Flight Safety Information June 19, 2019 - No. 123 In This Issue Boeing CEO calls handling of 737 Max crashes a 'mistake,' vows improvements Hiding In Plain Sight Accident: British Airways A320 near Frankfurt on Jun 18th 2019, fumes injure passengers Incident: United B772 at Paris on Jun 18th 2019, burning odour on board Incident: Transat A313 near Montreal on Jun 5th 2019, cash computer fumes over on board sales Incident: Kenya E190 at Mombasa on Jun 17th 2019, engine shut down in flight Bombardier DHC-8-402 Dash 8 - Wing Delamination (Japan) Air New Zealand plane pulls out of landing after another aircraft on runway Rolls-Royce buys Siemens' electric aircraft business Qantas Orders Up to 36 New Airbus Extra-Long-Range Aircraft US regional airline as first customer, predicts delivery in 2022 Korean Air to buy 20 Boeing 787s, lease 10 more Sally Ride became the first American woman in space 36 years ago today GRADUATE RESEARCH SURVEY(1) GRADUATE RESEARCH SURVEY(2) Boeing CEO calls handling of 737 Max crashes a 'mistake,' vows improvements Boeing CEO Dennis Muilenburg said Sunday that his company made a "mistake" by failing to communicate the problems it was having with software aboard its 737 Max aircraft. Speaking to reporters in Paris ahead of the Paris Air Show, Muilenburg said that Boeing's communications on the matter were "not consistent" and that the approach was "unacceptable." The statement is the most direct apology yet by the Seattle-based airplane manufacturing giant, which came under intense scrutiny by regulators after two 737 Max aircraft accidents. A Lion Air crash in October in Indonesia claimed 189 lives, and an Ethiopian Airlines crash in March in Africa killed 157. The Federal Aviation Administration has faulted Boeing for not telling regulators for more than a year that a safety indicator in the Max cockpit didn't work. Pilots are angry the company didn't tell them about the new software that has been implicated in the crashes in Indonesia and Ethiopia. While flight data from both crashes seemed to suggest similar patterns - namely, radical changes in altitudes and speeds and the suggestion that the crew was battling inputs from onboard computers - Boeing and FAA officials were slow to respond. Many countries immediately grounded 737 Max aircraft; the U.S. followed suit later. But as Boeing officials started digging into details of both accidents, it became clear that flaws in the aircraft's computer systems had been directly responsible. Students from Hama elementary school, who walked an hour and a half from their school in the surrounding area to pay their respects, stand next to floral tributes at the scene where the Ethiopian Airlines Boeing 737 Max 8 crashed shortly after takeoff on Sunday killing all 157 on board, near Bishoftu, south-east of Addis Ababa, in Ethiopia Friday, March 15, 2019. Analysis of the flight recorders has begun in France, the airline said Friday, while in Ethiopia officials started taking DNA samples from victims' family members to assist in identifying remains. (AP Photo/Mulugeta Ayene) ORG XMIT: NAI112 In early April, Muilenburg posted a video on Twitter in which he said he was "sorry for the lives lost" and that the company was "relentlessly focused on safety to ensure tragedies like this never happen again." Muilenburg added that it was "apparent that in both flights, the Maneuvering Characteristics Augmentation System, known as MCAS, activated in response to erroneous angle of attack information." Data showed that Ethiopian Airlines crew performed all procedures recommended by the aerospace giant but failed to gain control of the doomed aircraft. About a week later, on April 11, Muilenburg said Boeing engineers had taken 96 test flights - a total of 159 hours of flight time - to make sure the changes in the jetliner's automatic anti-stalling system were effective. Muilenburg also said he has been on a worldwide tour to let airline officials know about the improvements being made to 737 Max aircraft. Two-thirds of the twin-engine model's more than 50 customers have attended simulator sessions to see how the improvements work firsthand, he said. He said the accidents underscored the need for continuous improvement at the aerospace giant. "Lives literally depend on the work we do," Muilenburg said at a forum sponsored by the George W. Bush Presidential Center in Dallas. "We're humbled and we're learning." https://www.yahoo.com/news/boeing-ceo-calls-handling-737-182412173.html Back to Top Hiding In Plain Sight The industry has long understood the risk of automation springing unexpected surprises on the human at the control but is enough being done to understand how disruptive