Flight Safety Information June 18, 2019 - No. 122 In This Issue Boeing Says Safety to Trump Speed in 737 MAX Return, Seeing 'Steady Progress' Head of pilots' union points to training and engineering mistakes with Boeing 737 Max Incident: British Airways B788 near Istanbul on Jun 15th 2019, engine problem Incident: Baltic B735 at Riga on Jun 12th 2019, bird strike Incident: Canada A333 at Montreal on Jun 7th 2019, flapless landing Incident: Western Global MD11 at Chicago on Jun 15th 2019, engine fire indication Incident: Delta B753 at Atlanta on Jun 14th 2019, brakes fire on landing Incident: American B763 at Philadelphia on Jun 15th 2019, bird strike Accident: Jetblue A320 near Fort Lauderdale on Jun 16th 2019, flight attendant injured by trolley Accident: ALK B733 near Basel on Jun 16th 2019, turbulence injures 10 people Incident: Skymark B738 and ANA B789 at Tokyo on Jun 15th 2019, ATC operational error New Aviation Rules Could Ground One-Fifth of the Nation's Older Private Jets Pilots reveal safety fears over Boeing's fleet of Dreamliners Newark airport passenger tried to board plane with 6 smoke grenades in carry-on bag Canada's Airports Focus on Aviation Safety EASA to Tighten Training Rules, Expand EBT FAA Updates On Supersonic Noise Rules In Paris, But Airbus Thinks Environmentalists Are Louder Airbus says it has the technology to fly planes with no pilots American Airlines in talks for up to 50 Airbus A321XLR jets Virgin Atlantic places £3.2BILLION order for 14 new A330-900neo aircraft IndiGo drops Pratt for CFM's jet engines in $20 billion order GRADUATE RESEARCH SURVEY Boeing Says Safety to Trump Speed in 737 MAX Return, Seeing 'Steady Progress' Boeing executives struck an apologetic tone over two deadly crashes of its flagship 737 MAX heading into the start of the Paris Air Show Monday, and insisted that its safe return to action was more important than establishing a speedy timetable. CEO Dennis Muilenburg told reporters in Paris that Boeing had erred in the way it communicated a faulty cockpit light to both customers and regulators, and said it would take time to win back confidence in the plane's airworthiness as a result. He also told CNBC that while "steady progress" was being made on the 737's certification, he would not put a firm date on its return, saying only it would happen "before the end of the year." "It is important for us to focus on safety, we will get back up in the air when it is safe, that's the most important thing here," Muilenburg said. "We are very confident in the MAX family and the heart of the market where it is located." Boeing shares closed at $347.16 each Friday, after falling 0.5% on the session to extend their decline since the March 10 Ethiopian Airlines crash to just under 18%, a move that has loped more than $38 billion from the group's market value. Last month, International Air Transport Association director Alexandre de Juniac cautioned that the planemaker's grounded 737 MAX may not return to full service before the end of the summer, while Muilenburg told an investor conference in New York hat the company was focused on "safely returning the MAX to flight" and stabilizing its production rate at 42 units per month. The FAA itself has said there would be no near-term clearance for the 737 MAX following meetings with national and international regulators in Forth Worth, Texas, on May 23 that focused on Boeing's recent overhaul of its MCAS flight software system. Boeing officially acknowledged that its software system played a role in two recent deadly 737 MAX 8 accidents. The planemaker said the preliminary report into the cause of Ethiopian Airlines Flight 302's fatal crash on March 10, as well as the Lion Air 610 disaster in Indonesia in early October, which took the lives of 189 people, were caused by activation of the Maneuvering Characteristics Augmentation System, or MCAS, in response to "erroneous angle of attack information" from a broken sensor. It also posted weaker-than-expected first quarter earnings and pulled its earnings guidance for the rest of the year until it has clarity on the fate of its 737 MAX program, which has seen 300 planes grounded in markets around the world. https://www.thestreet.com/investing/stocks/boeing-says-safety-to-trump-speed-in-737-max-return-seeing-steady-progress--14992547?puc=yahoo&cm_ven=YAHOO&yptr=yahoo Back to Top Head of pilots' union points to training and engineering mistakes with Boeing 737 Max American Airlines Boeing 737 Max jets are parked at a Tulsa facility in May. The jets have been grounded as (American Airlines/Reuters) Boeing's efforts to save its customers money contributed to the "fatal mistake" of failing to give pilots the crucial information and training they needed to safely fly 737 Max jets, according to the president of a union representing 15,000 American Airlines pilots. "Unfortunately, as pilots know, improvements in aviation are often written in the blood of the unfortunate victims of airplane accidents," Captain Daniel F. Carey said in remarks prepared for a hearing Wednesday before the House aviation subcommittee. Two new Boeing 737 Max jets crashed within five months - one in Indonesia and the other in Ethiopia - killing 346 people, after investigators say pilots in both crashes were unable to control an automatic anti-stall system that kept pushing the planes' noses downward based on faulty information from a sensor. Three days after the Ethio¬pian Airlines crash in March, the Federal Aviation Administration followed its counterparts in other countries and grounded the Boeing 737 Max 8 and Max 9. The jets remain grounded. Carey, who is president of the Allied Pilots Association, said Boeing's mistakes were also compounded by company engineers who created the automated feature, known as the Maneuvering Characteristics Augmentation System, or MCAS. The feature was meant to give the planes the same feel to fly as their predecessors, but were not well integrated into the plane, Carey argues. "The point was to provide Boeing's customers with a new advanced aircraft while minimizing the training cost associated with a different aircraft certification," Carey wrote in his planned testimony. Wednesday's hearing is part of a broader probe by the House Committee on Transportation and Infrastructure into the causes of the Max tragedies, decisions by Boeing and oversight by the FAA. Members are also scheduled to hear from the industry group Airlines for America, the Association of