Flight Safety Information April 17, 2019 - No. 078 In This Issue FAA publishes draft report on Boeing 737 MAX MCAS changes 'Operationally suitable': Federal Aviation Administration backs training on Boeing's 737 Max revision FAA board sees no need for new Boeing 737 Max simulator training Incident: Alitalia A332 at Milan on Apr 15th 2019, autothrust control problem Incident: Envoy E175 at Greensboro on Apr 15th 2019, bird strike BN-2B Islander crashed into house near Puerto Montt Airport, Chile, killing all six on board Bell 206B JetRanger III - Fatal Accident (Arizona) Embry-Riddle professor, engineer at Tempe aviation firm killed in copter crash Bombardier BD-700-1A11 Global 5000 - Wingtip Strikes (Germany) Aviation regulator DGCA launches special safety audit of IndiGo on Pratt...& Whitney engine issue (India) DELTA AIRLINES CUTTING BACK ON RECLINING SEATS BOEING 737 CRASHES MAY MAKE IT HARDER FOR AIR TAXIS TO TAKE OFF New study shows grim outlook for future of Air Force pilot shortage Continental Aerospace Adds CD-300 Jet-A engine to Diamond's DA50 GRADUATE RESEARCH SURVEY Aircraft Cabin Air Conference Position Available: Deputy Director of Safety FAA publishes draft report on Boeing 737 MAX MCAS changes 17 April 2019 The U.S. Federal Aviation Administration (FAA) published a draft report from the Boeing 737 MAX Flight Standardization Board, after reviewing changes made by Boeing to the aircraft's Maneuvering Characteristics Augmentation System (MCAS). Design issues of the MCAS were noted in the wake of two fatal Boeing 737 MAX 8 accidents. The Flight Standardization Board reviewed only the training aspects related to software enhancements to the aircraft, stating the "system was found to be operationally suitable". The report is open to public comment for 14 days. After that, the FAA will review those comments before making a final assessment. Boeing Co. is still expected in the coming weeks to submit the final software package for certification. https://news.aviation-safety.net/2019/04/17/faa-publishes-draft-report-on-boeing-737- max-mcas-changes/ Back to Top 'Operationally suitable': Federal Aviation Administration backs training on Boeing's 737 Max revisions The Federal Aviation Administration issued a draft report Tuesday that found changes in Boeing's anti-stalling system considered a factor in the crashes of two Boeing 737 Max jetliners to be "operationally suitable" in recommending pilot training on them. The FAA's Flight Standardization Board says it reviewed Boeing's Maneuvering Characteristics Augmentation System, now known commonly as MCAS, in March to see if it needed to recommend changes in training and to see how it sets the Max apart from previous 737 versions. Boeing promised changes in MCAS' software after the crashes. The report, open to public comment for two weeks, relates only to training aspects related to software enhancements to the aircraft, said FAA spokesman Lynn Lunsford. "Boeing Co. is still expected in the coming weeks to submit the final software package for certification," he said. MCAS is being blamed as a factor in the crash of a Lion Air 737 Max 8 that plunged into the Java Sea, killing 189, last October. Then, on March 10, an Ethiopian Airlines jet crashed after takeoff from Addis Ababa, claiming 157 lives. In both crashes, crews struggled to keep the plane in the air as the MCAS automated system tried to lower the nose, eventually sending it into the ground. The system was meant to work in the background to compensate for larger, heavier engines on the newest version of the 737 that are mounted farther forward in a way that can cause the jet to tilt up. Pilots complained they had received little or no training on MCAS. Now, however, the board's report recommends ground training that "must address system description, functionality, associated failure conditions and flight crew alerting" when it comes to MCAS. Training would be required for pilots entirely new to the plane or those upgrading, transitioning to it or currently authorized to fly it. The training would also include noting the differences in the Max compared to previous 737 versions. Boeing wants to add a warning light in the cockpit to those jets that don't already have it and make software changes to ensure sensors feeding into MCAS are in agreement. The changes would also make it easier for pilots to disengage the system. https://www.yahoo.com/news/apos-operationally-suitable-apos-federal- 231433749.html Back to Top FAA board sees no need for new Boeing 737 Max simulator training Grounded Boeing 737 Max planes from Southwest Airlines' fleet are parked at the Southern California Logistics Airport in Victorville on March 27. (Mario Tama / Getty Images/TNS) A board of pilot experts appointed by U.S. aviation regulators has reviewed Boeing Co.'s proposed software fix for the grounded 737 Max aircraft and concluded that pilots won't need additional simulator training once the plane is returned to service. That was good news for the company, which is still besieged by fallout from the problem with its 737 Max planes. On Tuesday, two leading shareholder advisory firms - Institutional Shareholder Services and Glass Lewis - called for Boeing to eventually appoint an independent director to lead its board rather than concentrating power in the hands of the chief executive. The draft report by a Federal Aviation