Flight Safety Information February 1, 2019 - No. 024 In This Issue Incident: Aeroflot A320 at Rome on Jan 30th 2019, lightning strike Incident: Copa B738 at Panama City on Jan 31st 2019, bird strike Incident: American B752 near Guayaquil on Jan 29th 2019, hydraulic problem Beechcraft 200 Super King Air - Fatal Accident (Canada) Boeing 787-9 Dreamliner - Taxiway Excursion (Japan) Dassault Mirage 2000TI - Fatal Accident (India) Virgin Australia plane makes emergency landing, reports of fire on board EVAS - Cockpit Smoke Protection TSB Canada: Toronto runway incursions due to uncommon taxiway layout between parallel runways IS-BAO Operator Continuous Improvement Roundtable at 2019 NBAA IOC NTSB resumes normal operations Airlines Mull Real-Time Monitoring of Pilot Conversations ANA unit admonished after pilot drinking incident Angel Flight, Aircraft Owners Assn fighting CASA regulation plan (Australia) New Hypoxia Sensor Aims to Make Military Trainer Aircraft Safer January/February 2019 issue of FAA Safety Briefing Global Aerospace - Jetstream 2018 and Beyond Electric airplanes developed by a Colorado startup take aim at global pilot shortage Etihad aims to rescue Jet Airways amid trouble of its own ONLINE SURVEY REQUEST IATA Safety & Flight Ops Conference - 2-4 April - Barcelona 2019 AIR CHARTER SAFETY SYMPOSIUM Incident: Aeroflot A320 at Rome on Jan 30th 2019, lightning strike An Aeroflot Airbus A320-200, registration VP-BCA performing flight SU-2405 from Rome Fiumicino (Italy) to Moscow Sheremetyevo (Russia), was climbing out of Rome when the aircraft received a lightning strike. In absence of abnormal indications the crew continued the flight to Moscow, where the aircraft landed safely about 3:15 hours later. A post flight inspection revealed scorch marks. The aircraft is still on the ground in Moscow about 19 hours after landing. Metars: LIRF 310050Z 31010KT 9999 FEW040 07/03 Q1001 882901// NOSIG= LIRF 310020Z 32009KT 9999 SCT040 06/03 Q1001 RETS 882901// NOSIG= LIRF 302350Z 33006KT 290V360 8000 -TSRA FEW020CB SCT030 BKN050 06/03 Q1000 RERA 882901// NOSIG= LIRF 302320Z 29009KT 260V320 6000 TSRA SCT015CB SCT020 BKN040 06/04 Q1000 882900// NOSIG= LIRF 302250Z 31007KT 9999 -RA FEW030 SCT035 05/03 Q1000 RERA 882900// NOSIG= LIRF 302220Z 33015KT 9000 RA FEW015CB SCT020 05/03 Q1000 882900// NOSIG= LIRF 302150Z 34005KT 310V030 9000 RA FEW015CB SCT020 05/03 Q1000 RETS 882900// NOSIG= LIRF 302120Z VRB02KT 6000 TSRA SCT015CB SCT020 04/03 Q0999 NOSIG= LIRF 302050Z VRB05KT 5000 TSRA SCT015CB SCT020 05/03 Q0999 NOSIG= LIRF 302020Z 09003KT 040V190 6000 TSRA FEW015CB SCT030 05/03 Q0999 NOSIG= http://avherald.com/h?article=4c3972ee&opt=0 Back to Top Incident: Copa B738 at Panama City on Jan 31st 2019, bird strike A Copa Airlines Boeing 737-800, registration HP-1536CM performing flight CM-358 from Panama City (Panama) to Guatemala City (Guatemala) with 151 people on board, was climbing out of Panama's runway 03R when the right hand engine ingested a bird causing the engine to repeatedly surge. The crew stopped the climb at 4000 feet and returned to Panama City's Tocumen Airport for a safe landing on runway 03R about 15 minutes after departure. A replacement Boeing 737-800 registration HP-1849CM reached Guatemala City with a delay of 2.5 hours. The right hand engine's fan seen after landing: http://avherald.com/h?article=4c396f27&opt=0 Back to Top Incident: American B752 near Guayaquil on Jan 29th 2019, hydraulic problem An American Airlines Boeing 757-200, registration N192AN performing flight AA-1558 from Lima (Peru) to Miami,FL (USA), was enroute at FL360 about 70nm south of Guayaquil (Ecuador) when the crew decided to divert to Guayaquil reporting a hydraulic problem. The aircraft landed safely on Guayaquil's runway 21 about 25 minutes later, the gear doors were closed. The aircraft taxied to the apron with emergency services in trail. The remainder of the flight was subsequently cancelled. The occurrence aircraft remained on the ground in Guayaquil for about 54 hours, then departed for flight AA- 9651 to Miami. http://avherald.com/h?article=4c396cbe&opt=0 Back to Top Beechcraft 200 Super King Air - Fatal Accident (Canada) Status: Preliminary Date: Wednesday 30 January 2019 Time: ca 09:15 Type: Beechcraft 200 Super King Air Operator: Air Tindi Registration: registration unknown C/n / msn: First flight: Crew: Fatalities: 2 / Occupants: 2 Passengers: Fatalities: 0 / Occupants: 0 Total: Fatalities: 2 / Occupants: 2 Aircraft damage: Destroyed Location: ca 30 km from Whatì/Lac La Martre Airport, NT (YLE) ( Canada) Phase: En route (ENR) Nature: Unknown Departure airport: Yellowknife Airport, NT (YZF/CYZF), Canada Destination airport: Whatì/Lac La Martre Airport, NT (YLE), Canada Narrative: A Beechcraft 200 Super King Air operated by Air Tindi was reported missing on a flight from Yellowknife to Whatì in Canada. There were two crew members on board. Search and rescue teams arrived at the wreckage on January 31. Neither of the two pilots on board survived. Weather at the site is poor with a temperature of -23° C with blowing snow. https://aviation-safety.net/database/record.php?id=20190130-0 Back to Top Boeing 787-9 Dreamliner - Taxiway Excursion (Japan) Date: 01-FEB-2019 Time: c. 07:00 LT Type: Boeing 787-9 Dreamliner Owner/operator: Japan Airlines Registration: JA871J C/n / msn: 34848/632 Fatalities: Fatalities: 0 / Occupants: 201 Other fatalities: 0 Aircraft damage: Unknown Location: Tokyo/Narita International Airport (NRT/RJAA) - Japan Phase: Taxi Nature: International Scheduled Passenger Departure airport: Delhi/Indira Gandhi International Airport (DEL/VIDP), India Destination airport: Tokyo/Narita International Airport (NRT/RJAA), Japan Narrative: A Boeing 787-9 of Japan Airlines, operating JAL/JL740 from Delhi, India to Tokyo/Narita, Japan, suffered taxiway excursion while vacating runway 34L after landing at Tokyo/Narita at 06:53 LT. The left main landing gear got stuck in the mud beside the taxiway. The runway 34L was temporally closed. No personal injuries were reported among 201 persons onboard. It was snowing the night before in