Flight Attendants-CWA, former FAA administrator Randy Babbitt, and Captain Chesley B. "Sully" Sullenberger III. Investigators say faulty information from an external sensor on both planes caused the MCAS system to repeatedly misfire, contributing to the crashes. Carey said such a "single-point-of-failure design" meant that "any redundancy to the system, if it failed, was completely dependent on the Captain and First Officer of the aircraft." "The huge error of omission is that Boeing failed to disclose the existence of MCAS to the pilot community. The final fatal mistake was, therefore, the absence of robust pilot training in the event that the MCAS failed," Carey wrote. Boeing did not immediately respond to questions about Carey's planned testimony. Carey also raised questions about the FAA's certification process for the 737 Max. "Is the FAA sufficiently independent of the manufacturers so as to provide a legitimately rigorous audit of the manufacturers' design and engineering?" he asked. "Is the FAA sufficiently equipped to ensure that pilot training protocols are vigorous and robust as aircraft are becoming more and more technologically sophisticated?" Carey asked whether an FAA aircraft certification, "such as a 737 designation from 1967," should have a date for termination or sunset. Carey said that during a meeting between top FAA officials, pilots unions, and U.S. airlines in April, "FAA officials highlighted a critical checklist that Boeing directed pilots to use to recover the Max after an MCAS misfire. The FAA official stated that this critical checklist had not been validated since 1967, noting that the 737 has been dramatically modified many times since." He said an FAA official also pointed to "challenging 'elevator loads' confronting pilots when this checklist is executed." Acting FAA administrator Daniel Elwell has said the Ethio¬pian Airlines pilots were flying too fast and that speed was one of many factors in the crash. A higher speed can make it more difficult to adjust the plane's horizontal stabilizer, which is one step in the emergency checklist. An FAA spokesman said Monday it is not accurate that the FAA contended in the meeting that "this critical checklist had not been validated since 1967." "It was a very technical conversation, with pilots and operators, absent any commentary, and 1967 was never referenced," the spokesman said, adding that the checklists are updated routinely under the auspices of the FAA's Flight Standardization Board, and airlines and unions have a voice in that process. During a hearing with Elwell last month, Rep. Sam Graves (R-Mo.), said the Ethio¬pian pilots "accelerated throughout the entire flight" and "that fundamental error appears to have had a domino effect on events that followed after that," adding that he believed U.S.-trained pilots would have avoided disaster. Carey said "to make the claim that these accidents would not happen to U.S.-trained pilots is presumptuous and not supported by fact." He added that while his experience has shown him that "the Boeing Corporation has manufactured superbly engineered and designed aircraft over many decades," in the case of the Max, "I completely agree with the Boeing CEO's assessment that the company let down the public with catastrophic consequences." Carey said a MCAS software fix developed by Boeing has made "significant positive changes." "There are now redundancies embedded in the aircraft in the event of the 'firing' of MCAS," he said, but added that his members "remained concerned about whether the new training protocol, materials and method of instruction suggested by Boeing are adequate to ensure that pilots across the globe flying the Max fleet can do so in absolute complete safety." https://www.washingtonpost.com/local/trafficandcommuting/head-of-pilots-union-points-to-training-and-engineering-mistakes-with-737-max/2019/06/17/4bbc9abc-9156-11e9-b570-6416efdc0803_story.html?utm_term=.e9565c318385 Back to Top Incident: British Airways B788 near Istanbul on Jun 15th 2019, engine problem A British Airways Boeing 787-8, registration G-ZBJI performing flight BA-36 from Chennai (India) to London Heathrow,EN (UK) with 211 people on board, was enroute at FL380 about 150nm east of Istanbul (Turkey) when the crew decided to divert to Istanbul's (new) Airport due to a problem with one of the engines. The aircraft landed safely in Istanbul about 35 minutes later. A replacement A321-200N registration G-NEOR was dispatched to Istanbul, resumed the flight and reached Heathrow with a delay of 11:40 hours. The occurrence aircraft positioned back to Heathrow after about 50 hours on the ground in Istanbul and resumed service. A passenger reported the crew announced engine issues, they were diverting to Istanbul. The airline reported the aircraft diverted to Istanbul due to a minor technical issue. http://avherald.com/h?article=4c9549b4&opt=0 Back to Top Incident: Baltic B735 at Riga on Jun 12th 2019, bird strike An Air Baltic Boeing 737-500, registration YL-BBD performing flight BT-410 from Riga (Latvia) to Odessa (Ukraine), was in the initial climb out of Riga's runway 18 when the right hand engine (CFM56) ingested a bird causing strange noises and subsequent vibrations prompting the crew to stop the climb at FL100 and return to Riga. The aircraft performed a low approach to Riga's runway 18 about 25 minutes after departure to have the landing gear checked from the ground, then entered a hold at 4000 feet to burn off fuel. The aircraft positioned for an approach to runway 18 about 70 minutes after the low approach, the passengers were instructed to brace for landing, and landed safely on runway 18 about 100 minutes after departure. Passengers reported the crew announced about 25 minutes after departure, following the strange noises and vibrations, that they didn't know what was wrong, they were having some sort of issue and would perform a low approach to have the landing gear checked and the aircraft checked for any indication of smoke or fire. The aircraft subsequently climbed up again, the passengers were briefed on emergency procedures and a possible evacuation, subsequently they were instructed to take the brace positions for landing. The aircraft landed safely. The airline reported the crew returned to Riga after hearing an atypical noise. It ultimately turned out a bird had been ingested by the right hand engine. http://avherald.com/h?article=4c9547c1&opt=0 Back to Top Incident: Canada A333 