Administration Flight Standardization Board is an important first step in reviewing the still-unfinished upgrade to the 737 Max family of aircraft. It was posted on the FAA's website, and the public has until April 30 to make comments. The proposal calls for stepped-up training on the anti-stall system called MCAS that is linked to two fatal crashes since October. It stops short of requiring costly simulator training that could complicate the plane's return to service. A Boeing spokesman couldn't immediately be reached for comment. Boeing shares climbed 1.7% to $381.72. Boeing's finalized software upgrade hasn't been sent to FAA yet for approval, and the company isn't expected to do so until the end of the month at the earliest. The company's bestselling jet has been grounded since March 13, three days after the second fatal accident within five months. In both crashes, MCAS - short for Maneuvering Characteristics Augmentation System - activated as a result of a malfunction, causing the planes' noses to lower and confusing pilots. Both planes dived steeply into the ground, killing a total of 346 people. The Chicago company is devising a software fix to make the system less aggressive and to prevent it from making the repeated nose-down commands seen in the accidents. It will also include new cockpit alerts showing when the system malfunctions. The Flight Standardization Board is made up of FAA officials as well as technical experts from outside the agency. It establishes requirements for pilot training on aircraft models and may be consulted after accidents, according to FAA documents. It initially signed off on the training requirements for the Max aircraft in 2017. Last month it conducted a new evaluation of MCAS as a result of the accidents. "The MCAS system was found to be operationally suitable," the report said. The report said that MCAS should be a "special emphasis" area for pilots being trained on the plane for the first time or transitioning to it from the most recent generation of 737 aircraft. "MCAS ground training must address system description, functionality, associated failure conditions and flight crew alerting," the report said. No airlines in the United States have a Max-specific simulator. Returning the 737 Max to service will require many more steps than the report. Not only must it receive a technical sign-off by the FAA, but there is also the tricky issue of public acceptance after the high-profile crashes in Indonesia and Ethiopia. Foreign regulators, which control operations in their own nations, also need to agree that the plane is safe. The FAA held a meeting Friday in Washington with the three U.S. airlines that fly the 737 Max along with representatives of their pilots unions to discuss the steps needed to return the plane to service. In addition to training issues, the union representing pilots at American Airlines, the Allied Pilots Assn., supports a review and updating of a crucial procedure required to prevent an MCAS-caused crash before the fixes. The list of steps required to turn off the motor that was driving down the nose of the two planes that crashed apparently hasn't been updated for decades, according to pilots who were in the recent meeting with the FAA. "Let's take this unfortunate coincidence and opportunity to clean house on this," said Dennis Tajer, an Allied Pilots Assn. spokesman and a captain at American. "Let's not use the excuse that it wasn't related to MCAS and it's all about getting the Max flying again. If we can do something better today, why put a timeline on it that's distant?" Once the upgrades to MCAS are installed, the system shouldn't be strong enough to cause a crash during a malfunction and that earlier procedure won't be needed, according to Boeing. https://www.latimes.com/business/la-fi-boeing-737-max-faa-mcas-software-pilot- simulator-20190416-story.html Back to Top Incident: Alitalia A332 at Milan on Apr 15th 2019, autothrust control problem An Alitalia Airbus A330-200, registration EI-EJG performing flight AZ-786 from Milan Malpensa (Italy) to Tokyo Narita (Japan) with 222 passengers, was climbing out of Malpensa's runway 35R when the crew stopped the climb at FL220 after the flight crew received an ECAM indication "AUTO FLT AUTOTHRUST LIMITED" for the right hand engine (CF6). The crew assessed the options like continuing to Tokyo with manual thrust, options enroute with respect to ETOPS should it be necessary to shut the engine down as result of the issue, and decided in consultation with dispatch and maintenance to return to Malpensa. The aircraft descended to FL160, dumped fuel and landed safely back on runway 35R about 1:50 hours after departure. A replacement A330-200 registration EI-EJK reached Tokyo with a delay of 6 hours. The occurrence aircraft remained on the ground for about 20.5 hours, then returned to service. http://avherald.com/h?article=4c6c8ab6&opt=0 Back to Top Incident: Envoy E175 at Greensboro on Apr 15th 2019, bird strike An Envoy Embraer ERJ-175, registration N267NN performing flight MQ-3930/AA-3930 from Greensboro,NC to Dallas Ft. Worth,TX (USA), was climbing out of Greensboro's runway 23R when the aircraft was struck by a bird prompting the crew to stop the climb at 4000 feet and return to Greensboro for a safe landing on runway 23L about 27 minutes after departure. A replacement Embraer ERJ-175 registration