Tokyo area. The weather data at Narita around the accident time (ca. 07:00LT/22:00 UTC of 31st Jan.) RJAA 312130Z 30010KT 9999 FEW030 M00/M05 Q1008 NOSIG RMK 1CU030 A2977= RJAA 312200Z 31007KT 9999 FEW030 M01/M04 Q1008 NOSIG RMK 1CU030 A2978= https://aviation-safety.net/wikibase/wiki.php?id=221405 Back to Top Dassault Mirage 2000TI - Fatal Accident (India) Date: 01-FEB-2019 Time: Type: Dassault Mirage 2000TI Owner/operator: Indian Air Force (IAF) Registration: C/n / msn: Fatalities: Fatalities: 2 / Occupants: 2 Other fatalities: 0 Aircraft damage: Written off (damaged beyond repair) Location: HAL Airport, Bengaluru - India Phase: Unknown Nature: Military Departure airport: HAL Airport, Bengaluru Destination airport: HAL Airport, Bengaluru Narrative: The military aircraft crashed during a post maintenance check flight. Both occupants ejected, but neither survived. Indian Fighter jet Crashed In Bangalore https://aviation-safety.net/wikibase/wiki.php?id=221406 Back to Top Virgin Australia plane makes emergency landing, reports of fire on board Virgin flight forced to make emergency landing A Virgin Australia plane made an emergency landing at Newcastle Airport this afternoon after an alarm ran for a possible fire on-board. The aircraft left Brisbane just after 10am and was due to land in Sydney at 12.40. "Virgin Australia flight VA938 from Brisbane to Sydney has landed safely after diverting to Newcastle Airport this afternoon following the activation of warning light in the cargo hold," a spokesperson told 9News. Virgin Australia flight diverstion Brisbane Sydney Newcastle A Sydney-bound Virgin Australia flight from Brisbane was forced to divert to Newcastle after an alarm signalled an on-board fire. (9NEWS) "The aircraft landed safely and was met by emergency services as a precautionary measure. "The safety of our guests and crew is our number one priority and we will be commencing a full investigation into the incident. "We will be working hard to have all guests to their destination as soon as possible." In total, 159 passengers were affected by the diversion, and were re-booked onto buses that then transported them to Sydney, where they safely arrived about 5.30pm. https://www.9news.com.au/2019/02/01/12/46/virgin-australia-flight-makes- emergecny-landing-reports-of-fire Back to Top Back to Top TSB Canada: Toronto runway incursions due to uncommon taxiway layout between parallel runways 31 January 2019 The Transportation Safety Board of Canada (TSB) published its report of the investigation into 27 runway incursions that occurred between two closely spaced parallel runways at Toronto/Lester B. Pearson International Airport, Canada, between June 2012 and November 2017. The investigation found that all the incursions happened on the inner runway (24R), after the flight crews involved had landed on the outer runway (24L) and were taxiing on a rapid-exit taxiway between the two runways. Several characteristics of the rapid exits in this area, known locally as the "south complex," are different from almost every other major airport in North America. The exits lead directly to the "inner" parallel runway, the hold lines are located immediately following a 65-degree curve and, most notably, they are farther away from the protected runway than is commonly seen elsewhere. These uncommon features mean that the hold lines are not where crews are expecting to see them. It was also determined that, although flight crews were aware of the increased risk for runway incursions in the area because they are designated as "hot spots" on the airport charts, that guidance did not bring crews' attention to specific strategies to mitigate the risk of incursion. Instead, crews followed their standard operating procedures and initiated their post-landing actions immediately after exiting the runway, taking their attention away from other more critical tasks - such as identifying the hold line. The timing of those tasks distracted the crew at a point when limited time was available to recognize the visual cues requiring them to stop, and contributed to their overlooking those cues. The TSB made four recommendations to make these runways safer. The first one is that NAV CANADA amend its phraseology guidance so that safety-critical transmissions are more compelling to flight crews in order for crews to take the safest course of action. The next two recommendations are for Transport Canada and the United States Federal Aviation Administration (FAA) to work with operators to amend standard operating procedures so that crews only commence post-landing checks after a landing aircraft has cleared all active runways. Finally, the Board recommends that the Greater Toronto Airports Authority make physical changes to the taxiway layout at Pearson International's south complex to address the risk of incursions between the parallel runways. More info: * Final report https://news.aviation-safety.net/2019/01/31/tsb-canada-toronto-runway-incursions- due-to-uncommon-taxiway-layout-between-parallel-runways/ Back to Top Back to Top Back to Top NTSB resumes normal operations The National Transportation Safety Board employees returned to work on Monday. The NTSB staff resumed normal operations and began developing plans to address the work that could not be accomplished during the partial government shutdown. Of the 397 agency staff, 367 employees were furloughed, 26 employees were excepted, and six investigators were recalled and worked without pay to support investigations of three international aviation accidents. As of Jan. 25, impacts of the partial shutdown on the NTSB include: * Ninety-seven accidents that the NTSB was unable to investigate due to employees being furloughed to include the following that now require investigative action: * 15 aviation accidents resulting in 21 fatalities * Two marine accidents * Two railroad accidents resulting in two fatalities * Two highway accidents resulting in 7 fatalities, 15 injuries * Six accidents in which the NTSB did not gather evidence to determine if an investigation was warranted. * During the partial shutdown work