. The decision was not reviewed even though weather was changing rapidly and continuous snowfall increased the thickness of the slush layer on the runway. Conclusion: Long-term runway maintenance planning is not possible under rapidly changing weather conditions. 2. The flight crew did not question the weather and runway condition data on which they based their decisions. The flight crew monitored wind data closely. Conclusion: Some time had passed from the preparation of the previous SNOWTAM. Personnel at the aerodrome knew that snowfall was intensifying. SNOWTAM reliability degrades fast under rapidly changing weather conditions. 3. The airplane was above the maximum performance limited landing weight on landing. Conclusion: The multi-step procedure required to determine the permitted landing weight using the tables provided for the purpose contributed to an error in weight calculations. 4. At Turku, only runway 26 is ILS-equipped. Conclusion: The flight crew elected to conduct a tailwind landing on runway 26 because they considered a runway 08 approach impossible due to the lack of ILS. Finland's airports, with the exception of Helsinki-Vantaa, have ILS at one end of the runway only. 5. Landing was firm; therefore, weight on the right main landing gear lightened as the oleo leg extended after touchdown, the extension reaching a point where the airplane systems sensed an airborne condition. The thrust reverser system, although armed, was unavailable after touchdown. Conclusion: The flight crew was not familiar with reselecting the thrust reverser system in case of it being inhibited. 6. The airplane entered a hydroplaning condition at the moment of touchdown due to the high groundspeed and a slush deposit on the runway. Conclusion: Anticipating the possibility of hydroplaning enhances situational awareness and prepares for a necessary action if the airplane enters a hydroplaning condition. 7. Hydroplaning prevented the wheels from spinning up to a required speed and therefore the anti-skid system did not activate. The captain's brake application, which was later augmented by simultaneous brake application by the first officer, resulted in the wheels remaining locked until the airplane came to a halt. Conclusion: The flight crew did not recognize a hydroplaning condition and the fact that the wheels were not rotating. 8. The equation used to determine hydroplaning and hydroplaning speeds was verified in tests in the 1960s. The values derived from the equation do not necessarily correlate with modern aircraft tires, which may enter a hydroplaning condition at lower speeds. Conclusion: More knowledge, reports, and possibly research will be needed for the reliable determination of the hydroplaning speeds of modern aircraft tires. 9. Since aileron control was not applied throughout the landing roll, the airplane started to veer towards the right edge of the runway, pushed by the wind. Conclusion: In the CRJ900, the application of aileron control is important in order to maintain airplane control during a crosswind landing. 10. The verification of the prevailing runway conditions began approximately 25 min after the occurrence. Since the conditions were changing due to the snowfall, the runway conditions at the time of the occurrence were, perforce, based on estimates. Conclusion: It is essential for investigation purposes that the prevailing runway conditions are determined immediately after an occurrence. 11. The controller called the ERC, which alerted rescue units to respond to a minor aircraft accident. Paramedic units were not alerted, and the incident commander was not consulted about the matter. Conclusion: When a controller makes an emergency call while simultaneously attending to other duties, the processing time will increase and the risk assessment at the ERC will be affected by uncertainties Sources: http://www.onnettomuustutkinta.fi/en/index/ajankohtaista/aloitetuttutkinnattiedotteet/l2017-05liikennelentokoneenhallinnanmenetyslaskukiidossaturunlentoasemalla25.10.2017.html https://www.flightradar24.com/data/flights/sk4236#f5330f6 Accident investigation: Investigating agency: AIB Finland Status: Investigation completed Duration: 12 months Download report: Final report https://aviation-safety.net/wikibase/wiki.php?id=200756 Back to Top Back to Top Bird Strike: the growing threat of geese to aviation safety. The threat to international aviation safety posed by bird strikes from geese is dramatically increasing. In parts of North America, the risk of encounters with large flocks of geese causing catastrophic air accidents has now reached a critical level. In Europe, meanwhile, the likelihood of a disaster caused by a collision between an aircraft and a flock of geese is rapidly rising. Let's take a look at the nature of the problem and outline where solutions can be found Bird strikes: now and then. Bird strikes have posed a hazard to aircraft since the first days of aviation. The first reported incident