N274NN reached Dallas with a delay of 7 hours. The occurrence aircraft remained on the ground for about 8.5 hours, then positioned to Abilene,TX (USA). The occurrence aircraft is still on the ground in Abilene about 20 hours after landing there. https://flightaware.com/live/flight/ENY3930/history/20190415/1126Z/KGSO/KDFW http://avherald.com/h?article=4c6c844e&opt=0 Back to Top BN-2B Islander crashed into house near Puerto Montt Airport, Chile, killing all six on board Date: Tuesday 16 April 2019 Time: ca 11:00 Type: Pilatus Britten-Norman BN-2B-27 Islander Operator: Archipiélagos Servicios Aéreos Registration: CC-CYR C/n / msn: 2169 First flight: 1983 Crew: Fatalities: 1 / Occupants: 1 Passengers: Fatalities: 5 / Occupants: 5 Total: Fatalities: 6 / Occupants: 6 Aircraft damage: Damaged beyond repair Location: 0,4 km (0.3 mls) W of Puerto Montt-Marcel Marchant Airport ( Chile) Phase: Initial climb (ICL) Nature: Passenger Departure airport: Puerto Montt-Marcel Marchant Airport (SCPF), Chile Destination airport: Ayacara Airport (SCAY), Chile Narrative: A Britten-Norman BN-2B-27 Islander, CC-CYR crashed in a residential area of Puerto Montt, Chile, and burst into flames. The aircraft impacted a house, 400 m west of the runway at Puerto Montt-Marcel Marchant Airport. All six on board were killed and one person on the sidewalk was injured. https://aviation-safety.net/database/record.php?id=20190416-0 Back to Top Bell 206B JetRanger III - Fatal Accident (Arizona) Date: 16-APR-2019 Time: c. 07:00 LT Type: Bell 206B JetRanger III Owner/operator: TRE Aviation Corp Registration: N61PH C/n / msn: 3282 Fatalities: Fatalities: 2 / Occupants: 2 Other fatalities: 0 Aircraft damage: Written off (damaged beyond repair) Location: Fort McDowell Indian Reservation, near Fountain Hills, AZ - United States of America Phase: En route Nature: Private Departure airport: Mesa-Falcon Field, AZ (MSC/KFFZ) Destination airport: Narrative: The aircraft impacted farmland at the Fort McDowell Indian Reservation, near Fountain Hills, Arizona. The helicopter was partially consumed by the post-impact fire and both occupants received fatal injuries. https://aviation-safety.net/wikibase/wiki.php?id=224052 Back to Top Embry-Riddle professor, engineer at Tempe aviation firm killed in copter crash on Fort McDowell Reservation Rucie Moore and Stephen Estes. Two people killed in a helicopter crash on the Fort McDowell Indian Reservation near Fountain Hills on Tuesday morning have been identified by companies they worked for. The pilot was identified as Rucie Moore, a professor at Embry-Riddle Aeronautical University in Prescott, according to a statement from the school. Moore, who served as a professor and helicopter program chairman at the school, was piloting the private helicopter when it crashed in a field north of Fountain Hills, according to the statement. In a separate statement, Tempe-based Van Horn Aviation said the second body was that of Stephen Estes, who worked as an engineering manager at the company. Moore also worked as a contract experimental test pilot for Van Horn, the company said in a statement. Estes and Moore were the only two people on board the helicopter when it crashed, the statement said. Chief Mark Openshaw of the Fort McDowell Yavapai Nation Fire Department, confirmed that two people were killed in crash, however the department had not officially confirmed their identities as of late Tuesday. Officials initially reported only one death, but later in the day confirmed a second person was killed. The helicopter, identified as a Bell 206B, went down in a field near Fort McDowell and Yavapai roads shortly after 7 a.m., the Federal Aviation Administration said in an email. The helicopter crashed due to "unknown circumstances," and the FAA believes that only the pilot was aboard, the email stated. Openshaw confirmed one body was found at the crash site. Authorities as of Tuesday afternoon had not officially confirmed Moore as the victim in the crash. Witnesses reported that the helicopter was flying, then there was a "bang" sound before the helicopter spiraled to the ground and crashed, according to Openshaw. When firefighters arrived at the crash scene, the helicopter was on fire and they extinguished the flames. Fire officials say the helicopter began its flight from Falcon Field Airport in Mesa. An FAA database says the helicopter was registered to Tre Aviation Corp. in Wilmington, Delaware. The FAA and National Transportation Safety Board are investigating the crash. Terry Doka, a resident of Fort McDowell, saw the aftermath of the crash that happened near his house. For him, one thing went through his mind as he watched the flames engulf the helicopter. "That could have been a house," Doka said. "That could have been people out there. That could have been a guy cutting hay out there." Doka has had plane crashes within miles of his house throughout the years, and he's worried that one day an aircraft will not crash in an open unoccupied field. "They're coming closer and closer to hitting our homes," Doka stated. For more stories that matter, subscribe to azcentral.com. According to residents of the area, planes and helicopters can constantly be seen around. They also explained that the airspace is used a lot by tutored pilots who are leaning how to fly. Doka explained that he constantly sees people "flying low here" and "cruising around." "People that shouldn't be in our airspace," Doka said. "That's what I'm getting tired of." Moore had been a full-time faculty member at the school's Prescott campus for one year, the school said. Prior to that, he spent five years as an adjunct professor for both the Embry-Riddle Prescott and Worldwide campuses and also served as a member of the College of Aviation's Industry Advisory Board. He was a decorated helicopter test pilot for the U.S. Army, the school said. "Our dear colleague, Rucie Moore, was an outstanding pilot, an Army veteran and distinguished faculty member with deep experience in the flight test arena," said Frank Ayers, Chancellor of Embry-Riddle's Prescott campus. "His many contributions to the education of our students, including his extensive real world experience, was immeasurable. The entire Embry-Riddle family, our faculty, students and staff, feel his loss and extend our thoughts and prayers to his family." The Van Horn Aviation statement described Estes as an Arizona State University alum who had been on the company's engineering staff for five years before his recent promotion to engineering manager. He was "instrumental" in the design and analysis of current rotor blades, the statement said. The company also said Moore worked as a contract experimental test pilot. "We mourn the loss of our friends during this tragic accident," VHA president Dean Rosenlof said. "Both men contributed greatly to the design and development of our most recent rotor blade designs. Their passing will leave large holes in our company and they will both be missed personally and professionally." https://www.azcentral.com/story/news/local/arizona-breaking/2019/04/16/helicopter- crashes-1-person-aboard-fort-mcdowell-reservation/3483842002/ Back to Top Bombardier BD-700-1A11 Global 5000 - Wingtip Strikes (Germany) Date: 16-APR-2019 Time: 09:30 Type: Bombardier BD-700-1A11 Global 5000 Owner/operator: Luftwaffe (German Air Force) Registration: 14+01 C/n / msn: 9395 Fatalities: Fatalities: 0 / Occupants: 3 Other fatalities: 0 Aircraft damage: Minor Location: Berlin-Schönefeld Airport (SXF/EDDB) - Germany Phase: Take off Nature: Military Departure airport: Berlin-Schönefeld Airport (SXF/EDDB) Destination airport: Köln/Bonn-Konrad Adenauer Airport (CGN/EDDK) Narrative: The Global 5000 aircraft departed Berlin-Schönefeld Airport on a Functional Check Flight after having undergone heavy maintenance. The flight returned to Berlin after having suffered flight control problems having reached 21000ft. Both wing tips are said to have touched the runway. Augenzeuge berichtet: Notlandung einer Bombardier Global 5000 der Flugbereitschaft (planestream.de) https://aviation-safety.net/wikibase/wiki.php?id=224042 Back to Top Aviation regulator DGCA launches special safety audit of IndiGo on Pratt & Whitney engine issue (India) * The Directorate General of Civil Aviation (DGCA) is learnt to have noticed several instances of glitches in the Pratt & Whitney-powered A320Neos of IndiGo: sources * The regulator has also issued show-cause notices to the chief operating officer and head of engineering at IndiGo, the sources said. India's civil aviation regulator is conducting a special safety audit of InterGlobe Aviation- owned IndiGo to inspect issues related to Pratt & Whitney engines in the A320neo aircraft, sources close to the development told CNBC-TV18. IndiGo, the biggest carrier by market share, and its low-cost rival GoAir, which fly the A320neos in the country, were forced to ground the aircraft on several occasions due to issues related to the engines. The Directorate General of Civil Aviation (DGCA) is learnt to have noticed several instances of glitches in the Pratt & Whitney-powered A320Neos of IndiGo and has, therefore, prioritised safety audit of IndiGo over other airlines, said the above mentioned sources on condition of anonymity. The regulator has also issued show-cause notices to the chief operating officer and head of engineering at IndiGo, the sources said. While Pratt & Whitney engines have been giving trouble to IndiGo and GoAir for more than two years, the latest issue involves concerns about the main gearbox. Sources said that Pratt & Whitney is in constant dialogue with the DGCA on the main gearbox matter and will submit a report shortly. "We do detail audit of all airlines at least once in a year. Indigo is this month. Some other one in June. Every audit involves some actions," a senior government official at the DGCA said. "The three-day audit started on Monday and Airworthiness and Air safety teams of DGCA doing a complete review of engineering and maintenance processes," a person aware of the development told CNBC-TV18. An Indigo spokesperson confirmed the development. "We confirm that there is currently a DGCA audit on IndiGo which is combined with the annual main base audit. IndiGo has received a limited number of show cause notices. IndiGo has responded accordingly and we can only comment on this matter after we have a discussion with DGCA on this matter." Pratt & Whitney is yet to respond to CNBC-TV18's request seeking comment. https://www.cnbctv18.com/aviation/dgca-conducts-safety-audit-of-indigo-on-pratt- whitney-engine-issue-2985181.htm Back to Top DELTA AIRLINES CUTTING BACK ON RECLINING SEATS DELTA IS CUTTING DOWN ON RECLINING SEATS. IS SLIDING BACK YOUR SEAT RUDE OR AIR