technology is undermining many of its conventional assumptions? While Boeing is hard at work upgrading the software that played a role in two catastrophic 737 Max nosedives, experts suspect that 'automation surprise' will continue to confuse pilots expected to master the modern cockpit, reports David Hughes. The two 737 MAX crashes involved Lion Air Flight 610 from Jakarta on October 29, 2018, and Ethiopian Airlines Flight 302 from Addis Ababa on March 10. All passengers and crew tragically died - 189 people on Lion Air and 157 on Ethiopian. It will be many months before the final accident reports are complete with their conclusive answers on any determining factor: the human in the cockpit or the human in Boeing's design office. These accidents occurred as cockpits become increasingly automated leaving pilots at times confounded when forced to resort to hand flying, expected to be the backstop in case of computer malfunction. David Woods is a professor of cognitive systems engineering and human systems integration at Ohio State University. An expert in how people cope with complexity in time-pressured situations, he sees the two 737 Max accidents as examples of 'automation surprise'. More surprises may be in store, he fears, unless Boeing, the Federal Aviation Administration (FAA) and the industry get to the bottom of why such events happen in the first place. Automation surprise occurs when the behaviour of the automation does not fit a crew's mental model of how things should be happening in the cockpit. In these situations, pilots become confused about what is happening and what they should do about it. The aircraft industry has seen automation surprise accidents before with occasional incidents since the 1990s, mainly involving Airbus aircraft. Woods however thinks the industry as a whole is failing to pay sufficient attention to the research and to adequately avoid these types of mishaps. Woods who has been studying automated cockpits and accidents for four decades was called in early to help analyse the loss of an Air France A330 that crashed into the South Atlantic in June 2009. The crew was confused when faulty airspeed readings and an autopilot disconnect occurred at cruising altitude. The computers switched to a mode without stall protection and the pilot flying the aircraft began a climb directed by the automation. The aircraft stalled and fell from 35,000 feet into the ocean as the crew tried to figure out what was happening. Woods who also advised NASA on the Space Shuttle Columbia thinks the sort of deep dive inquiry that occurred with that disaster is what is now needed in the case of the 737 Max. In his view, it would be a mistake not to delve more deeply into all aspects of 737 Max development and certification after what several technical experts cite as poorly designed software. He thinks aircraft designers today rely far too much on the adaptive human to prevent errors in automation from causing accidents. "The widespread tendency is to think you can just rely on the pilots to handle any misbehaviour of automation once they are aware of the details. This is not sufficient," says Woods. While some say it is not acceptable to rely on the pilot as a backstop to take corrective action when systems fail, many pilots such as former Boeing test pilot Matthew Menza, do point out however that there are longstanding emergency procedures for use in the event of automation failure such as 737 safety procedures for trim runaway which is suspected to have happened in the two accidents triggered by an automated system called the Maneuvering Characteristics Augmentation System (MCAS). Pilots memorise this runaway trim procedure at the outset of their flying careers. It calls for turning systems off including the autopilot and then the trim system itself which moves the horizontal stabilizer on the tail of the aircraft up or down to keep the nose in the position. While this may have in principal changed the tragic outcome of the two 737 Max flights, pilots organisations have rounded on the US airframer, expressing their anger at the absence of information on the new MCAS system in their flight training manuals never mind prescribed action should it fail. Vulnerability There is another perspective on these accidents. "These accidents highlight vulnerabilities that go much deeper and broader for modern highly automated aircraft as well as other complex highly automated systems on the horizon," Woods says. "The tragedy of these accidents demands all stakeholders examine the deeper lessons, question their conventional assumptions and change in more profound ways." The FAA has now formed a Joint Authorities Technical Review