at Montreal on Jun 7th 2019, flapless landing An Air Canada A330-300, registration C-GEFA performing flight AC-829 from Lyon (France) to Montreal,QC (Canada) with 245 passengers and 10 crew, was descending towards Montreal about 60nm before touchdown when the crew selected the leading edge slats and received a message the flaps were locked. The crew declared emergency and continued for a safe landing on Montreal's runway 24L at a higher than normal speed (157 knots over ground). The Canadian TSB reported the aircraft landed with the flaps retracted. Maintenance replaced the interconnecting strut of the wing. The aircraft had experienced the same issue on the previous flight, see Incident: Canada A333 at Lyon on Jun 7th 2019, flapless landing. http://avherald.com/h?article=4c9545dc&opt=0 Back to Top Incident: Western Global MD11 at Chicago on Jun 15th 2019, engine fire indication A Western Global Airlines McDonnell Douglas MD-11, registration N411SN performing flight KD-606 from Louisville,KY to Chicago O'Hare,IL (USA) with 2 crew, was on approach to Chicago when the crew reported a right hand engine (CF6) fire indication, shut the engine down and discharged a fire bottle. The aircraft continued for a safe landing on runway 28R with emergency services standing by, queried whether they should vacate to the left or right of the runway and stopped after vacating the runway. Emergency services reported seeing no trace of fire. The aircraft taxied to the apron. The FAA reported: "AIRCRAFT DIVERTED DUE TO REPORT OF ENGINE FIRE", there were no injuries, the aircraft received unknown damage. The occurrence aircraft is still on the ground in Chicago 59 hours after landing. https://flightaware.com/live/flight/WGN606/history/20190615/0949Z/KSDF/KORD http://avherald.com/h?article=4c9542af&opt=0 Back to Top Incident: Delta B753 at Atlanta on Jun 14th 2019, brakes fire on landing A Delta Airlines Boeing 757-300, registration N582NW performing flight DL-436 from Seattle,WA to Atlanta,GA (USA), landed on Atlanta's runway 09R and turned to vacate onto taxiway N10. The crew of another aircraft reported their left hand tyre was on fire, an active flame, another crew chimed in confirming the left side of the aircraft was on fire, a ground operations vehicle on ground frequency also reported the left main gear of the 757-300 was on fire. The aircraft stopped at the intersection with taxiway N, emergency services responded and put the fire out. ATC closed runway 09L due to the ongoing fire. The FAA reported: "REPORTED LEFT MAIN LANDING GEAR FIRE UPON LANDING" stating erroneously the occurrence aircraft was N590NW, there were no injuries, the aircraft sustained minor damage. https://flightaware.com/live/flight/DAL436/history/20190614/2055Z/KSEA/KATL http://avherald.com/h?article=4c95408c&opt=0 Back to Top Incident: American B763 at Philadelphia on Jun 15th 2019, bird strike An American Airlines Boeing 767-300, registration N397AN performing flight AA-735 from Manchester,EN (UK) to Philadelphia,PA (USA), was on final approach to Philadelphia's runway 27L when a bird impacted and penetrated the leading edge of the left hand wing, the crew told tower they thought an eagle had just impacted the aircraft. The aircraft continued for a safe landing on runway 27L about 2 minutes later. The occurrence aircraft is still on the ground in Philadelphia about 27 hours after landing. On Jun 17th 2019 the FAA reported: "BIRD STRIKE CAUSING LEADING EDGE WING DAMAGE", there were no injuries, the damage was minor, the occurrence was rated an incident. The bird stuck in the leading edge: http://avherald.com/h?article=4c9495b2&opt=0 Back to Top Accident: Jetblue A320 near Fort Lauderdale on Jun 16th 2019, flight attendant injured by trolley A Jetblue Airbus A320-200, registration N625JB performing flight B6-517 from Fort Lauderdale,FL (USA) to Mexico City (Mexico), was enroute at FL300 about 130nm southwest of Fort Lauderdale when the crew decided to return to Fort Lauderdale after a flight attendant received injuries by the service cart. The aircraft landed safely about one hour after departure. The aircraft, that had initially departed with a delay of 2 hours already, remained on the ground for about 3.5 hours, then departed again and reached Mexico City with a total delay of 6.5 hours. The FAA reported erroneously the aircraft involved was N561JB and stated the aircraft returned to Fort Lauderdale "AFTER FLIGHT ATTENDANT WAS INJURED BY CART". The FAA listed the level of injury unknown. The aircraft did not sustain damage. https://flightaware.com/live/flight/JBU517/history/20190616/1056Z/KFLL/MMMX http://avherald.com/h?article=4c953b7d&opt=0 Back to Top Accident: ALK B733 near Basel on Jun 16th 2019, turbulence injures 10 people An ALK Airlines Boeing 737-300, registration LZ-MVK performing flight VBB-7205 from Pristina (Kosovo) to Basel/Mulhouse (Switzerland/France) with 121 people on board, was enroute at FL340 over South Tyrol about 30 minutes prior to landing in Basel when the aircraft encountered turbulence causing injuries to 10 passengers while deviating around an isolated active thunderstorm cell. The aircraft continued for a safe landing on Basel's runway 15 about 30 minutes later. The Airport reported 10 passengers needed to be taken to hospitals with minor injuries. Passengers reported even seats were ripped out of their anchoring. The occurrence aircraft departed for the return flight VBB-7206 after about 2.5 hours on the ground. On Jun 17th 2019 the airline reported the fasten seat belt signs were illuminated at the time of the upset, the flight crew anticipated possible turbulence. A strong downdraft occurred and the aircraft deviated slightly from the assigned flight level. The crew immediately afterwards requested a descent (and the aircraft descended to FL320). The aircraft continued for a normal landing, no emergency was declared. Medical assistance was requested after landing, two passengers needed medical assessment. No seats were ripped off at all. Passenger video of scenes on board (Video: Mirjeta Basha): ALK Airlines Boeing 737-300 http://avherald.com/h?article=4c94a22d&opt=0 Back to Top Incident: Skymark B738 and ANA B789 at Tokyo on Jun 15th 2019, ATC operational error, B789 crosses runway while B738 lands A Skymark Airlines Boeing 737-800, registration JA73AB performing flight BC-110 from Kobe to Tokyo Haneda (Japan), was on final approach to Haneda's runway 34L and was cleared to land on runway 34L. An