PASSENGERS' LAST PERK? Delta Airlines announced it would limit how far back seats could recline on a number of its new jets. Passengers on the carrier's Airbus A320s will have only 2 inches to recline, down from 4 inches. First-class passengers will also have less wiggle room, 3.5 inches instead of the previous 5.5 inches. The goal isn't to squeeze in more seats, the airline insists but to preserve passengers' "personal space." Delta Airlines has announced it is cutting down how much seats can recline on its new fleet of Airbus jets. "I think it's a great idea," says travel expert Johnny DiScala of JohnnyJet.com. "Airlines should give us more legroom, of course, but if they're not going to do that they should just remove the recline button altogether. It's where most arguments on planes come from." DiScala predicts other carriers will follow in Delta's footsteps. "It cuts down on repairs, it stops fights." Some budget carriers have already disabled the reclining function, including Spirit Air, easyJet and Ryanair. Last year, British Airways announced that seats on 35 of its new Airbus A320neos and A321neos would remain stationary, "to ensure everyone in the cabin enjoys a comfortable journey." While reclining seats would seem to be one of the last few perks air passengers retain on increasingly crammed flights, their misuse causes more stress than they relieve. "I've seen drinks spill, laptops come close to breaking," says DiScala. "Even in first class, it causes problems." Only 62 planes-or less than 10 percent of Delta's entire fleet-will be affected by the change, mostly those flying shorter routes. There is no current plan to modify seats on Delta's international flights. But whether it's rude to recline your seat has long been a topic of debate. On a TripAdvisor forum, responses ran the gamut. "It depends," wrote one member. "If it's a night flight and people are sleeping, then it's OK. But it's definitely not OK to keep it in recline throughout the flight. Yes, it's more comfortable for you but not for the poor passenger behind." Violators, they added, "deserve to have the back of their seats kicked." But another respondent said they hit the recline button as soon as the plane clears the troposphere. "All planes except maybe small puddle jumpers recline... If you were only allowed to use it to sleep on long flights then they can announce that to the passengers. The airlines are cutting more and more 'extras' and this is one of the few things that have not been taken away from us." If you do choose to recline your seat, DiScala said there was some basic etiquette to follow. "The polite way is before you recline, turn around and give the person behind you a heads up. See if they have a drink or laptop out, or if they're sleeping anyway. When you're on a plane just be genuinely nice to everyone." https://www.newsweek.com/recline-delta-airlines-seats-1398260 Back to Top BOEING 737 CRASHES MAY MAKE IT HARDER FOR AIR TAXIS TO TAKE OFF Boeing 737s at an airport. Two recent crashes of the newest model of the plane may slow regulatory approvals of "air taxis."YIN LIQIN/CHINA NEWS SERVICE/GETTY IMAGES TWO FATAL CRASHES in the past six months, which together killed 346 people, have forced all Boeing 737 MAX 8 aircraft out of the sky, as the airplane maker and regulators around the world seek the causes of the accidents and changes to prevent future crashes. But fallout from the accidents could also inflict some collateral damage: slowing the development of future aircraft, including nascent "air taxis," which technically don't exist yet. In part, that's because many of the companies developing electric vertical-lift aircraft for urban air mobility were counting on a streamlined certification process for small aircraft that industry players and the Federal Aviation Administration have been working toward for a decade. That would have sped approvals for a slew of novel technologies necessary for the new class of aircraft, including tilting wings and propellers, electric propulsion, battery power, new aerodynamic configurations, and complex software to manage the tricky aircraft. Companies including Google's Kitty Hawk, Lilium, Joby, Beta Technologies, Bell, Boeing subsidiary Aurora Flight Sciences, and Airbus' Vahana have been aggressively pursuing approaches to making passenger transport from, say, urban rooftops to suburban front lawns practical, efficient, and safe. Now, in the wake of the dual MAX 8 crashes, the FAA could be far less eager to sign off on new technologies, agency watchers say. The FAA is under fire for allowing Boeing to analyze the new 737 model's safety itself without adequate oversight, according to a report in The Seattle Times. The administration is already indicating it wants to dial back the procedures in question, which could spark far-reaching changes. "There are worries about delays to all aircraft certification programs," says Teal Group aviation analyst Richard Aboulafia. He notes that acting FAA administrator Daniel Elwell recently told Congress that the agency anticipates a need for more oversight of the industry, but it may not have the funds to provide it. "Elwell made this very clear in his testimony, but I'm not sure anyone listened. Short of trying to educate Congress, there's not a lot that can be done," Aboulafia says. The issue is particularly acute for proposed "flying