team of experts from the aviation agency, NASA and nine international aviation authorities to examine the 737 MAX automated flight control system including its design and pilots' interaction with the system to determine MCAS compliance with regulations and identify any improvements needed. The team formed on April 29 is expected to complete its work in 90 days. Australia, Brazil, Canada, China, the European Union, Japan, Indonesia, Singapore and the United Arab Emirates are all represented. The preliminary accident report's flight data traces show that in both 737 MAX accidents, each crew struggled to counter a repeated automatic nose-down motion commanded by the new system called MCAS. This system was installed due to the Boeing 737 Max's larger and more powerful CFM Leap 1-B engine than used on previous generation 737s. MCAS is designed to counter a pitch-up that is caused by lift generated by the larger engine's nacelles not by the greater power of the engine itself, according to MIT aeronautics professor John Hansman who says the resultant instability was an 'undesirable characteristic that is not acceptable'. "Once this was discovered it had to be fixed to certify the aircraft," he adds. MCAS addressed this requirement. While not a flight critical system needed to fly the 737 MAX aircraft, MCAS was designed to activate when an angle of attack (AoA) sensor on the nose of the aircraft reported that the aircraft is about to stall. MCAS then uses the aircraft's electric trim system to move the leading edge of the stabilizer on the tail of the aircraft up to push the nose of the aircraft down which lowers the angle of attack. Some test and technical pilots interviewed for this article see a major design flaw in MCAS in that the original system on both accident aircraft relied on a single AoA sensor for data. "It just boggles my mind that Boeing even considered a system with a single AoA sensor," says David Gollings, a former FAA test pilot. "I don't know how you can do a system safety analysis required to certify a system for a single point failure." Woods agrees and adds that a single thread of information is not sound engineering practice. "You don't run a single sensor channel to a flight critical system, you are not ever supposed to do that," he says. This is especially the case since AoA sensor failures frequently occur on transport aircraft. In his view, these crashes highlight a new vulnerability for all highly automated systems regarding how sensor failures propagate and complicate recovery. "We are not working to address this basic vulnerability." Boeing said it is addressing the erroneous data issue by changing MCAS so that it will not activate when it compares inputs from both AoA sensors and finds they differ by 5.5 degrees or more. An AoA disagree indicator will also alert pilots to this discrepancy. In addition, MCAS, if triggered, will only push the nose-down once not multiple times, even if AoA is stuck at a value indicating a stall condition. Finally, a single command from MCAS will not be able to overcome the pilot pulling back on the control column in response. Industry commentator Bjorn Fehrm in a blog posting pointed out that had the original MCAS implementation received a tenth of the attention the reworked version had, then the two fatal crashes would never have occurred in the first place. Three things should have been done correctly in his opinion including: implementing MCAS with care and attention; making a proper emergency checklist and informing the pilots of MCAS and training them on its fault modes. Boeing chief Dennis Muilenburg told reporters at a late April press grilling that the MCAS software is being improved after accepting that the accidents happened because of a chain of events with one link in each of the chains the activation of MCAS on the basis of erroneous data. "We know we can break that link. that is a link that we own and it is our responsibility to eliminate that risk," he said. But as Fehrm notes, the updated implementation has all the precautions, deliberations and global limitations the first version should have had. "In fact, the update is the glaring evidence of the initial MCAS's deficiency and carelessness in its implementation. As thorough the fix is in all its aspects, as negligent was the first try." By: David Hughes www.airtrafficmanagement.net https://pocketmags.com/air-traffic-management-magazine#549059e37d33f Back to Top Accident: British Airways A320 near Frankfurt on Jun 18th 2019, fumes injure passengers and cabin crew A British Airways Airbus A320-200, registration G-MEDK performing flight BA-2562 from London Gatwick,EN (UK) to Dalaman (Turkey), was enroute