stopped on 44 ongoing marine investigations. * Postponement of the launch of the NTSB's 2019 - 2020 Most Wanted List of Transportation Safety * Improvements, which has been rescheduled to Feb. 4. * Cancellation of 22 external meetings or presentations * More than 180 media inquiries went unanswered * The accidents in which the NTSB did not launch investigators, but would have if not for the partial shutdown, may not result in investigators physically visiting the accident sites, and, it is possible that perishable evidence may have been lost, which potentially could prevent determination of probable cause. https://www.workboat.com/news/coastal-inland-waterways/ntsb-resumes-normal- operations/ Back to Top Airlines Mull Real-Time Monitoring of Pilot Conversations AI technology in the cockpit could alert airline personnel to inflight emergencies as they unfold. NIIT Technologies said cockpit voice-monitoring tools could be become prevalent in the next few years. Many of us are convinced that our smartphones and other connected devices listen to our every word and can serve us ads based on the keywords we utter. Now, a similar eavesdropping concept could be coming to the flight deck as airlines look at artificial intelligence-enabled technologies that can listen to pilot conversations, store the data for analysis and report "high-stress" events in real time to alert airline personnel on the ground to an unfolding emergency even if the pilots do not communicate with them. One company developing such flight deck tools is NIIT Technologies, an India-based IT services company with offices in Princeton, New Jersey. The company with 10,000 employees globally has about 100 airline customers, including many major airlines in the United States. Madan Mohan, global head of travel and transportation for NIIT Technologies, explained that the technologies the company has created can be used by airlines for a host of purposes, from leveraging AI to predict whether a crew will be delayed on their way to an airport when reporting for duty, to determining if a particular pilot is the right "fit" for the job, to monitoring pilot conversations and improving safety through flight operation quality assurance (FOQA) and real-time monitoring. "Using our data technology, we can acquire the voice of the pilot while they are flying and use AI to differentiate between what is normal and expected conversation or determine if there is increased stress in the pilot's voice," Mohan said. Airlines, he said, are already testing the concept. The eventual goal is to monitor, store and perhaps relay in real time cockpit conversations, with AI algorithms used to sort the massive amount of data and pick out conversations that are problematic. That could include non-flying-related conversations pilots may be having in violation of sterile cockpit guidelines, Mohan said. "Pilots may need to be more mindful of the conversations they are having," he said of the potential for such technology to land a flight crew in hot water with their employer. Pilot unions undoubtedly will have major issues with the seeming invasion to privacy that such technologies present, and aviation regulators will have to grapple with the idea of inviting Big Brother into the cockpit. But the safety-related data gleaned from being able to monitor and analyze cockpit communications could trump privacy concerns, Mohan predicted, as AI technology gives airlines insight into what is happening on the flight deck. https://www.flyingmag.com/airlines-mull-real-time-monitoring-pilot-conversations Back to Top ANA unit admonished after pilot drinking incident TOKYO (Kyodo) -- The transport ministry admonished a group company of All Nippon Airways Co. on Friday after one of its pilots tested positive for alcohol earlier this month. ANA Wings Co. became the latest company to be urged or ordered by the ministry to improve its operations amid a series of alcohol-related incidents that are plaguing the Japanese airline industry. The pilot was scheduled to fly from Osaka to Miyazaki on Jan. 3 morning, but a breathalyzer test before the flight found him to have a higher-than-permissible level of alcohol and he had to be replaced. His co-pilot tried to cover up for the pilot, but the pilot later admitted that he had been drinking despite the company's rule that pilot must not drink for at least 12 hours before a flight. The problem caused five flights to be delayed. "The airline, as an organization, neglected safety and failed to obey laws," transport minister Keiichi Ishii said, noting that the pilot even sought a "coverup" of his misconduct. The ministry said it has suspended the licenses of both the pilot and copilot. The pilot has already been fired from ANA Wings over the incident. The latest warning for ANA Wings follows one issued in December over another alcohol- linked flight delay in October, when a pilot became ill from drinking. As similar incidents have been reported at other airlines, the ministry has been urging them to review their rules over alcohol intake. https://mainichi.jp/english/articles/20190201/p2g/00m/0bu/081000c Back to Top Angel Flight, Aircraft Owners Assn fighting CASA regulation plan (Australia) Baby Lotus and her mother Sarah ready for their flight in Angel Flight board chairman, Bill Bristow's Pilatus jet. Picture - Geoff Marsh. Rural communities around Australia are outraged at a proposal by the Civil Aviation Safety Authority to introduce a new minimum safety standard for community service flights that have the potential to ground Angel Flight Australia. The charity coordinates non-emergency flights to assist country people to access specialist medical treatment that would otherwise be unavailable because of vast distance and high travel costs, utilising volunteer pilots. Angel Flight's CEO, Marjorie Pagani, the Aircraft Owners and Pilots Association of Australia, Queensland's opposition spokesman for volunteers, Lachlan Millar, and Kennedy MP, Bob Katter, have all condemned the proposal, which they say is a gross discrimination against rural people. All have demanded that the