cars," or air taxis-known as eVTOLs, for electric, vertical takeoff and landing. As envisioned by their designers, these aircraft will rely on complex control systems with lots of automation and fly-by-wire technology. A new automated control system designed to keep the 737 MAX 8 level in flight is suspected as a cause in the two fatal crashes. "The 737 MAX event is going to put a laser-beam focus on the certification of automated systems, and even without this focus, the FAA is well aware it has no idea how to certify autonomy," says Missy Cummings, director of Duke University's Humans and Autonomy Laboratory. "My sense is that [the air taxi industry has] generally been overly optimistic, and I think most of them do not really get the 737 MAX/eVTOL connection." With this heightened sensitivity to vetting new aircraft systems and ensuring their redundancy and safety, it could now take the more radical designs far longer to reach certification. Most of the companies have been targeting test flights of their full-size aircraft by 2020; Uber anticipates debuting air taxi service as soon as 2023. A slower FAA approval process could mean delays of years, which could prompt companies to revise their technology strategies. Such technologies as tilting wings or rotors-both of which would direct thrust downward for hovering and vertical takeoffs and landings-and variable-pitch propellers will likely take longer to obtain FAA certification. What might have been a five-year approval process for any individual component or system could now be 10 years, said one eVTOL startup head. So the simpler and more familiar these companies can make their technology, the better. This could mean using more established technology like fixed wings for augmenting lift and rotors that also stay in fixed positions, with the geometry of the aircraft itself enabling them to efficiently manage both forward and vertical flight. Cummings says certifying battery-powered aircraft will also prove significant, not to mention the challenges of full autonomy, which will eventually be needed for the services to be available in significant numbers. In a statement, the FAA said it expects reviews of eVTOLs to proceed as planned. "The regulatory framework to certify eVTOL aircraft is in place now," the agency said. "For any technology we have not anticipated, we have regulatory tools to assist the introduction of that technology on a project by project basis regardless of the aircraft's configuration." One industry executive who works in aircraft certification said he expects the FAA to continue working with the industry toward approving the innovative designs. Nevertheless, given that the root causes of both accidents have not yet been determined, there's still much uncertainty . So while the accidents may not stop the air- taxi effort, they could still prove a major kink just as that innovation-dependent industry is getting off the ground. https://www.wired.com/story/boeing-737-crashes-harder-air-taxis-take-off/ Back to Top New study shows grim outlook for future of Air Force pilot shortage It's no secret that the Air Force is short on pilots. In fact at the end of 2018, the service was in need of about 2,000 pilots. However, a new study the Defense Department delivered to Congress sheds more light on the makeup of the shortage and the exact challenges the Air Force and DoD have in digging out of the hole. The study tackles the pilot shortage from seven different angles including pilot quality of life, quality of service, what it would take to increase the pilot training pipeline and how feasible a "pilot-only career track" would be. It says the Air Force and DoD are attacking the pilot issue from all angles, but it's a long and expensive road ahead and even then it still seems to be a losing battle. Requirements are high and training new pilots won't do it alone The Air Force is hurting for about 800 active duty pilots and 1,150 reserve pilots. The shortfall is most acute within the fighter community. An estimate from the RAND Corporation states the active duty pilot deficit will grow to 1,607 by 2023. To keep the Air Force Major Commands staffed with pilots, the service needs 12,842 active duty pilots; 3,843 Air National Guard pilots and 3,684 reserve pilots in a steady state. That analysis does not include the 4,490 combat system officers; 2,017 battle managers; 3,304 drone pilots or the 14,908 enlisted airmen that keep the ecosystem afloat. One thing the Air Force and DoD are competing with is the 30,000 pilots that will retire from commercial airlines by 2026, leading to a talent grab between industry and the military. The hardest part is that pilots don't just appear, they go through a process of undergraduate training, then formal training and finally being absorbed into operational squadrons. "A balanced pilot production, absorption and sustainment system is critical to meeting pilot requirements," the DoD report states. "The number of pilots produced at undergraduate pilot training (UPT) has to be able to flow to the formal training units (FTU) and then to an operational unit where they are 'absorbed.' There is no benefit to producing more pilots than can flow through the entire pipeline. Delays or breaks in training can undermine student learning and proficiency and frustrate the entire pipeline." In a perfect world, without any