occurred in 1908 - and by 1912 the first bird strike fatality was recorded when a collision with a gull led to the death of a pilot. We reviewed contemporary bird strike data by analysing the ICAO's (International Civil Aviation Organisation) 2008-15 global statistics. This revealed that today the vast majority of bird strikes are caused by smaller perching birds and pigeons The growing threat of geese to aviation safety. Although geese only account for less than 2% of all attributable incidents, these large birds fly in flocks. Incidents with geese may not be as common but often result in more significant damage due to their size, causing engine failure and in some cases leading to fatalities. As a result, they are disproportionately responsible for damage to planes and pose a much greater risk to aviation safety. In North America, Canada geese and migratory snow geese populations have grown in the last few years - and feral Canada geese and greylag geese are also increasing in numbers in Europe. But its not just flocks of migrating geese that are the greatest risk here. The experts at the Safety Regulation Group of the Civil Aviation Authority, highlight the growth of non-migratory geese as a major cause for concern. Reports, such as 'Large Flocking Birds: An International Conflict Between Conservation and Air Safety', suggest that the threat of geese to aviation safety is fast approaching a worrying level. Why geese are increasingly a cause of air safety concern. 1/ The population of geese is increasing at a staggering rate The number of geese trebled in North America between 1990 and 2010 to reach nearly six million - and the trend continues. Over in the UK, more modest growth has seen populations grow at around 8% every year since the 1950s. This has taken its population from 3,000 to above 200,000. 2/ Geese fly in flocks Typically, it is only small birds that fly in flocks as a form of protection from predators. Geese, however, are large birds - weighing an average of 8lb (3.6kg) - that fly in a close-knit V-shaped skein with just three metres between each bird. The potential impact of a larger flock of larger birds, can only be to increase the risk of damage to the aircraft, with potentially catastrophic consequences 3/ The growing number of non-migratory geese Although traditionally migratory, an increasing percentage of geese are now non-migratory. What's more, like the smaller oystercatcher we discussed recently, they have learnt to inhabit sites near population centres - such as airports - for the protection from predators offered in such sites. 4/ Bird strikes typically occur close to airports The incidence of bird strike is much greater at or near an airport . The CAA suggests that 85% of bird strikes involve aircraft below 800ft (i.e. in the airport vicinity). 5/ The number of global passenger flights continues to grow Adding to this growing hazard is the steady rise in world passenger flights. Between 2017 and 2036, the number of airline passengers is expected to grow at a compound annual growth rate of 4.7%. The combination of traffic growth and the expanding population of large flocking birds near airports means that the risk of an airliner colliding with large flocking birds increased by around 600% between 1990 and 2010. How can the risk of bird strike from geese be minimised? The problems are fairly easy to understand, but effective solutions are harder to implement. As a significant proportion of strikes occur near airfields - during take-off, initial climb, approach and landing - it is essential that airport operators reduce geese populations in areas under their control. It is also clear that a focus is needed on using bird control techniques in areas considerably beyond the airfield boundary to manage the risk posed by geese. As the CAA comments: 'In order to tackle the air safety hazard, it is necessary for airport operators to develop a safety management strategy that involves local landowners and other agencies. Depending on circumstances this may affect zones 10 miles, and perhaps more, from an airport's boundary.' The possibility of reducing the risks can come from further research into habitat management in the airfield and wider areas of the region. Other measures, such as detection and avoidance, are difficult to implement as geese formations often cross airports at low altitudes. This means that even daytime visual detection is difficult and advanced techniques offer few benefits due to the limited manoeuvrability of commercial aircraft to avoid birds in such close proximity to an airport. The future of managing geese to reduce bird strike It is clear that wider bird control programmes need to involve local landowners near airports. At the same time, conservation measures will need updating to balance control of hazardous populations of geese with the need to protect their numbers. Reducing the risk of catastrophic bird strikes from geese will require both international action and