ANA All Nippon Airways Boeing 787-9, registration JA885A performing flight NH-115 from Vancouver,BC (Canada) to Tokyo Haneda, had landed about 6 minutes earlier and was cleared to cross runway 34L near the end of the runway just when the Skymark aircraft was on short final at less than 1000 feet AGL. The aircraft entered the runway and crossed the runway, the 737 touched down just after the B789 had left the runway surface. Japan's TSB have opened an investigation into the occurrence. http://avherald.com/h?article=4c951e26&opt=0 Back to Top New Aviation Rules Could Ground One-Fifth of the Nation's Older Private Jets Mandatory repairs and upgrades run the risk of pricing them out of the sky. Technicians at Dassault Aviation working on the new Falcon 6X. Adrien Daste Large numbers of US business jets might just as well file a flight plan direct for the scrapyard, as recent mandatory upgrades and required repairs run the risk of pricing them out of the sky. In fact, two big rule changes-which take effect next year-threaten to ground as many as a fifth of the nation's older private jets. One is an upgrade in required avionics to provide what is known as ADS-B Out ability. Standard on newer jets, the technology allows aircraft to automatically report their location. The rule takes effect January 2020. The problems don't stop at the upgrade cost, which could easily run $90,000 and more. If operators have not already booked the work, they will struggle to find an avionics shop that can do it before the deadline. More than 30 percent of US-registered business jets (about 6,000) are not yet ADS-B compliant, according to Avionics International magazine and data-services company FlightAware. Many planes are just not cost-effective to upgrade, points out Tim Barber, who heads European sales and acquisitions at leading business-jet support facility Duncan Aviation: "If you've sat on a 30-year-old aircraft worth, say, $500,000 or less, then the idea of spending more than $100,000 doesn't really appeal too much." The other issue is a mandatory safety repair to a particular type of Honeywell turbofan engine used on a number of Hawker, Dassault Falcon and Cessna aircraft. As the average cost for the fix is $325,000, many operators have put it off as long as possible. But the deadline is October of next year, and there are nearly 1,400 noncompliant engines. "The 2020 mandates have rendered a significant number of older aircraft uneconomic projects for conversion," says Barber. "There are few options other than parting out." There is, however, a bright side for the industry and some owners. This year, prices of used jets stabilized as the percentage of the business-jet fleet on the market fell to 9 percent, from a high of nearly 20 percent during the global financial meltdown. But there are signs prices are edging up again, as favorable tax treatment for the category runs out. According to Barber: "If you subtract those aircraft that will not have upgrades, then we'll ultimately see a sizable fall in inventory for sale." That would be good news for sellers of newer jets, plane manufacturers and, eventually, the environment, as less fuel-efficient birds have their wings clipped. A case of snatching victory from the jaws of defeat. https://robbreport.com/motors/aviation/new-aviation-rules-for-private-jets-2854644/ Back to Top Pilots reveal safety fears over Boeing's fleet of Dreamliners Company admits that fire extinguisher switch has failed a 'small number' of times A Boeing B787 Dreamliner. Questions have been raised by some pilots about the engine fire-fighting system on the Boeing B787 Dreamliner. Photograph: Paul Joseph Brown/AFP/Getty Images Airline pilots have voiced fears over the safety of a fleet of Boeing aircraft after a crucial fire-fighting system has been found to have the potential to malfunction. Boeing has issued an alert to airlines using its flagship B787 Dreamliner, warning that the switch used to extinguish an engine fire has failed in a "small number" of instances. The switch also severs the fuel supply and the hydraulic fluid to prevent flames spreading. UK airlines Tui, British Airways and Virgin Atlantic operate more than 60 Dreamliners between them. The US regulator, the Federal Aviation Administration (FAA), has decided not to ground the fleet, despite admitting a "risk to the flying public". Pilots, however, claim that the safety of passengers and crew is being compromised. "If there was an engine fire on a transatlantic flight and the aircraft had one of the defective fire switches, then we would have to fly with a burning wing for up to three hours before we could safely land," a pilot with a British airline told the Observer. In its alert to airlines, Boeing warns that long-term heating can cause the fire switch to stick in the locked position so it can't be used to release the two fire extinguishers in each engine. The FAA has issued an airworthiness directive, mandatory instructions to air operators, announcing that the problem is "likely to exist or develop in other products of the same design" and that "the potential exists for an airline fire to be uncontrollable". However, it stopped short of grounding the aircraft and instead ordered airlines to check the switch every 30 days. The FAA was criticised for declining to ground Boeing's fleet of 737 Max aircraft in March after a software malfunction was suspected of causing two fatal crashes. It changed its stance after regulators in other countries banned the aircraft from flying while the accidents were investigated. Launched in 2011, the Dreamliner fleet was designed to revolutionise air travel with fuel-efficient technology and a longer flight range. The $200m (£160m) aircraft were grounded in 2013 following a series of fires caused by leaking batteries. In 2017 the FAA ordered the company to improve its quality control after metal shavings were found among electrical wiring, causing a fire hazard. This year Boeing increased production of the Dreamliner from 12 to 14 a month and announced that it would be replacing up to 900 quality control inspectors with smart technology. Critics claim that the speed of production is compromising safety. "We, as a pilot community, have found it all smacks of taking the cheap route and not the safe route," says a pilot who spoke anonymously to the Observer. "Boeing insists that the risk of an engine fire is very low, and that's true, but it's Boeing's attitude to the risk that has upset