at FL350 about 140nm west of Frankfurt/Main (Germany) when the crew decided to divert to Frankfurt reporting smoke in the cockpit and cabin. A number of passengers and cabin crew to feel unwell. The aircraft landed safely on Frankfurt's runway 07C about 35 minutes later. A number of passengers and crew needed medical assistance. Parents of a passenger reported their child had called them from an ambulance advising a lot of people had fainted, others were vomitting and others were suffering from heavy nose bleeding. People were taken to ambulances on stretchers. The odour reminded of a massive fuel leak. The airline confirmed an odour event, a number of passengers and crew were assessed at local medical facilities. A replacement A320-200 registration G-GATH was dispatched to Frankfurt, resumed the flight and reached Dalaman with a delay of about 7.5 hours. http://avherald.com/h?article=4c95e89d&opt=0 Back to Top Incident: United B772 at Paris on Jun 18th 2019, burning odour on board A United Boeing 777-200, registration N216UA performing flight UA-984 from Paris Charles de Gaulle (France) to San Francisco,CA (USA), was climbing out of Paris when the crew stopped the climb at FL260 due to a burning odour on board. The aircraft returned to Charles de Gaulle Airport for a safe landing about 40 minutes after departure. Fire fighters boarded the aircraft and identified the source of the odour in a galley oven, where plastics covering the meals had touched the oven, melted and caused the odour. The aircraft departed again after about 3 hours on the ground and flew to Chicago O'Hare,IL (USA) where the aircraft landed about one hour past scheduled landing time in San Francisco. The aircraft is going to continue to San Francisco after a crew change and is estimated to reach San Francisco with a total delay of about 6 hours. http://avherald.com/h?article=4c95e486&opt=0 Back to Top Incident: Transat A313 near Montreal on Jun 5th 2019, cash computer fumes over on board sales An Air Transat Airbus A310-300, registration C-GPAT performing flight TS-639 from Nice (France) to Montreal,QC (Canada) with 203 passengers and 9 crew, was enroute at FL360 about 175nm northeast of Montreal when a handheld computer used for cabin sales began to emit smoke, it was noticed the battery had become hot. Cabin crew placed the computer into a container filled with water, the flight continued to Montreal for a safe landing. The Canadian TSB reported the computer, still in its container, was forwarded to the manufacturer for further examination. https://flightaware.com/live/flight/TSC639/history/20190605/1025Z/LFMN/CYUL http://avherald.com/h?article=4c95dab5&opt=0 Back to Top Back to Top Incident: Kenya E190 at Mombasa on Jun 17th 2019, engine shut down in flight A Kenya Airways Embraer ERJ-190, registration 5Y-KYT performing flight KQ-609 from Mombasa to Nairobi (Kenya) with 95 passengers and 5 crew, was climbing out of Mombasa when the crew shut the right hand engine (CF34) down. The aircraft returned to Mombasa for a safe landing about 25 minutes after departure. The flight was cancelled. The airline reported the captain received a false warning of a mechanical issue on board due to the malfunction of the warning system. A passenger reported the captain announced a problem with the right hand engine, they were returning to Mombasa on single engine. http://avherald.com/h?article=4c95e350&opt=0 Back to Top Bombardier DHC-8-402 Dash 8 - Wing Delamination (Japan) Date: 18-JUN-2019 Time: 07:30 LT Type: Bombardier DHC-8-402 Dash 8 Owner/operator: All Nippon Airways - ANA Registration: C/n / msn: Fatalities: Fatalities: 0 / Occupants: 0 Other fatalities: 0 Aircraft damage: Minor Location: New Chitose Airport (CTS/RJCC) - Japan Phase: Standing Nature: Domestic Scheduled Passenger Departure airport: Sapporo-Chitose Airport (CTS/RJCC) Destination airport: Nakashibetsu Airport (SHB/RJCN) Narrative: All Nippon Airways' flight ANA/NH4881 from New Chitose to Nakashibetsu was cancelled since delamination of some upper surface panels of the left wing was found in the pre-flight check. The plane had flown seven legs the day before, and no abnormality was found in the post-flight check after the last flight landed at New Chitose at 20:35 LT. https://aviation-safety.net/wikibase/226294 Back to Top Air New Zealand plane pulls out of landing after another aircraft on runway Airways says the go-around was standard procedure and aircraft were not at risk. Photo / Grant BradleyAirways says the go-around was standard procedure and aircraft were not at risk. Photo / Grant Bradley An Air New Zealand flight pulled out of a landing after a pilot said the aircraft was getting too