co-operation from beyond the aviation community. https://www.environmental-expert.com/news/bird-strike-the-growing-threat-of-geese-to-aviation-safety-778870 Back to Top China United Airlines and Canaryfly pass IATA safety audit China United Airlines and Canaryfly both passed the IATA Operational Safety Audit (IOSA). China United Airlines is a Chinese budget carrier based at Beijing Nanyuan Airport. It started operating flights in 1986 as a civil branch of the Chinese Army and was relaunched in 2005 with Shanghai Airlines as its largest stakeholder. The airline now operates eight Boeing 737-700's and 36 Boeing 737-800's. Canaryfly is a Spanish regional airline that operates out of Gran Canaria Airport, Canary Islands. The airline was established in 2010 and operates five ATR 72-500 turboprops. The IOSA programme is an evaluation system designed to assess the operational management and control systems of an airline. IOSA uses internationally recognised quality audit principles and is designed to conduct audits in a standardised and consistent manner. It was created in 2003 by IATA. All IATA members are IOSA registered and must remain registered to maintain IATA membership. https://news.aviation-safety.net/2018/10/23/china-united-airlines-and-canaryfly-pass-iata-safety-audit/ Back to Top Desert Jet Center Successfully Completes IS-BAH Stage II Audit, Achieves Highest FBO Safety Ratings in the Region THERMAL, Calif., Oct. 23, 2018 /PRNewswire-PRWeb/ -- Desert Jet Center has successfully completed the IS-BAH Stage II audit, emerging as the only FBO in Thermal, the greater Palm Springs area, Southern California and the overall desert southwest region to hold both IS-BAH registration and the NATA Safety 1st certification. The International Standard for Business Aircraft Handling (IS-BAH) is a set of global industry best practices for business aviation ground handlers and FBOs, which features at its core a safety management system (SMS). The IS-BAH follows the structure of the International Standard for Business Aircraft Operations (IS-BAO) program and incorporates an independent, third-party audit. The National Air Transportation Association (NATA) Safety 1st program ensures that all team members are trained under a consistent standard. The NATA maintains an up-to-date status map of the safety standards status of all FBOs worldwide. The map, found here establishes Desert Jet Center as the only FBO in the greater Palm Springs area to hold a current NATA Safety 1st certification and/or the IS-BAH registration, and the only FBO in Southern California, Arizona, Nevada and New Mexico to meet both standards. "Desert Jet Center's mission to 'Give Them the WOW' is built on the three pillars of proactive safety, anticipatory service and state-of the-art facilities," said Denise Wilson, President and CEO of parent company Desert Jet. "Achieving IS-BAH Stage II demonstrates the team's commitment to safety, while they are simultaneously building their impressive new facility and continually earning multiple five-star ratings on relevant industry sites and social media for delivering anticipatory service. I'm very proud of the team at our FBO, as they are building on my long-standing vision to develop a first-class FBO to elevate the safety, service and facilities at the Jacqueline Cochran Regional Airport." About Desert Jet Center Located at the Jacqueline Cochran Regional Airport (KTRM) in Palm Springs/Thermal, California, Desert Jet Center is a brand new, independent FBO serving the needs of the business and general aviation community. Desert Jet Center's new facility is currently under construction and scheduled to debut in early 2019. Desert Jet Center is the Preferred FBO at KTRM for CAA (Corporate Aircraft Association) and CJP (Citation Jet Pilots) organizations. Desert Jet Center offers hangar space that accommodates aircraft as large as the Gulfstream G650 and Global 6000, jet maintenance provided by the onsite FAA Part 145 repair station, FAA-compliant aircraft detailing, and NATA-certified Customer Service Representatives on staff. https://www.aviationpros.com/news/12434120/desert-jet-center-successfully-completes-is-bah-stage-2-audit-achieves-highest-fbo-safety-ratings-in-the-region Back to Top UK pilots urge faster action on UAV education, registration The British Airline Pilots' Association (BALPA) has urged the UK government to bring forward its program of unmanned aerial vehicle (UAV), or drone, education and registration following a near-miss over London it said could have had disastrous consequences. In its latest report, the UK Airprox Board said a Boeing 787 aircraft-the airline was not identified-was on approach to London Heathrow's runway 27L over Clapham, south London, when a drone-like object was seen to pass just below the aircraft's right wing, avoiding impact with the engine by an estimated 10 ft. The board rated the risk of collision as "high." The June 25 incident occurred at around 3,200 ft., eight times