us, especially in light of recent B737 Max issues. If the fire switch malfunctions, there's no manual override to deploy the engine fire extinguishers and therefore no way of putting out a fire, but Boeing says that it's fine, and the airlines agree. Such is the fear of Boeing's power that no one dares speak out." Tui, British Airways and Virgin Atlantic all told the Observer that they abided by the safety requirements set out by aviation authorities and their aircraft had been checked and would continue to fly as normal. Boeing said that fewer than 1% of fire switches have proved defective, and that it was supporting airlines with inspections and replacement parts. "Boeing works closely with the FAA to monitor the fleet for potential safety issues and take appropriate actions," said a spokesperson. "Engine fires are a very unlikely event and there have been no observed engine fires in the 787 fleet history." The FAA declined to comment on pilot concerns, stating that it invited responses in February when the airworthiness directive was proposed. https://www.theguardian.com/business/2019/jun/15/boeing-dreamliner-b787-safety-fears Back to Top Newark airport passenger tried to board plane with 6 smoke grenades in carry-on bag A Newark airport passenger tried to board a flight to the Dominican Republic with smoke grenades in his carry-on bag, TSA officials said. A passenger at Newark Liberty International Airport tried to bring six smoke grenades through the airport's security checkpoint Sunday before boarding a flight to the Dominican Republic, Transportation Security Administration official said. TSA screeners spotted the smoke grenades tucked inside bubble wrap when reviewing the X-ray of his carry-on bag. Smoke grenades are not illegal and the man does not face any charges, but they are prohibited from planes. "If released, smoke would fill the cabin and cause panic among the passengers and crew and possibly get into the cockpit," Christopher Murgia, TSA's New Jersey deputy federal security director, said in a statement. "It's quite shocking that someone thought he could bring them on the plane at all because something like that is not even allowed in a checked bag." The passenger gave the smoke grenades to a friend who was at the airport, but not traveling. He was then allowed through the security checkpoint to catch his flight to the Dominican Republic, officials said. https://www.nj.com/news/2019/06/newark-airport-passenger-tried-to-board-plane-with-6-smoke-grenades-in-carry-on-bag.html Back to Top Canada's Airports Focus on Aviation Safety OTTAWA, Ontario--(BUSINESS WIRE)--Canadian Airports Safety Week is returning this year from June 17th to 21st 2019. The initiative is being led by the Canadian Airports Council (CAC), in collaboration with 29 participating airports across the country to promote healthy and safe work practices among airport employees. Safety at airports is always a top priority as it affects everyone, whether you're a passenger or airport employee. Canada's airports have made significant investments over the years in their infrastructure, including safety related airside projects, to ensure all workers and passengers are safe. This week is a prime opportunity to remind airport employees of the safety culture at airports as well as a chance to thank them for their contributions to safety. Participating airports will be hosting a variety of activities to promote the following themes: Worker Safety Airside Safety Security Safety Hazard Reporting Environmental Safety Foreign Object Debris (FOD) Free Friday By encouraging discussion and the involvement of all airport workers in maintaining a safe working environment, we can ensure that the safety of passengers and employees remains our first priority. Canadian Airports Safety Week represents a commitment to educate and improve knowledge and enthusiasm for safety. 2019 Participating Airports Aéroport de Québec Calgary Airport Authority Aéroport de Montreal Charlottetown Airport Authority Comox Valley Airport Commission Edmonton International Airport Fort McMurray Airport Authority Fredericton International Airport Authority Greater London International Airport Authority Greater Moncton International Airport Authority Greater Toronto Airports Authority Halifax International Airport Authority Hamilton International Airport Authority Kamloops Airport Ltd Kelowna International Airport Northwest Regional Airport, Terrace-Kitimat Ottawa International Airport Authority Prince George Airport Authority Regina Airport Authority Region of Waterloo International Airport Saint John Airport Saskatoon Airport Authority St. Johns International Airport Authority Sydney Airport Authority Greater Sudbury Airport Ports Toronto - Billy Bishop Toronto City Airport Vancouver Airport Authority Victoria Airport Authority Winnipeg Airports Authority About the Canadian Airports Council The Canadian Airports Council (CAC), a division of Airports Council International-North America (ACI-NA), is the voice for Canada's airports community. Its 54 members represent more than 100 airports, including all of the privately operated National Airport System (NAS) airports and many municipal airports across Canada. They handle more than 90 per cent of the commercial air traffic in Canada, and an even greater share of international traffic. https://www.businesswire.com/news/home/20190617005891/en/Canada%E2%80%99s-Airports-Focus-Aviation-Safety Back to Top EASA to Tighten Training Rules, Expand EBT Flight crew training rules for certain helicopter and airplane operations would be updated under a notice of proposed amendment (NPA) from the European Union Aviation Safety Agency (EASA). In addition to implementing evidence-based training (EBT), this NPA proposes to improve existing requirements covering commercial operations by airplanes and helicopters, specialized operations (such as agriculture, construction, photography, surveying, observation, patrol, and aerial advertisement), and non-commercial operations with complex aircraft. Specifically, this NPA proposes to: amend the conditions for multi-pilot operations of single-pilot certified helicopters; amend the requirements for initial training and checking under special ops; amend the rules for recurrent training and checking under commercial and special ops; review the conditions for the operation on different aircraft types or variants; introduce the option for complex aircraft operators to accept previous training