hiccups, UPT can take on 1,480 pilots a year. Due to flying constraints at the FTU, the Air Force sent 1,400 through UPT only once since 2007. All other years ranged between 1,350 and 1,100. The Air Force is planning on exceeding 1,400 in 2020 because the Aircrew Crisis Task Force (ACTF) identified ways to "improve the quality and better align with absorption into FTUs," the report states. Bad news for the Air Force though: the report states "even that significant improvement won't get the Air Force to its production requirements in the out years." The Air Force is still waiting for an analysis of what it would take to add 100 more people to the UPT pipeline. Then there are the FTUs, which are significantly smaller. Right now the Air Force is producing 294 pilots a year through FTUs. ACTF suggested increasing the pipeline to 300, but that may be an issue. "To achieve the increased production, multiple issues will need to be addressed, to include: increase fighter pilot staffing, increased funding for weapons system sustainment and additional aircraft for both training and absorption in operational squadrons," the study states. "Due to current imbalances in the production pipeline, delays throughout the training phase from commissioning through absorption at operational units are further restricting the Air Force's ability to meet fighter pilot requirements." It's also important to remember that the Air Force spends a lot of money to train these pilots. Even if it could expand the pipeline, it would cost a lot of money. A recent RAND study found the cost of training a basic qualified fighter pilot ranges from $5.6 million for an F-16 pilot to $10.9 million for an F-22 pilot. The study found that retaining pilots is more efficient than training new ones even if the Air Force increased its yearly incentive pay to $100,000 per year of additional commitment to retain mid-career pilots. Incentive pay is nowhere near that number and quality of life is pushing mid-career pilots to the commercial sector. Quality of life and service "Job dissatisfaction, career dissatisfaction, frequent and long deployments, poor quality of life, non-competitive pay and lack of personal and professional development are among the reasons cited for why many experienced military pilots separate from military service," the DoD study states. Pilots aren't happy in the military and the packages the Air Force has to offer aren't cutting it. The study states that major airline hiring increased steadily from 2012 and during that timeframe the number of eligible Air Force pilots who took aviation bonuses decreased from 67% to 44%. To the Air Force's credit, it has tried to better quality of life and service. It gave pilots more flexibility it professional development pathways, eliminated non-essential training and cut operational and administrative requirements. Still with all the changes, the service does not think its incentive bonus programs are competitive enough to satisfy pilots monetarily. The current cap is at $35,000 a year, but the Air Force thinks it needs to offer more to keep pilots in the service. The 2020 defense authorization bill is due in Congress soon, some lawmakers may take up the Air Force's cause and call for better incentives. https://federalnewsnetwork.com/dod-personnel-notebook/2019/04/new-study-shows- grim-outlook-for-future-of-air-force-pilot-shortage/ Back to Top Continental Aerospace Adds CD-300 Jet-A engine to Diamond's DA50 Many 300 hp engines burn twice as much fuel as the CD-300. Continental Aerospace DA50 The 300 hp powered Diamond 50 will burn less than 10 gallons of Jet A per hour. Continental Aerospace last week announced a new partnership with Diamond Aircraft that will equip the single-engine DA50 with a 300 hp, Jet-A fueled CD-300 engine. The CD-300, specifically designed for high performance, luxury piston powered aircraft and certified in December 2017, is the third platform in Continental's Jet-A fueled piston engine lineup. The engine produces 300 HP while sipping just 9.2 U.S. gallons per hour at a quiet 2,300 RPM. "After careful consideration, we determined the CD-300 engine aligns with Diamond's jet fuel philosophy and is a suitable solution for our DA50 platform," said Liqun (Frank) Zhang, CEO of Diamond Aircraft lndustries GmbH. The program has already reached a significant milestone when the first flight of the development aircraft took place on March 22, 2019. The program now moves on to the detailed integration work necessary to create the seamless flying experience made possible by the integration of the DA 50's advanced avionics with the CD-300's dual redundant FADEC. "Matching the CD-300 Jet-A engine with the new DA50 aircraft is a rekindling of the relationship that created the original successful Jet-A piston-powered aircraft.", said Rhett Ross, President and CEO, Continental Aerospace Technologies. https://www.flyingmag.com/continental-cd300-engine-to-diamond- da50?src=syn&%3Fads=off Back to Top GRADUATE RESEARCH SURVEY Dear Aviation Colleague, My name is Catherine Troyer, and I am a graduate student in aviation management working with graduate student Alyssa Harvey and Professor Brian Dillman at the School of Aviation and Transportation Technology at Purdue University. We are seeking your input on reference usage for studying flight maneuvers in this survey. Loss of control in flight is