higher than the recently introduced 400 ft. legal maximum altitude for drone flights in the UK. The Airprox Board said the drone was being flown "on an airfield approach path such that it was endangering other aircraft at that altitude and position. The board agreed that the incident was therefore best described as the drone was flown into conflict with the 787." In a statement issued Oct. 23, BALPA urged the UK Department for Transport (DfT) to urgently tighten laws to make it illegal to fly a drone within 5 km (3.1 mi.) of an airport without permission from air traffic control. BALPA urged the government to consider bring forward its requirement for drone owners to register with UK regulator Civil Aviation Authority (CAA) and take online safety tests. The law is currently scheduled to come in to force Nov. 30, 2019. "This near-miss is further evidence that tougher laws and enforcement are required to keep drones clear of manned flights," BALPA head of flight safety Rob Hunter said. "The drone was being flown beyond visual line of sight and in conflict with aircraft approaching London Heathrow Airport. "That's why we need the registration and education process in force sooner rather than later, so people flouting the law can be caught and prosecuted. At the same time BALPA is also calling for the government to consider toughening the law to create a larger no-fly zone around airports," he said. http://atwonline.com/safety/uk-pilots-urge-faster-action-uav-education-registration Back to Top NTSB Calls For 25-Hour CVR Duration The current requirement for cockpit voice recorders to store just two hours of data is not enough, the NTSB says in a new safety recommendation report, and 25 hours' duration should be required. "These recommendations are derived from the NTSB's experiences with investigations that lacked access to relevant CVR data," the board said. In its most recent aviation investigation, into the near-miss last year in San Francisco, the board noted that cockpit voice data was not available, because the airplane had continued to fly after the incident, and by the time the board sought the data, it was too late. The recommendation asks the FAA to uphold the 25-hour minimum for all newly manufactured airplanes that must have a CVR. Also, all airplanes now in service that are required to carry both a CVR and a flight data recorder should meet the 25-hour standard by Jan. 1, 2024. "These recommendations are derived from the NTSB's experiences with investigations that lacked access to relevant CVR data," the board said. https://www.avweb.com/avwebflash/news/NTSB-Calls-For-25-Hour-CVR-Duration-231753-1.html Back to Top Directional Aviation Acquiring SimCom Directional Aviation has inked a definitive agreement to acquire Orlando, Florida-based aviation simulation training company SimCom from J.W. Childs Associates for an undisclosed amount. The transaction is expected to close over the coming weeks. Eric Hinson will continue to lead SimCom as CEO, the companies said. "Our family of companies provides a full range of services to the private business aviation industry. Simulator-based training is a huge part of our industry, one that touches every single pilot and flight provider," said Kenn Ricci, principal at Directional Aviation, which also owns Flexjet, Nextant Aerospace, Sentient Jet, and Constant Aviation, among others. "With this acquisition, we now can provide access to one of the world's most highly respected brands in our industry-one known for its technology and advanced flight-training capabilities." The demand for SimCom's training services is projected to increase significantly because of the worldwide pilot shortage, according to the company. Global air traffic is set to grow by approximately 4.6 percent annually until 2030, resulting in a need for almost 70,000 new pilots each year, it said, citing ICAO data. SimCom provides initial and recurrent pilot training for jet, turboprop, and piston aircraft using FAA-qualified flight training devices and full-motion simulators. Besides Orlando, SimCom also has pilot training centers in Scottsdale, Arizona, and Kirmington, UK. https://www.ainonline.com/aviation-news/business-aviation/2018-10-23/directional-aviation-acquiring-simcom Back to Top FlightSafety Enters the UAV Pilot Training Arena This year at Commercial UAV Expo Americas, another large manned aviation player entered the fray of the unmanned vehicles industry. Since being founded in 1951, FlightSafety International has greatly contributed to aviation safety around the world, and they're looking to bring that insight and expertise into the unmanned space with a comprehensive line of Unmanned Systems Training. FlightSafety International is considered one of the leaders in professional manned aviation training companies. They're also a well-respected manufacturer of flight simulators, visual systems and displays to commercial, government and military organizations. The company provides more than 1.4 