federal government intervene to prevent the new standards from coming into being. "What CASA is saying is that I can fly you to Toowoomba any day of the week to go shopping but as soon as you say you're going there for medical purposes, I'm not qualified to fly you," Ms Pagani said. "It defies belief." She said the proposal, which related to licensing requirements, minimum pilot experience and maintenance-related enhancements, showed CASA had lost confidence in its own licencing system, under which the charity's pilots and aircraft operated. "Why else would they place these restrictions on lawfully licenced pilots," she said. "The long and short of it is, why are we suddenly unsafe if we want to help a rural person? "There is no nation in the world that restricts a pilot's licence according to the needs of their passengers." Further unleashing her dismay at the potential the changes would have on what has become an essential service, conducting 4000 trips a year, Ms Pagani was critical of the way CASA had apparently circumvented the usual regulatory process, and what she said was the "invention" of a community service flight category. She described the standards as a "grab bag" of restrictions that were unrelated to the two fatal accidents, in 2011 and 2017, that are understood to be at the crux of the changes. She said any improvement to the service would come from safety education, which she had been working with CASA on for 18 months, not aircraft standards. One of the changes proposed would increase minimum pilot hour requirements, which would preclude some of the volunteers with lower hours. Another requires aircraft engines to be maintained to commercial charter standards, which could cost $85,000 or more. In outlining its need for consultation, CASA said a regulatory baseline would provide clarity regarding an appropriate minimum safety standard. It anticipated most pilots currently conducting community safety flights would meet the proposed new standards. While CASA said Angel Flight pilots didn't operate under the safety umbrella of an Air Operator's Certificate, which commercial operators work under, Ms Pagani said users were comprehensively briefed on procedures and made aware of all aspects, including watching a video, before they were introduced to a pilot. Benjamin Morgan, the executive director of the Aircraft Owners and Pilots Association of Australia, accused CASA of highlighting two tragic accidents, both found to have been the result of pilot error, from over 46,000 successful flights, to manipulate public perception of the service. "The elephant in the room is aviation safety, which should be addressed by communication, collaboration and education, not by ramming enforcement regulations through that only cover the backside of a bureaucrat if something happens," he said. "We have to not overreact to a situation in a way that means we can no longer provide a service." Calls for intervention Mr Morgan called on every Australian to contact their local MP and demand they oppose the changes, saying the next group to be affected could be private individuals transporting people to doctor's appointments in their cars. "Will they demand they have motor car engine overhauls or a higher degree of driver training?" One of Dick Smith's finest moments was his attack upon CASA; CASA has downed more planes than the Red Baron. Bob Katter One politician who has called on the federal government, particularly transport minister Michael McCormack. to intervene is Queensland opposition spokesman on emergency services and volunteers, Lachlan Millar. "I am outraged that an unelected bureaucrat can ground the charity, Angel Flight, with a flick of a pen and no federal parliamentary scrutiny," he said. "The Civil Aviation Authority's plan will ground 80 per cent of the volunteer pilots who take rural and remote patients for non-emergency treatments such as dialysis. "This plan will cause real pain to rural people. Angel Flight pilots are everyday heroes. They make a major difference and actually help governments by reducing the cost of delivering health care in the bush. "I am publicly asking the deputy Prime Minister and federal transport minister, Michael McCormack, to intervene and fix this." He was joined by KAP leader and Mp for Kennedy, Bob Katter, in calling out the Civil Aviation Safety Authority for what he called their latest show of incompetence, which he said could kill Angel Flight. "One of Dick Smith's finest moments was his attack upon CASA; CASA has downed more planes than the Red Baron," Mr Katter said, adding the authority had repeatedly displayed its ineptitude. "To take Angel Flight out of the skies is to remove the mantle of safety put there by Reverend John Flynn and his Royal Flying Doctor Service, and I speak with great passion because both my father and his brother died at the hands of that Australian tyrant - the tyranny of distance. "When you protect your precious statistics, that conciliatory is costing us lives. "It is quite clear to me these very generous self-sacrificing pilot-owners cannot afford to take the risks of CASA prosecutions - the safety Nazis - and we will lose this wonderful service." Mr Katter said he had contacted the minister for transport and demanded his immediate intervention and asked rural chambers of commerce, flyers, clubs and councils to join the fight on this issue. The public consultation period, launched after federal parliament rose in December, closed on Thursday. CASA and transport minister, Michael McCormack, were contacted for comment. https://www.standard.net.au/story/5881416/casas-angel-flight-plan-outrages-rural- australia/?cs=7 Back to Top New Hypoxia Sensor Aims to Make Military Trainer Aircraft Safer T-6 Texan IIs from the 559th Flying Training Squadron and the 39th FTS participated in an "Elephant Walk" Oct. 26, 2018, at Joint Base San Antonio-Randolph, Texas. (U.S. Air Force photo/Shelby Pruitt) A new helmet-based sensor that can read human biometrics alongside an aircraft's cockpit pressure levels just hit the market with Air Force pilots in mind. Spotlight