close to another plane. The Wellington to Auckland flight had just touched down at Auckland Airport last night, when it took back off, a passenger said. After some time circling the surrounding suburbs, the captain of NZ456 told passengers the aircraft was too close for comfort with another plane: "We just had to go around there, got a little bit too close to the aircraft that had lined up and took off in front of us." The Airbus A320 landed again and without incident at 8.49pm. Passengers were calm and seemed unconcerned throughout both landings, the passenger said. An Air New Zealand spokeswoman said the pilots elected to carry out a go-around procedure as on final approach to Auckland Airport another aircraft due to take off had yet clear the runway. An Airways spokeswoman said there had been no near miss and the aircraft remained safely separated during its landing at the airport. ''A go-around is a normal air traffic control procedure that is used to make sure aircraft stay safely separated. As there was no safety event last night, we don't have a record of exactly what the circumstances were in this case.'' The procedure could be required because another aircraft ahead of the landing plane has not vacated the runway as quickly as expected, or has taken longer to depart than anticipated. ''While a go-around might seem disconcerting to passengers, it may be necessary in a number of circumstances to maintain safe landing conditions,'' the passenger. https://www.nzherald.co.nz/business/news/article.cfm?c_id=3&objectid=12242046 Back to Top Rolls-Royce buys Siemens' electric aircraft business Rolls-Royce has agreed to buy Siemen's electric and hybrid-electric aerospace propulsion activities for an undisclosed sum. The move - announced at the Paris Air Show - is aimed at accelerating Rolls' electrification strategy and boosting its ambition to become the leading supplier of electric and hybrid-electric propulsion systems for aircraft and to play a major role in the "third era" of aviation. The acquisition is expected to complete late 2019, following a period of employee consultation. The business - which Siemens calls eAircraft - is based in Germany and Hungary, and employs around 180 electrical designers and engineers who have been developing all-electric and hybrid-electric propulsion systems for the aerospace industry for about ten years. The eAircraft team has already worked with Rolls-Royce and Airbus (with which it entered a development partnership in 2016) on the E-Fan X project which is designed to demonstrate hybrid-electric propulsion at the scale needed to power regional aircraft. The eAircraft business has been working with various partners to create prototypes for propulsion systems with power ratings ranging from less than 100kW to several thousand kilowatts. One example is Airbus' CityAirbus ¬- a four-seater "multicopter" that is intended to advance remotely piloted electric vertical take-off and landing (eVtol) flight. A full-scale demonstrator of the CityAirbus took off for the first time last month when it performed a "tethered jump". Siemens says that the eAircraft business will have substantially better growth prospects under an owner that is more closely connected to the aerospace industry. "Our eAircraft team, under the leadership of Frank Anton, has made aviation history several times in the past ten years and is a pioneer in electric and hybrid-electric systems for aircraft," says Siemens' chief technology officer and chief operating officer, Roland Busch. "With Rolls-Royce, we've found a perfect home for this business and have placed its expertise in the hands of one of Airbus' close partners. We will continue to cooperate with Rolls-Royce - in particular by making our digital solutions portfolio available in order to facilitate this major step toward sustainable, lower-emission aviation." Rolls-Royce Electrical director, Rob Watson, predicts that electrification will have as dramatic an impact on aviation as the replacement of piston engines by gas turbines. "We are at the dawn of the third era of aviation, which will bring a new class of quieter and cleaner air transport to the skies," he says. "We have already made significant strides in realising our strategy of 'championing electrification' and this move will accelerate our ambitions in aerospace by adding vital skills and technology to our portfolio." Watson adds that the acquisition "brings us increased scale and additional expertise as we develop a product range of hybrid power and propulsion systems. I look forward to welcoming our new colleagues into Rolls-Royce and working with them to pioneer new technologies and solutions." "The electrification