million hours of training each year to pilots, technicians and other aviation professionals from 167 countries and independent territories. FlightSafety operates the world's largest fleet of advanced full-flight simulators at Learning Centers and training locations in the United States, Australia, Brazil, Canada, China, France, Japan, the Netherlands, Norway, South Africa and the United Kingdom. We visited FlightSafety at their booth on the exhibition floor at the Expo and connected with Peter C. Riley, Director of Training Product Solutions who explained the current offering and the reasons that FlightSafety was compelled to enter the unmanned aviation arena. "Earlier this year, FlightSafety expanded its offerings to provide comprehensive Unmanned Systems Training through a series of Remote Pilot ground and flight training courses," Peter told Commercial UAV News while showing off a brochure with the details. "These courses are designed to achieve the highest levels of safety and proficiency in the industry. Through customized course development, we can tailor the program to the customer specific and individual needs of a wide scope of commercial operations." When asked about the disassociation between the concepts of pilot in command (PIC) and the person manipulating the controls, Peter was very specific about the challenges of training Part 107. "The current legislation does not mandate that the PIC is at the controls of the aircraft and that has created a huge gap with our current offering for manned aircraft," Peter explained. "We started from a regulatory point of view, offering potential UAV pilots the opportunity to learn and understand the responsibilities of a PIC and the strong CRM (Crew Resource Management) that needs to be exercised with the person operating the controls in order to have a safe flight." Since being founded in 1951, FlightSafety has been providing manned pilot education and CRM training. For nearly 70 years, these programs have been at the center of the delicate interaction between pilot and co-pilot during the workload-heavy stages of flight, especially during non-visual conditions. "We are investing in the construction of new and innovative simulation technologies that will allow FlightSafety to train UAV pilots in an immersive environment in which the controls and all the realities of flying an aircraft from the ground will be as authentic as possible in order to quickly adapt the software to different training scenarios," Peter continued. "Simulation will offer extreme value for UAS training the same way it does for manned flight by allowing us to train pilots for the unexpected and for when things go wrong. In a simulation, you can present a wide array of emergency scenarios that will allow the PIC to practice making emergency decisions more reflexive and comfortably. Also, we're looking to offer practical training in simulation, for tasks as difficult as inspections, wind and weather, as well as first responder police and fire scenarios. We can't train unmanned pilots the same way we've been training traditional crews, but we can certainly adapt our decades of experience to develop the best possible curriculum." Traditional flight schools all around the country are adding Part 107 education to their manned aviation syllabus, allowing aspiring unmanned pilots to obtain their remote pilot certificates. However, FlightSafety is trying to accomplish something entirely different. FlightSafety is focused on professional remote pilots who will be able to smoothly integrate into an operation which has a fleet of UAVs. These operators are looking forward to a safe and replicable deployment each and every time. FlightSafety's decision to enter the competitive arena of Part 107 training is a welcome addition to the industry and will undoubtedly help to professionalize PIC education. https://www.expouav.com/news/latest/flightsafety-uav-pilot-training/ Back to Top The Air Force is missing 2,000 pilots - here's how it plans to ramp up training to fill the gap US fighter pilots on the flight line at Eglin Air Force Base in Florida, September 26, 2014. US Air Force photo The US Air Force in recent weeks announced plans to ramp up its pilot training to produce 1,500 pilots a year by fiscal 2022. Now, Air Education and Training Command (AETC) has divulged preliminary blueprints on how it anticipates accomplishing the task. Air Force Secretary Heather Wilson said before a Senate Armed Services readiness and management support subcommittee hearing Oct. 10 that the service will increase its current 1,160 pilot training slots to 1,311 in fiscal 2019, aiming for 1,500 every year shortly thereafter. The moves come as the service faces a shortage of roughly 2,000 pilots overall. "AETC has been tasked to produce about 1,500 pilots per year ... That number includes active-duty Air Force, Air Force Reserves, Air National Guard and international students," command spokeswoman Marilyn Holliday told Military.com