Labs, a veteran-owned small business founded by fighter pilots, on Wednesday announced that its SPYDR hypoxia sensor is ready to be used in aircraft that have had a history of pilots reporting hypoxia-like symptoms, such as the T-6 Texan II trainer. In April, the Air Force Life Cycle Management Center's Agile Combat Support Directorate awarded a $195,000 contract to the company to test the SPYDR device, which was designed to "immediately alert T-6 aircrew of low oxygen in the bloodstream" and, as a result, "allow them to take actions to prevent physiological symptoms in flight," the Air Force said at the time. SPYDR can detect and warn pilots of impending hypoxia symptoms from both the human and aircraft perspective. The device also records the flight data for pilots and officials to analyze and improve in-flight methods. "After the grounding of the T-6 training fleet by the United States Air Force, Spotlight Labs executed destructive testing, electromagnetic interference testing and acoustic testing on the SPYDR," the company said in a release. "Spotlight Labs executed physical demonstrations in an altitude chamber, a centrifuge and a ground-based restricted oxygen breathing device," the release said. Spotlight, of Sterling Heights, Michigan, used SPYDR on more than 100 training flights in T-6 aircraft at various Air Force training bases to prove its effectiveness. How it works: The gadget replaces existing ear cups in a flight helmet. It does not require any manipulation within the cockpit for the device to work, Spotlight Labs said. It also includes "three sensors and a bone-conducting transducer that collects data at relevant physiological points on the neck and head," according to the description. The sensor can then read breath, heart rate and other biometrics. And it records data multiple times per second in real time, alerting pilots of any abnormalities with different sound alarms. "Everything in tactical aviation is instrumented -- except the pilot," Brian Bradke, the lead biomedical engineer at Spotlight Labs as well as an experienced F-16 Fighting Falcon instructor pilot, said in the release. Bradke served with the New Jersey Air National Guard's 177th Fighter Wing, according to the service. "The SPYDR instruments the operator, giving individual pilots tools for safety and performance in flight, while collecting valuable data that will fuel improved performance and increased risk mitigation for the pilot community as a whole," he said. Once the device's flight and human data are combined, it can be analyzed "using machine learning and artificial intelligence techniques that demonstrate increases or decreases in individual performance, workload and stress factors," the release said. "This data can be incorporated to quantify spikes in risk for specific aircraft, units, mission types, geography or other flight elements," it added. During the tests in April, Air Force officials said it was possible that "SPYDR could be issued to the entire T-6 fleet" if its evaluation showed positive outcomes. The sensor was originally meant for commercial use, but a team of former fighter pilots and engineers at Spotlight Labs produced a military-grade device after a bout of hypoxia incidents manifested throughout the military. The Defense Department has been unable to find a cause for the hypoxia-like symptoms -- disorientation, shortness of breath, confusion and wheezing, among others. Last year, Air Force Chief of Staff Gen. David Goldfein said the manifestations may not be hypoxia in some cases, but instead hypocapnia, or reduced carbon dioxide in the blood. Hypocapnia often presents symptoms similar to hypoxia, such as dizziness and disorientation. The Air Force last February ordered an indefinite operational pause for all T-6 aircraft at Columbus Air Force Base, Mississippi; Vance Air Force Base, Oklahoma; and Sheppard Air Force Base, Texas, after a number of pilots at several bases experienced unexplained physiological events [UPEs] while in flight. The service lifted the pause almost a month later after conducting flight tests, but still could not identify the cause of the episodes. https://www.military.com/defensetech/2019/01/31/new-hypoxia-sensor-aims-make- military-trainer-aircraft-safer.html Back to Top January/February 2019 issue of FAA Safety Briefing https://www.faa.gov/news/safety_briefing/2019/media/JanFeb2019.pdf Back to Top Jetstream 2018 and Beyond https://global-aero.com/wp-content/uploads/2019/01/Jetstream2018.pdf Back to Top Electric airplanes developed by a Colorado startup take aim at global pilot shortage Gas isn't cheap, neither is learning how to fly. Going electric could cut aviation fuel costs by 90 percent, save students money and, as an added bonus, cut emissions A pivotal moment in George Bye's entrepreneurial life came in 2006. As the creator of a hot new aircraft called the Javelin, Bye was getting wined and dined by Silicon Valley's elite, who wanted one of the planes Popular Science described as "a flying sports car." That's how Bye, a former Air Force pilot, ended up riding in the passenger seat of a Tesla Roadster prototype. It was before Elon Musk took over the electric car company. It's when Bye had his "aha!" moment. "I got a very short ride in the Roadster in the backstreets behind their warehouse, and that car accelerated faster than my jet in full afterburner. Using electrons at a few pennies compared to gasoline," recalled Bye, whose Javelin had aimed to reach near supersonic speeds. He called the moment "a revelation not for Tesla, but for George Bye. This became part of my DNA. We can do this. We can make the world a better place." He started Bye Aerospace, now based at Centennial Airport, the following year. And since then, the company has made its first test flight of an all-electric Sun Flyer aircraft, added Subaru-SBI Investment and other investors, and collected 226 orders so far for planes that are expected to hit the market in late 2020. The Javelin? RIP. After a promising start and $160 million valuation, the company failed to get enough funding and filed for bankruptcy in 