and checking, and address a number of minor issues regarding flight crew training and checking. "Some changes are expected to increase safety in a cost-effective way, whereas others should reduce the training costs without an impact on safety," EASA said. "The proposed rules follow a more performance-based approach," meaning training requirements are updated to reflect more current, advanced-technology methods. "Several clarifications are also introduced to maintain a high level of safety for air operations by ensuring a harmonized implementation of regulations." Currently, EASA promotes evidence-based training on a voluntary program for airplane operators that fly multi-pilot operations and have access to simulators. The concept will soon be extended to helicopters, EASA said. Comments on this NPA are due by August 13. https://www.ainonline.com/aviation-news/business-aviation/2019-06-17/easa-tighten-training-rules-expand-ebt Back to Top FAA Updates On Supersonic Noise Rules In Paris, But Airbus Thinks Environmentalists Are Louder At an innovation panel held on the first day of the Paris Air Show, FAA Acting Administrator Dan Elwell announced a Notice of Proposed Rulemaking (NPRM) that modifies and clarifies the existing regulatory procedures to obtain FAA approval to test supersonic aircraft. This NPRM is described by the FAA as "a first, necessary milestone toward the reintroducing civil supersonic flight." 05/01/1983 Klagenfurt, Austria, Supersonic airplane Concorde taking off from an Austrian airport The FAA's aim is to support the various supersonic aircraft (SST) currently under development in the U.S., all of which are coming up against overland noise rules that precede the launch of the Concorde, and which were instrumental in preventing overland flights of Concorde aircraft. While the new NPRM that Elwell announced on Monday suggests that those noise rules will stay on the books for regular commercial SST operations, it aims to make flight testing the aircraft easier and support rapid development. "The U.S. Department of Transportation and the FAA are committed toward the safe and environmentally-sound research and development of supersonic aircraft," Elwell told attendees at Le Bourget. "We are confident in the next generation of aviation pioneers who want to open new opportunities for business, economic, and aviation growth." But can a relaunch of commercial supersonic flight be "environmentally-sound"? And should it be a priority even as subsonic flight comes under greater scrutiny for its environmental impact? The company responsible for developing the Concorde believes that aeronautical innovation is better invested in other areas. During Airbus Innovation Days, held in May at the company's facilities in Toulouse, Grazia Vittadini, Chief Technology Officer at Airbus, addressed this question directly, saying: "Who built the last business supersonic aircraft? You are on the site where this happened. We do have the history. We do have the heritage. We do have the skills and competency. Let's not forget defense, space and military aircraft-the Tornados and the Eurofighters are part of Airbus. We have it, if we wanted to go there. The question we ask ourselves is how is this possibly compatible with the environmental sustainability targets which we are committed to? Not just because it is the flavor of the year, but because we deeply believe that is the direction we need to take. As of today, we cannot reconcile skills and competencies that we have in-house with products where market interest needs to be confirmed and with no reconciliation with the environmental sustainability targets which animate us in all we do, and in all the technologies that we develop." Instead, Airbus is investing its innovative capabilities on addressing the environmental backlash against commercial aviation, including the exploration and development of hybrid electric propulsion systems that will support commercial flights and noise reduction in all aircraft operations. Airbus is not alone in questioning the viability of supersonic transport on environmental grounds. The International Council On Clean Transportation, a think tank dedicated to studying the environmental impact of civil aviation, published a detailed report last year which warned that supersonic commercial flights were incompatible with environmental targets for civil aviation. "The potential return of supersonic flights could have large environmental and noise pollution consequences. In 2015, aviation was responsible for about 800 million metric tons of CO2 emissions, or about as much as the German economy. New supersonic aircraft could lead to further emission increases if they are less fuel-efficient than new subsonic aircraft," the authors stated. "The previous generation of civil supersonic aircraft, the Aérospatiale/BAC Concorde and Tupolev Tu-144, took their first flights five decades ago. Currently, there are no environmental standards applicable to new supersonic designs." In a post published last week, Nikita Pavlenko senior researcher at ICCT, said that supersonic transport would have a higher environmental impact than subsonic operations, even if the SST flights were operated using biofuels. Even a flight in a business class seat on a subsonic aircraft is more environmentally-friendly than a supersonic flight using hybrid biofuels might be. This is not only because the biofuel itself would be less efficient in supersonic operations, but also because the lower number of passengers who could fly on a supersonic aircraft increases the flight's environmental impact per seat. Round-trip per passenger emissions for an SST relative to a subsonic, A321 LR on a JFK-LHR Route (Note: These emissions reflect the well-to-wake (WtWa) emissions for each fuel, including the upstream emissions from extraction, processing and distribution) Round-trip per passenger emissions for an SST relative to a subsonic, A321 LR on a JFK-LHR Route (Note: These emissions reflect the well-to-wake (WtWa) emissions for each fuel, including the upstream emissions from extraction, processing and distribution) ICCT "That SST flight to London, using the bare minimum CORSIA-eligible fuel barely makes a dent in the per-passenger emissions (5%), whereas even a blend of UCO-based HEFA would make a 40% cut. An SST powered by UCO-based HEFA at the maximum blend level will still generate twice the per-passenger emissions of an average, conventional flight," Pavlenko