this week. US Air Force F-35 pilot cockpit An F-35 student pilot climbs into an F-35 Lighting II at Luke Air Force Base, Arizona, July 7, 2017. (US Air Force photo/Staff Sgt. Jensen Stidham) While the undertaking is in its initial stages, the command will use programs such as the experimental Pilot Training Next - paired with Pilot Instructor Training Next - to improve how teachers and incoming students work together. AETC is also updating its Undergraduate Pilot Training (UPT) curriculum to streamline how quickly the Air Force can produce new pilots, Holliday said. "The final touches to the new Undergraduate Pilot Training syllabi were adjudicated and are now in the initial stages of execution," she said. Revising pilot training The curriculum's redesign gives squadron commanders the ability to refine training to better meet the needs of individual students, AETC said in a recent release. Warthog A10 aircraft Air Force Al Asad Air Base Iraq.JPG US Air Force members troubleshoot an electronic error on an A-10 Thunderbolt II on the flight line at Al Asad Air Base, Iraq, April 25, 2007.US Air Force Previously, students went back and forth between simulators and the flight line. The new syllabus moves "11 simulators that had been previously spread out over a three- to four-month time frame, into a single block of training prior to the first flight in the aircraft," Holliday said. It's also a blended learning model, she said, that incorporates several best practices from "advanced military flight training and civilian flight training." Students will cut their training time from 54 to 49 weeks once the changes are fully implemented. "We are still in the early phase of executing the syllabus redesign, but initial performance from students indicates increased pilot performance," Holliday said. Students will advance at their own pace. Previously, they had to wait until the entire class completed stages or assignments before moving on to the next. AETC will now allow for individual students to complete courses faster or slower as needed, officials said. Holliday said this will not alter the official course length, but the time a given student spends in the course could change. The first UPT students to use the adjusted curriculum will graduate in spring 2019, she said. Thirteen students graduated from the first, experimental Pilot Training Next (PTN) class in August after six months of learning to fly in virtual-reality simulators. The program ran 24 weeks and "included 184 academic hours, with approximately 70 to 80 flight hours in the T-6 Texan II, as well as approximately 80 to 90 hours of formal flight training in the simulator," Holliday said. Students also trained on their own time in the simulators. "We want to learn as fast as possible," said 2nd Lt. Christofer Ahn, a student pilot, in an interview before graduating. "Being able to use the simulators is a huge step in allowing us to accelerate through our training." The service recently announced there will be a second class to test Pilot Training Next before the results are briefed to Wilson and Chief of Staff Gen. David Goldfein, who will decide whether the program will be incorporated into formal pilot training. The second class will begin training in January. Holliday said that lessons learned from PTN have already been incorporated into traditional Undergraduate Pilot Training, as well as Pilot Instructor Training. Instructors are also refining the ways they connect with students through innovation and simulation training. With a program called Pilot Instructor Next, they are looking for ways to develop what AETC calls the "Mach-21" airman, or the next generation of 21st century pilots. Lt. Gen. Steven Kwast, the AETC commander, coined the term to describe what the Air Force wants in its new pilots. "This is an airman who can learn faster than their competition, can adapt when things are not working, and they can innovate faster than any opposition to create an advantage as a kind of lethality that allows our nation to defend its freedoms," he said in May after taking the helm of AETC. In a news release, he expanded on his vision. "A Mach-21 Air Force essentially is comprised of airmen who learn faster, adapt faster and strategically out-think the enemy, because they are moving at Mach-21 speed," he said. To produce such high-quality and sought-after pilots, instructors need to up their game. "Through Pilot Instructor Training Next, AETC flying squadrons have been equipped with virtual-reality simulators and 360-degree video headsets to integrate into syllabi," Holliday said. "Since implemented, there have been measurable benefits from the addition of technology, and 10 instructor pilots are slated to graduate from the PIT Next program each month." The program applies to members of the 560th Flying Training Squadron and the 99th Flying Training Squadron at Joint Base San Antonio-Randolph, Texas. Its biggest advantage, AETC says, is the ability to test