2008, blaming the recession and the long wait for Federal Aviation Administration approvals. George Bye keeps memories of aviation items present and past at his office in the Bye Aerospace headquarters in Centennial Airport. A framed photo of the the Javelin, the light weight jet he developed in the early 2000s, hangs in the corner. On the table, he's touching a model of a Cessna 172, the top selling aircraft of all time. But he has his eyes on what he hopes will replace the Cessna, the all-electric Sun Flyer. (Tamara Chuang, The Colorado Sun) There was more to changing the world of aviation than a fast, lightweight plane. Innovation had to be part of the business model too, Bye realized. "I like innovation and avionics and structures and safety systems. That's all very cool," said Bye, who keeps a framed photo of the Javelin on the wall behind his desk. "...This still doesn't solve the problem." Already in 2007, Bye noticed a trend that continues today. Pilots were dwindling in numbers and airlines were consolidating. The high cost of becoming a pilot was disheartening to potential recruits, as were low starting wages. To change the industry's trajectory, Bye tackled the business problem: Make flying more affordable. By putting electric motors in planes to save on fuel costs, student pilots could better afford flight training that can cost about the same as a law school degree. "This," said Bye, pointing to the engine area of a Sun Flyer model he keeps in his office, "solves a problem. The electric motor and batteries. And that creates a market for this [the Sun Flyer] so that this production rate can return to where this [the Cessna 172, the top-selling airplane in aviation history] was when this was a new idea back in the '60s and '70s." The pilot shortage, explained Cargo and passenger travel by air is on the rise. Some 8.2 billion people will fly somewhere in 2037, filling seats on more than double the number of flights made last year, the International Air Transport Association predicts. Likewise, demand for pilots will double worldwide to 790,000 over the next 20 years, according to a forecast by The Boeing Co., which is trying to sell the world more of its airplanes. In the meantime, the number of pilots in the U.S. peaked in 1980 and has been shrinking ever since for a variety of reasons. A more recent reason: Airline pilots must retire at age 65, and the Regional Airline Association estimates that nearly half the pilots working in the U.S. today are 50 or older. The shortage has been less of an issue for major airlines like Frontier Airlines. That's partly due to a year-old partnership the company has to hire from regional flyer Trans States Airlines and, more recently, better pilot wages, which increased an average of 53 percent this month. "Since our new pilot contract was announced, our application rate has essentially tripled," Jonathan Freed, a Frontier spokesman, said in an email. "So, we have an abundance of resumes coming in. We plan to hire more than 250 pilots this year, and our current application rates more than support it." But for the most part, the larger players hire from the smaller regional airlines, who face turnover and are left scrambling to find more pilots, said Louis Smith, president of Future & Active Pilot Advisors, which tracks airline hiring and wages. "Over the next 10 years, we expect the 11 major airlines will retire 35,000 pilots and hire another 15,000," Smith said. "And the way they get those pilots is they poach everyone below them. ... For major airlines, (the pilot shortage) has not been an issue because they're the king of the hill right now. They can fill their classes. When the airlines start paying you to learn to fly, that's a shortage." Few airlines are paying students outright to learn how to fly. JetBlue offers students a chance to join its pilot corps by enrolling in its Gateway Select program - at a cost of $110,000. Similarly, American Airlines has its Cadet Academy, which costs between $72,000 to $89,000. United Airlines, which has a flight-training center in Denver for all existing pilots, partnered with Metropolitan State University on a program to fast track students to becoming pilots, though there's no guarantee United will hire them. Attracting new recruits has been a challenge for the industry for years. Flight-training school can run $60,000, or upwards of $250,000 if you opt for a four-year degree. Starting salaries at regional airlines had been astonishingly low - in the midteens - until recently. "The pilot pay is terrible. They might offer $40,000 in the first year and a $20,000 bonus, so it's $60,000. You're still not where you could be if you spent the time going into pre-med or law," said Mike Boyd, who runs the airline consultancy Boyd Group International in Evergreen. "Plus, you can't live at home. You have to live in some exotic city, like Newark." A newer requirement as of 2013 also added to the expense of becoming an airline pilot. They now need 1,500 flight hours, with some exceptions, before getting certified to fly for companies like United Airlines, FedEx or a smaller regional carrier. (Many pilots stick to a commercial license, which allows them to get paid to fly private tours or banners over a city and requires 250 flight hours.) And a large chunk of the cost is fuel. Aspen Flying Club charges pilots in training $145 per "wet" hour, which means fuel is included. At about $5 per gallon, on a plane burning eight to 10 gallons an hour, "you're talking $40 to $50 an hour of the cost of the aircraft is just in fuel," said Danny Smith, who co-owns the flying club that started in 1977. Cheaper fuel but other costs involved This is where Bye Aerospace says it can help. Its Sun Flyer can fly roughly for three and a half hours at a cruising speed of around 135 knots (155 mph) with its all-electric motor from Siemens. Power from 10 battery packs takes between 20 minutes to 8 hours to recharge, depending on the charger. It holds two or four passengers, depending on the model, making it ideal for schools where a training flight may last about an hour