wrote. Airlines are under pressure to lessen their environmental footprint, especially in Europe where Green party politicians are arguing in favor of substituting rail for short-haul journeys. While SST programs, like Boom, count on support from Japan Airlines and the Virgin Group, it's not clear that Europe would have the appetite for SST operations that it did during the less environmentally conscious hey-days of Concorde. If the FAA will still not allow supersonic operations over the continental U.S., then the routes on which SST aircraft might one-day fly are more limited. As Vittadini suggested, market interest in these aircraft is dubious. What is clear is that environmentalists have already put SST aircraft on a no-fly list. https://www.forbes.com/sites/marisagarcia/2019/06/18/faa-updates-on-supersonic-noise-rules-in-paris-but-airbus-thinks-environmentalists-are-louder/#466d73463700 Back to Top Airbus says it has the technology to fly planes with no pilots, but the challenge will be convincing people to get on them Airbus A321XLR A computer rendering of the new Airbus A321XLR. Airbus • Airbus says it has developed technology to fly passengers jets with no pilots at all. • Its chief commercial officer, Christian Scherer, said that the barriers which remain are human: convincing regulators and passengers to accept the planes. • "This is not a matter of technology - it's a matter of interaction with the regulators, the perception in the traveling public," Scherer told The Associated Press. • Trust in the airline industry remains low after two Boeing 737 Max 8 craft crashed within five months of each other, killing all 346 people onboard. • Scherer said the crashes "highlighted and underlined the need for absolute, uncompromising safety in this industry." Airbus has developed technology to fly passenger jets with no pilots, and is ready to deploy it today, according to one of its top executives. But the company knows that autonomous commercial flight remains a distant prospect because of barriers which are human, rather than technical. Christian Scherer, Airbus's chief commercial officer, told The Associated Press (AP) about the autonomous technology at the Paris Air Show on Monday. He said: "This is not a matter of technology - it's a matter of interaction with the regulators, the perception in the traveling public." "When can we introduce it in large commercial aircraft? That is a matter we are discussing with regulators and customers, but technology-wise, we don't see a hurdle." Scherer did not elaborate on the technology or how it might work. A new survey of 22,000 people conducted by US autonomous software firm Ansys released on Monday showed that 70% of passengers would be willing to fly in fully autonomous aircraft. No commercial airline offers autonomous commercial flights at the moment, and national regulators are yet to draw up rules for how they should be monitored and operated. All commercial aircraft are currently flown by human pilots, albeit with a lot of automation. The majority of the legwork of flight, including some automatic landings, is done by in-flight computers - called "fly by wire." Bob Mann, founder of airline consulting firm R.W. Mann & Co. told Business Insider in 2015 that automated planes "won't happen in my lifetime." He said the reason for this was because autonomous planes would be a nightmare to insure. A second barrier, cited by pilots, is that automatic technology can malfunction. Speaking to the Guardian about pilot-less flight in August 2017, Steve Landells, a flight safety specialist for the British Airline Pilots Association, said: "We have concerns that in the excitement of this futuristic idea, some may be forgetting the reality of pilot-less air travel." "Automation in the cockpit is not a new thing - it already supports operations. However, every single day pilots have to intervene when the automatics don't do what they're supposed to." Confidence in the commercial airline industry remains low after two Boeing 737 Max 8 craft crashed within four months of each other due to a faulty anti-stall software, killing 346 people. Faulty automatic anti-stall software - called MCAS - has been blamed for both crashes. Boeing has said the pilots were not to blame. On March 10, 2019, Ethiopian Airlines Flight ET302 crashed moments after taking off for Kenya, killing all 157 onboard. Scherer told the AP that the Max crashes "highlighted and underlined the need for absolute, uncompromising safety in this industry, whether from Airbus, Boeing or any other plane." Read more: Airbus leapt ahead of Boeing in an untapped market by launching a smaller plane for long-haul flights He also said the crashes triggered demand for newer, safer aircraft. "There is a capacity need that materialized as a result of this, and naturally you have airlines that are frustrated over capacity, that are looking for answers." Reporting from the Paris Air Show, Business Insider's Sinéad Baker noted that Airbus launched a smaller and more efficient long-haul aircraft at the start of the show, stealing a march on its troubled rival. The new A321XLR signals Airbus has leaped ahead of Boeing in deciding to create a long-range, single-aisle aircraft, a move that Boeing had considered for years and was deciding whether it should spend an estimated $15 billion on. Airbus said on Monday it has already received 27 orders for the A321XLR. https://www.businessinsider.com/airbus-says-pilotless-flights-ready-when-you-are-2019-6 Back to Top American Airlines in talks for up to 50 Airbus A321XLR jets: Reuters • The people said the order, if confirmed, could be announced to coincide with the Paris Airshow, which runs through June 23, though officials from the U.S. airline were not expected to attend the show in person. • One of the people said that American Airlines was likely to include the longest-range single-aisle jet in its fleet, but the timing of a decision remained unclear. • Airbus and American Airlines declined comment. American Airlines Group is edging toward a deal with Airbus to buy up to 50 newly launched A321XLR extended-range narrow-body aircraft, including some converted from existing orders of other models, people familiar with the matter said. Airbus and American Airlines declined comment. The people said the order, if confirmed, could be announced to coincide with the Paris Airshow, which runs through June 23, though officials from the U.S. airline were not expected to attend the