one of the main causes of aviation accidents. This survey is part of a research project which explores the connection between the flight training process and preventing loss of control accidents. We expect that the results obtained from this study will be used to advise the FAA of possible changes to the Commercial Airmen Certification Standards and other training resources and improve the safety of general aviation for future generations. The first part of the survey asks demographic questions, most of which are optional. The second part of the survey asks questions pertaining to the use of references when learning or teaching flight maneuvers. Please consider taking this survey if you are working towards or have already obtained your FAA Commercial Pilot's Certificate, are a Certified Flight Instructor of commercial students under the Federal Aviation Administration, develop training resources for a flight school, or help write government publications. The survey should take under 15 minutes to complete and consists of 12 to 15 questions. Once you begin the survey, you can stop at any point and continue where you left off later. We will report results in aggregate. This survey is part of a Partnership to Enhance General Aviation Safety, Accessibility, and Sustainability (PEGASAS) Center of Excellence research project evaluating resources for flight certification preparation. You are under no obligation to participate in this survey. If you do participate you may stop at any time and for any reason. Your answers on the survey are anonymous and cannot be used in any way for identification. Any results we report will be in aggregate. You must be at least 18 years old to participate in this survey. Thank you for your time and cooperation. Your responses are greatly appreciated and will help contribute to general aviation safety. If you have any questions regarding the survey, feel free to contact the researchers troyer5@purdue.edu, amharvey@purdue.edu, or dillman@purdue.edu. Survey Link: https://purdue.ca1.qualtrics.com/jfe/form/SV_a3qMKc22QbSnWHH Back to Top Helicopter Association International (HAI) is dedicated to providing its members with services that directly benefit their operations, and to advancing the international helicopter community by providing programs that enhance safety, encourage professionalism and economic viability while promoting the unique contributions vertical flight offers society. HAI has more than 3,800 member organizations and annually produces HAI HELI-EXPO®, the world's largest trade show and exposition dedicated to helicopters. Position: Deputy Director of Safety Overview: The Deputy Director of Safety is responsible for supporting the association's existing aviation safety programs and developing new safety initiatives to benefit HAI's membership. Essential Functions of the Position Include, but Are Not Limited To: * Providing auxiliary support to the Director of Safety * Serving as the HAI safety representative on various industry, government, and international boards, task forces, and meetings * Providing feedback for the association's response to proposed safety-related regulations and legislative initiatives * Collecting, researching, and analyzing safety and accident data for subsequent statistical reporting * Developing and implementing new HAI industry safety initiatives * Routinely interacting with aviation related agencies and organizations in support of the rotorcraft industry * Supporting all aspects of HAI's accreditation programs (IS-BAO & HAI APS) that assist helicopter operators in reducing incidents and accidents, while improving industry safety culture * Providing safety supervision for flight activities at the association's annual trade show and exposition, HAI HELI-EXPO® * Responding to requests for rotorcraft safety assistance from HAI members and the general public * Serving as staff liaison for assigned HAI committees * Contributing content for use in HAI's printed and electronic publications * Making safety presentations on behalf of HAI as necessary * Other duties as assigned The above statements are intended to describe the general nature and level of work being performed. They are not intended to be an exhaustive list of all duties and responsibilities. Desired Qualifications for the Position Include: * College or advanced degree related to aviation safety and/or management * Five or more years of related helicopter safety background, training, and experience * Certificated helicopter pilot and/or maintenance technician * Previous experience with helicopter or other aviation-related organization * Prior international experience preferred * Experience with auditing protocols and accreditation programs * A passionate commitment to the promotion of helicopter safety * Highly motivated, able to work independently and in a team environment * Excellent written and verbal communication skills with prior experience in creating and delivering written proposals and public presentations * Research, data analysis, and report writing experience * Proficiency with the Microsoft Office Suite * Detail oriented, self-starter, with strong organizational and time management skills * Ability to travel The above qualifications are representative, but not all-inclusive, of the experience, knowledge, skills, and abilities required for the position. APPLY HERE Curt Lewis