or so. According to Bye's calculations, the energy needed to power the electric plane is less than a tenth of the cost of aviation fuel. "We're not polluting, we're replacing a 50-year-old obsolete airplane with a brand new high-tech airplane," Bye said. "And we're spending $3 a flight hour instead of $45." Based on those assumptions, 1,500 flight hours training in a Sun Flyer ends up costing about $4,500 for electricity, versus $67,500 in aviation fuel in a conventional plane. Even so, Bye knows he has a long way to go to convince an industry that is used to internal combustion engines and petroleum-based fuel. Over at Centennial Airport, which relies on the sale of aviation fuel for 40 percent of its revenues, the facility would need to install chargers for the planes. Robert Olislagers, the airport's executive director, said that could cost $50,000 to $75,000 each. "Who's going to pay for that? I've got to amortize that," Olislagers said. More: More than 70 people have died in Colorado aircraft crashes since 2014. Here's what the data tells us. Smith, with the Aspen Flying School, said there are other costs to owning an airplane, such as overhauling the engine every 2,000 hours (Bye puts the Sun Flyer's at 10,000 hours but likely longer). The school tends to buy used planes, which can sell for far less than $100,000, and refurbish them with new avionics and interiors. The two-seat Sun Flyer 2 costs $349,000, the four-seater is $449,000. "But," Smith added, "we can't keep paying a lot for old airplanes. At a certain point, a 1978 Cessna 172 doesn't work. Our customers want new avionics. They want newer aircraft." The school ordered 30 of Bye's electric planes last August. "With Bye's electric aircraft, you'll eliminate most of that (fuel cost)," Smith said. "We hope to benefit from lower operating costs, which allows us to reduce the price of flight training in general and make it more affordable for people looking at this as a career." Will it fly? As the Sun Flyer took its first test flight at Centennial Airport on April 10, 2018, the weather was perfect. The company had calculated the best viewing spot on the ground to see the plane overhead, and a crowd of employees and aviation officials gathered to watch the plane fly. "It was like looking at the dawn of a new age of aviation to see an electric airplane fly trouble free," recalled Charlie Johnson, Bye's chief operating officer and a retired president of Cessna Aircraft Co. "There were two phases of emotion. The satisfaction in seeing the fruits of our labor in seeing the airplane fly and seeing the tremendous opportunity of the future." The all-electric Sun Flyer from Bye Aerospace takes its first test flight on April 10, 2018 at Centennial Airport. (Provided by Bye Aerospace) The flight was short - "a runway hop," Johnson said - and lifted up to about 150 feet in the air. It was really a test of the Siemens motor and making sure the basics of an electric plane in flight worked. An upgraded Siemens motor that will end up in all the future Sun Flyers will be installed in the aircraft in February, and longer flight tests will begin, he said. There are a number of other aviation companies working on electric or hybrid-electric airplanes. The Zunum Aero, backed by Boeing and JetBlue, is working on a 12-seat hybrid-electric commercial aircraft. Airbus is working with Siemens and Rolls-Royce on the E-Fan X, another hybrid-electric. "Electric power for aircraft is definitely a game changer for general aviation," said Jay Lindell, who works with aerospace companies for the Colorado Office of Economic Development & International Trade. Electric airplanes are very possible, though technology limits the early models to small planes, said Boyd, who tracks the market potential for new aviation, including the supersonic aircraft in development by Boom Technology, also at Centennial Airport. "This isn't Buck Rogers stuff. What Mr. Bye is doing is really grounded technology. In Europe, ATR is building 70-seat turboprops. Boeing, Airbus, everybody is (working on electric) and not because they're trying to save the planet," Boyd said. "I've said this before, and it drives people crazy: The reason a four-passenger airplane wants to go electric is because it's far more cost efficient than what we have today. It's not because we want to save the planet and do away with the carbon footprint." Bye, who also is developing a solar-powered aircraft and is on the board of Silent Falcon, an unmanned aircraft company, wants the Sun Flyer to be the first FAA- approved, all-electric airplane serving the flight-training market. He's hoping to get it approved and start production by late 2020. "The electric motor is about the size of a stack of pancakes and that's crazy," Bye said. "All of the thrust, all of the performance comes from an efficient electric motor that weighs all of 57 pounds." https://coloradosun.com/2019/01/31/electric-airplanes-developed-by-a-colorado- startup-take-aim-at-global-pilot-shortage/ Back to Top Etihad aims to rescue Jet Airways amid trouble of its own Mooted bailout could help both airlines as well as Indian lenders hit by bad debt Etihad is offering to take a bigger stake in India's Jet Airways at a considerable discount. (Getty Images) MUMBAI -- When Etihad Airways first bailed out India's Jet Airways in 2013, the terms were less than ideal: a minority 24% stake, bought at a premium, and with management remaining firmly in the hands of founder and Chairman Naresh Goyal. It was, according to analysts, a long-term bet on the fast-growing but fiercely competitive Indian market. Five years later, that bet may be closer to paying off as Etihad offers to bail out Jet Airways once again, this time on terms closer to its own choosing. The Indian carrier is on even weaker footing than it was back then. It faces a mountain of debt coming due soon, and fierce competition from budget carriers has eroded its once-dominant share of the $16 billion domestic market to less than 14%. Jet Airways' board will meet soon to discuss its options, according to sources. On the table is