students in high-stress environments in the safe space of a simulator. "Virtually, instructors can put students in any situation to determine if they would recognize the danger and whether or not they take the right course of action," Holliday said. "Students also have the opportunity to take home mobile-video headsets, which connect to the pilot's smartphone and allow for on-command and on-demand training, which has also been helpful." She added, "Incorporating this level of technology and deep-repetition learning allows these students to see the flight environment so many more times than they would have in the past." Aircrew crisis task force AETC is also coordinating with the Aircrew Crisis Task Force - set up in 2016 by the Pentagon - building on its "holistic plan to ensure the Air Force's pilot requirements are met through retention of currently trained pilots as well as through the production pipeline." At the Oct. 10 hearing, Wilson said the Air Force is placing an emphasis on addressing the national aircrew shortage by focusing on pilot quality of service and quality-of-life issues. The task force has looked at ways of giving fighter pilots and aircrew the ability to stay in rotations longer at select commands and bases in an effort to create stability for airmen affected by the service's growing pilot shortage. It has also included increasing financial incentives such as bonuses and providing more control over assignments and career paths, Wilson said. "We continue to work with the Aircrew Crisis Task Force to ensure our pilot production planning encompasses an airman from commissioning through training and then to their operational flying units," Holliday said. https://www.businessinsider.com/how-the-air-force-plans-to-train-1500-pilots-a-year-to-fill-shortage-2018-10 Back to Top Walter Cunningham: Apollo 7 Astronaut 1966 Apollo 7 astronauts Walter Cunningham, Wally Schirra and Donn F. Eisele 1968 Walter Cunningham is a former NASA astronaut best remembered for flying the Apollo 7 mission in October 1968. Cunningham was born March 16, 1932, in Creston, Iowa. In 1951, at age 19, he enlisted in the U.S. Navy and began flight training the following year, according to his NASA biography. Cunningham flew 54 missions as a night fighter pilot during the Korean War. In 1956, Cunningham joined the United States Marine Corps Reserve. For about three years in the early 1960s, he worked as a scientist at Rand Corp., a global policy nonprofit institution. During that time, he earned two degrees from the University of California at Los Angeles - a Bachelor of Arts and a Master of Arts, both with specialties in physics. Then in 1963, Cunningham came to NASA as part of the agency's third astronaut class. He was initially assigned a spot on Apollo 2, but the mission was canceled following a launchpad fire that killed the Apollo 1 crew on Jan. 27, 1967. Parts of Apollo 2 were destroyed in the investigation to find out what happened to Apollo 1, Cunningham said in a 1999 interview with NASA. The agency decided to switch to a more advanced version of the Apollo spacecraft for all future missions. "It was the dead-end mission, kind of, because it was the last one of this kind of a spacecraft," Cunningham said in his oral history of Apollo 2. "So, eventually NASA came to realize there's not much reason to fly this, and they cancelled Apollo ... part of it was to save money and to put the resources on to the [more advanced] Block 2 spacecraft." The crew of the first manned Apollo space mission inside the White Room. From left to right, are Donn Eisele, Walter Schirra, and Walter Cunningham. Credit: NASA. Apollo 7 NASA flew six uncrewed Apollo missions following the Apollo 1 incident, before continuing with the crewed missions. The entire Apollo 2 crew - Cunningham, Donn Eisele and commander Wally Schirra - were rescheduled to fly on Apollo 7. Apollo 7 featured a command module with several key redesigns to address safety, including improved wiring, more fire-retardant materials and pumping a mix of oxygen-nitrogen in the capsule while it was sitting on the ground (an improvement over the pure oxygen that accelerated the fire in Apollo 1). The crew remained focused on their work preparing for the mission, Cunningham said in the NASA interview, even though the shadow of Apollo 1 loomed large over the program. Apollo 7 flew in Earth orbit between Oct. 11 and Oct. 22, 1968. Overall, the mission was a success; the crew sent the first live television transmissions from space, they tested the service module propulsion engine and practiced for lunar docking using the discarded S-IVB rocket stage of the Saturn IB rocket that brought them into space, according to Cunningham's NASA biography. The Apollo 7 mission went so well that NASA gave the go-ahead for the crew of Apollo 8 to fly into lunar orbit, just two months later. But in other respects, the Apollo 7 crew had difficulties. Schirra developed a cold in space and it's unclear if the