of flight is just one part of Rolls-Royce's commitment to making aviation more sustainable," points out Rolls-Royce's chief technology officer, Paul Stein. "We are continuing to increase the fuel efficiency of our gas turbines, encouraging the development of environmentally friendly and sustainable aviation fuels, and pursuing the electrification of aviation. "We believe that pure electric, or all-electric, propulsion will power smaller aircraft in the foreseeable future, while larger aircraft will rely upon hybrid electric solutions that combine electrification with evolutions of the gas turbine," Stein continues. "Additionally, as our group technological portfolio becomes increasingly electrical with the development of hybrid electric trains and microgrids, the capabilities of this world-class team will be a vital part of the future Rolls-Royce." Rolls Royce has already performed successful ground tests of a hybrid propulsion system that can be used in smaller transport platforms including hybrid eVtols, general aviation aircraft, and hybrid helicopters. These tests are part of one of the world's most comprehensive development and integration programmes on hybrid turbine engines, paving the way for experimental test flights in 2021. The ground tests involved a Rolls-Royce M250 gas turbine operating in series-hybrid configuration, where the engine operates as a turbo-generator that charges an on-board battery system; as a parallel hybrid, where the aircraft's thrust is supplied by a combination of the engine and the electrical system; and in a turbo-electric mode, where the engine operates as a pure turbo-generator supplying electric power for thrust and other power needs on the aircraft. Last year Rolls-Royce unveiled an eVtol concept, which could be powered by such a hybrid system. It is also developing an all-electric demonstrator aircraft, as part of the Accel initiative that will attempt to break the world speed record for all-electric flight next year. https://drivesncontrols.com/news/fullstory.php/aid/6054/Rolls-Royce_buys_Siemens_92_electric_aircraft_business.html Back to Top Qantas Orders Up to 36 New Airbus Extra-Long-Range Aircraft • Purchase is another endorsement for newly introduced A321 XLR • Ten of the 36 planes being ordered are additional purchases Qantas Airways Ltd. ordered as many as 36 Airbus SE A321 XLRs, the latest endorsement for the manufacturer's newly introduced extra-long-range jet. The Australian airline is converting 26 planes in its existing A321neo order into XLRs, and adding a further 10, it said in a statement Wednesday. The additional order is worth about $1.4 billion, based on a list price of $142 million per XLR. Airbus Jumps Ahead With New Jet in Paris While Boeing Founders Qantas is focused on tapping demand from Asia, the world's fastest-growing travel market. With the added range of the XLR, the airline said it will be able to fly narrow-body aircraft on routes such as Cairns-Tokyo and Melbourne-Singapore. "That changes the economics of lots of potential routes into Asia to make them not just physically possible but financially attractive," Qantas Chief Executive Officer Alan Joyce said in the statement. Qantas shares rose 0.7% to A$5.51 at 1:37 p.m. in Sydney. The new planes will be delivered from 2024. The twin-engine A321 XLR can travel 4,700 nautical miles, more than any other narrow-body on the market. The plane is positioned as a more fuel-efficient successor to Boeing Co.'s discontinued 757, able to connect smaller cities that can't support service by big wide-body jets. The order from Qantas follows similar deals announced at the Paris Air Show, including from British Airways-owner IAG SA and influential lessor Air Lease Corp. https://www.bloomberg.com/news/articles/2019-06-19/qantas-orders-up-to-36-newly-introduced-airbus-a321-xlr-planes Back to Top US regional airline as first customer, predicts delivery in 2022 • Venture capital-backed Eviation is developing a nine-seat electric aircraft. • The firm sees regional travel as being under served by aviation. • A prototype of its electric plane has been unveiled at the Paris Air Show. PARIS - The Israeli start-up Eviation announced at the Paris Air Show that U.S regional airline Cape Air is to buy its electric aircraft. Eviation is developing a nine-passenger aircraft designed to fly up to 650 miles at around 240 knots (276 miles per hour). A commercial jet would cruise around 500 miles per hour. The electric plane - called Alice with a prototype being unveiled at the show this week - is designed for the sort of distances usually conducted by train. Cape Air is set to buy a "double-digit" number of the plane which has