Etihad's proposal to buy a 45% stake at a roughly 50% discount and on condition that Goyal step down as chairman. There are also rumors that State Bank of India, Jet Airway's biggest lender, could take a 15% stake in the airline in a debt for equity swap. This opportunity comes amid struggles at Etihad itself, which has been posting losses for the past two years and has reportedly laid off 2.5% of its 2,065 pilots. Its strategy of taking minority stakes in struggling airlines has also been put to the test. Two European airlines Etihad had invested in -- Alitalia and Air Berlin -- have filed for bankruptcy protection. Jet Airways' lenders also stand to benefit if Etihad steps in. The Indian carrier's debt stood at around 84.1 billion rupees ($1.18 billion) as of last September, 30 billion rupees of which comes due at the end of March. As a condition of its rescue, Etihad is demanding Jet Airways Chairman Naresh Goyal step away from the company he founded. One of the biggest differences between now and five years ago is the potential for a management shakeout. Etihad currently has two members on the nine-member board of Jet Airways, and a bigger stake would increase its voting rights and veto power. If Goyal is forced to step down, it could clear the way for Etihad to install a chairman of its own choosing, particularly if it brings an Indian partner on board. Some analysts say the chairman has treated Jet Airways like his personal fiefdom, a situation that has not helped the airline navigate the increasingly tough market. Etihad has reportedly been trying to change how the company is run since taking its initial stake. According to a longtime industry watcher, Etihad knew that Jet Airways would not forsake the partnership as it would need more money, and Etihad was prepared to stick around for the long haul. "Jet is an established airline, it has a large airline fleet, it has very strong sales and strong marketing. Jet has many positives. It has value," said Mark Martin, founder and CEO of Martin Consulting. "They are looking at the long term," he said of Etihad. That "long term" is India's booming aviation market, success in which would take Etihad closer to its goal of becoming one of the largest global airlines. The number of international air passengers entering or leaving India grew 10% in the year through last March, while domestic passengers increased 18%, according to the India Brand Equity Foundation. But even though overall passenger numbers have grown at an annual average of 12.7% since 2006, India's airline market remains a tough place to make money. Consolidation is regarded as unavoidable, with as many as 12 airlines locked in constant price wars. Other private airlines in India include IndiGo Airlines, Vistara, SpiceJet and AirAsia. Like its peers, Jet Airways has also suffered from rising global oil prices and a depreciating rupee. In August, the carrier embarked on a plan to cut costs by 20 billion rupees over the next two years. Fresh equity infusion was part of the plan. According to CARE Ratings analyst Ashish Nainan, a bailout by Etihad would bring both financial and operational benefits for Jet Airways. "Jet gets a better promoter [owner] for sure," he told the Nikkei Asian Review. "Plus, they can renegotiate many of the deals and contracts with companies that are leasing or have contracts with Jet Airways. Given that Etihad is a much larger and stronger entity, they would definitely derive that kind of financial and operational strength." For the deal to go ahead, Jet Airways would need to issue new shares. The board on Feb. 21 plans to ask for shareholder approval to issue an additional 500 million normal shares and 1.5 billion preferential shares, increasing its authorized share capital to 22 billion rupees from 2 billion rupees, according to its stock exchange filing. It is also seeking approval to make changes in an article in the memorandum of association so lenders can nominate directors or observers to the board. If a deal with Eithad falls through, analysts reckon, Jet Airways may approach Tata Group. In November, Tata Sons -- the holding company of the Indian conglomerate -- confirmed it was considering an acquisition of Jet Airways. The worst case scenario, according to Martin, would be if this option too falls through and Jet Airways is "left to fend for itself." That could push the airline into bankruptcy, which would be bad news for its Indian lenders, who are already reeling under a total of more than 10 trillion rupees worth of bad loans to Jet Airways and other companies. Moreover, Jet's failure would reflect badly on the aviation policies of the government and raise questions over the true potential of such a tough market. According to sources familiar with the matter, the government is keen for Jet Airways to continue operating, not least because it directly employs some 17,000 people and more indirectly. There are also concerns that one less player in the aviation market would mean less competition, which is not good for consumers. The sources added that the government is not planning to become involved in any potential deal unless there are issues related to foreign investment or "substantial ownership and effective control" regulations. https://asia.nikkei.com/Business/Business-Deals/Etihad-aims-to-rescue-Jet-Airways- amid-trouble-of-its-own Back to Top ONLINE SURVEY REQUEST Dear Participant, You are being asked to participate in a research study to evaluate pilot decision-making. This study is expected to take approximately 5 minutes of your time. In order to participate, you must be at least 18 years old and currently employed as a professional pilot. Participation in this study is voluntary, and you may choose to opt out of the study at any time. If you choose to opt out, your data will be destroyed. We appreciate your consideration and time to complete our study. Please click on or copy and paste the URL below: https://goo.gl/forms/9ITjTgICot9o9Jjp1 For more information, please contact: Dr. Stephen Rice scrice@outlook.com We appreciate your interest and participation! Curt Lewis