show in person. One of the people said that American Airlines was likely to include the longest-range single-aisle jet in its fleet, but the timing of a decision remained unclear. American, the world's largest airline by passenger traffic, has spent over $25 billion in five years to modernize its fleet. It has purchase commitments for 100 aircraft from the A320neo family from 2019, according to its 2018 annual report. Airbus' launch of the new A321XLR in Paris came as a blow to rival Boeing, which continues to grapple with the global grounding of its top-selling 737 Max after two deadly crashes. The new A321XLR has a range of 4,700 nautical miles (8,700 km), nudging it into a long-jump category enjoyed by wide-body jets like Boeing's out-of-production 757 and eating into a range category that the U.S. planemaker is eyeing with a possible new mid-market twin-aisle jet, the NMA. But there is a debate over whether passengers will enjoy flying longer distances in medium-haul planes, where cabin pressure may be a concern. https://www.cnbc.com/2019/06/17/american-airlines-in-talks-for-up-to-50-airbus-a321xlr-jets-reuters.html Back to Top Virgin Atlantic places £3.2BILLION order for 14 new A330-900neo aircraft Virgin Atlantic is set to expand its fleet with 14 new planes as it places a huge order with Airbus Virgin Atlantic A330-900neo plane (Image: Virgin Atlantic) Virgin Atlantic has announced plans to expand its fleet, as Sir Richard Branson 's airline just placed a $4.1billion (approx £3.2billion) for 14 new planes. The carrier has ordered 14 new Airbus A330-900neo, the first UK airline to order this type of aircraft. Eight will be purchased and six will be leased under the new order, which comes following the airline's partnerships with Airbus and Rolls Royce. The new aircraft will be based at London Heathrow, London Gatwick and Manchester Airport. Each plane will offer all of Virgin Atlantic's cabins including Upper Class, Premium and its three tiers of Economy; Delight, Classic and Light. The aircraft will also be exclusively powered by the Rolls Royce Trent 7000 engine, which entered service in November 2018 (an update of the Trent 700 which powers the original version of the A330). Virgin Atlantic is bringing back its flights to Mumbai for 2019 The idea is that the new A330-900neo aircraft will be 13 per cent more fuel and carbon efficient than the A330-300 they replace, as well as offering a 50 per cent reduction in airport noise contour. It ties in nicely with Virgin Atlantic's aim to have improved its fuel efficiency by 32 per cent over a ten-year period (2014-2024). During that same period, the carrier is also replacing 100 per cent of its planes, aiming to become one of the youngest fleets with an average aircraft age of 5.3 years. The airline is also set to welcome its first Airbus A350-1000 this summer. First look at Virgin Atlantic's new A350 including its lavish Upper Class suites Shai Weiss, CEO of Virgin Atlantic, commented: "2019 marks a return to growth for Virgin Atlantic as we strive to become the most loved travel company and the nation's second flag carrier at an expanded Heathrow. "A fundamental part of our strategy is collaboration with partners and our announcement today with Airbus and Rolls Royce, following the launch of our A350-1000 this summer, takes our partnership to the next level. "The acquisition of 14 A330neos will play a pivotal role in our fleet transformation and it is testament to our sustainability commitment; by 2024, we will have improved the fuel efficiency of our aircraft by 32 per cent. "We will be proud to operate the youngest, cleanest fleet yet, with an average age of just over five years. It also allows us to continue innovating for our customers to create an on-board experience we know they will love." https://www.mirror.co.uk/travel/news/virgin-atlantic-places-32billion-order-16530281 Back to Top IndiGo drops Pratt for CFM's jet engines in $20 billion order FILE PHOTO: A logo of IndiGo Airlines is pictured on passenger aircraft on the tarmac in Colomiers near Toulouse MUMBAI (Reuters) - India's biggest airline IndiGo said on Monday it had placed a $20 billion jet engine order from CFM International, a move that marks a shift away from Pratt & Whitney towards its French-American rival. CFM, owned by General Electric and France's Safran, will provide the 1LEAP-1A engines to power 280 A320neo and A321neo jetliners already on order from Airbus by the Delhi-based budget carrier. IndiGo has an order book of 430 Airbus planes of the A320neo family, of which the first 150 aircraft were to be powered by engines from United Technologies Corp's Pratt & Whitney. Reuters reported earlier in June that IndiGo had chosen CFM over Pratt for what was one of the largest jet engine orders and that the deal would be for more than 600 engines, including spares. Although the Pratt engines fitted on the A320neo aircraft are fuel-efficient there have consistently been issues with them since they entered into service in 2016, forcing IndiGo to ground its planes several times. "The CFM LEAP engine will allow IndiGo to maintain its strong focus on lowering operating costs and delivering fuel efficiency with high standards of reliability," Riyaz Peermohamed, Chief Aircraft Acquisition and Financing Officer at IndiGo, said in the statement. The delivery of the first LEAP-1A-powered A320neo is scheduled in 2020, IndiGo said in the statement, adding that the contract with CFM includes spare engines and an overhaul support agreement as well as a long-term service agreement. CFM introduced its LEAP engines in India around 2016. It currently has 60 such engines operational in the country. https://www.yahoo.com/finance/news/indigo-drops-pratt-cfms-jet-140624607.html Back to Top GRADUATE RESEARCH SURVEY Dear Participants, You are being asked to participate in a research study to develop a trust in air traffic controllers scale. This study is expected to take approximately 5 minutes of your time. In order to participate, you must be a resident of the United States, at least 18 years old, and a certified 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 immediately destroyed. We appreciate your consideration and time to complete our study. Please click on or copy and paste the URL below: https://forms.gle/DmMB9fXSupVa5oTGA For more information, please contact: Brad Baugh, Ph.D. in Aviation Student baughfd0@my.erau.edu We appreciate your interest and participation! Curt Lewis