other crewmembers developed colds as well. Nonetheless, there was obvious tension between the flight crew and the ground crew back at NASA. At one point, Schirra was frustrated enough that he canceled one of the crew's planned television broadcasts. "There was some real bickering back and forth between Wally and the ground," Cunningham said in his interview with NASA. "I, frankly, have never felt like I had any kind of a problem with the ground, with going over the onboard tapes and air-to-ground and what have you." But Cunningham said that his fellow crewmembers, Eisele and Schirra, made their disagreements with the ground crew's directions well known, especially Schirra. Astronaut Walter Cunningham, Apollo 7 lunar module pilot, is photographed during the Apollo 7 mission. Credit: NASA/JSC After Apollo 7 For Chris Kraft, the mission control director, the most frustrating part of the Apollo 7 mission was when the astronauts refused to wear their helmets on the way back to Earth, as Kraft described in his memoir "Flight: My Life in Mission Control" (Dutton, 2001). The astronauts said they wanted to avoid having their eardrums pop due to congestion, but they also risked injury or death if the cabin suddenly depressurized. The crew arrived safely back on Earth on Oct. 22, 1968. Kraft said he didn't want any of the crewmembers to fly in space again, and in fact, none of them did. In his interview with NASA, Cunningham said that he asked Kraft about saying that he'd stop the Apollo 7 crew from flying again, but Kraft denied ever making such a statement. In any case, Cunningham was disappointed that he never flew again, he said. Cunningham was expecting to command the first Skylab space station mission, but that never came to pass. Instead, he became NASA's chief of the Skylab branch, responsible for operational inputs for the hardware, the launch vehicles and 56 major experiments. Cunningham left NASA in 1971. In the decades following, he participated in several different business ventures, including commercial real estate, offshore engineering, project management and venture capital investments. In October 2018, at age 86, Cunningham took part in Apollo 7's 50th anniversary celebration at the Frontiers of Flight Museum in Dallas. "We thought, rightly or wrongly, that we [the Apollo 7 crew] could overcome all of the obstacles and that our goal was worth the risk," Cunningham said at the celebration. https://www.space.com/42227-walter-cunningham.html 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 Position: Aviation Safety Compliance Specialist (Recent Graduate) Job in Washington DC, District of Columbia - Department of Transportation The United States government is a massive employer, and is always looking for qualified candidates to fill a wide variety of open employment positions in locations across the country. Below you'll find a Qualification Summary for an active, open job listing from the Department of Transportation. The opening is for an Aviation Safety Compliance Specialist (Recent Graduate) in Washington DC, District of Columbia Feel free to browse this and any other job listings and reach out to us with any questions! Aviation Safety Compliance Specialist (Recent Graduate) - Washington DC, District of Columbia Federal Aviation Administration, Department of Transportation Job ID: 7058 Start Date: 10/04/2018 End Date: 10/12/2018 Qualification Summary To qualify for the Recent Graduates Program you must apply within two (2) years of having obtained a qualifying degree or certificate beyond the high school level from a qualifying educational institution.Exception to the 2 year application eligibility requirement: Veterans who have a military service obligation will have up to six years from degree or certificate completion to apply to Recent Graduates job vacancies.In addition to the qualifications that must be met for the Recent Graduates Program: To view the complete qualification standard, applicants should reference - U.S. Office of Personnel Group Coverage Qualification Standard for Administrative and Management Positions.https://www.opm.gov/policy-data-oversight/classification-qualifications/general-schedule-qualification-standards/#url=Group-Standards To qualify for this position you must demonstrate in your application that you possess 3 years of general experience, 1 year of which was equivalent to at least a GS-4 that demonstrates the ability to:Analyze problems to identify significant factors, gather pertinent data, and recognize solutions;Plan and organize work; andCommunicate effectivelyOR4-year course of study leading to a bachelor's degree.Qualifications must be met by the closing date of this vacancy announcement. If you'd like to submit a resume or apply for this position, please contact Premier Veterans at abjobs@premierveterans.com. All are free to apply! APPLY HERE Back to Top 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 Register Here Phone: (231)720-0930 (9-6 EST) Curt Lewis,