a list price of around $4 million each. It's expected that any customer would be able to negotiate a smaller figure. The company's chief executive, Omer Bar-Yohay, told a press conference Tuesday that he expected to receive certification by late 2021, with deliveries predicted for 2022. "This aircraft is not some future maybe. It is there, ready and waiting," he said. Bar-Yohay cited the contributions from Honeywell who built the plane's controls as well as Siemens, and magniX who provided the electric motor and related functions. Bar-Yohay said the plane would now travel to Arizona in the United States where it would be flight tested before being put forward for certification with the U.S. FAA (Federal Aviation Administration). The CEO added the plane should satisfy FAA concerns that it might create a backlog of training for pilots, as it was "probably one of the easiest planes to fly," adding "this is one of the specimens that the FAA wants to see happen." The Eviation boss said that eventually, future planes would be built in the United States. Most of Eviation's funding is from Clermont Group, the private investment fund of Singapore-based billionaire Richard Chandler. Clermont has given Eviation $76 million in exchange for a 70% stake in the company, according to a filing with the U.S. Securities and Exchange Commission dated January 3. In a in a letter to staff, Chandler said commercial-scale electric aircraft would "change the culture of air travel for future generations," and that the aerospace industry was entering a new era. "45% of all flights are under 500 miles - approximately the distance from London to Zurich, or New York to Detroit. This puts almost half of all global flights within the range of an electric motor." Clermont also owns and funds magniX, the firm that manufactures the three electric motors that provide the aircraft with roughly 900 kilowatts of power. Bar-Yohay claimed if there was a problem with the two wing engines, it could continue flying on the rear rotor only. The CEO of magniX, Roei Ganzarski, also attended the launch, telling CNBC it was "exciting to see a dream come true." Ganzarski said his engines would be split between new clean sheet aircraft such as the Eviation and retrofitting existing small aircraft. https://www.cnbc.com/2019/06/18/all-electric-jet-firm-eviation-announces-us-airline-as-first-customer.html Back to Top Korean Air to buy 20 Boeing 787s, lease 10 more FILE PHOTO: A photographer takes a photo during the first flight of the new Boeing 787-10 Dreamliner at the Charleston International Airport in North Charleston SEOUL (Reuters) - Korean Air Lines Co Ltd said on Wednesday it will add 30 Boeing Co Dreamliner passenger jets to its fleet, including what it said would be the country's first use of the largest Dreamliner model, the 787-10. South Korea's biggest carrier in a regulatory filing said it will buy 20 Boeing 787-10s and lease 10 Boeing 787-9s. The deal, also jointly announced at the Paris Airshow on Tuesday, gives a needed boost to the world's largest planemaker, which has suffered a sales drought following the grounding of its 737 MAX jets in March after two deadly crashes. "The 787 Dreamliner family will become the backbone of our mid- and long-haul fleet for many years to come," Korean Air Chairman Walter Cho was quoted as saying in a statement. The 787 planes will replace the carrier's existing aircraft such as its A330s, B777s and B747s, Korean Air said. https://www.yahoo.com/finance/news/south-koreas-korean-air-buy-233857193.html Back to Top Sally Ride became the first American woman in space 36 years ago today One giant leap for womankind: NASA women throughout history (CNN)It's been 36 years since the world witnessed a giant leap for womankind. June 18th marks the 36th anniversary of astronaut Sally Ride's famous trip into space. At just 32 years old, Ride was the first American woman, and the youngest American, to leave the atmosphere when she boarded the Space Shuttle Challenger on June 18, 1983. During the six-day mission, she worked as a mission specialist using the shuttle's robotic arm to deploy communications satellites. Her career as an astronaut began as she was completing her Ph.D. in astrophysics at Stanford University. In 1977, NASA displayed an ad in her school's student newspaper inviting women to apply for the space program, prompting Ride to send a 40-word letter asking for an application. She ended up beating out more than 1,000 other applicants, and was one of six women selected to the astronaut program. But Ride wasn't done making history. Just one year after her historic Challenger mission, Ride traveled to space for a second time. That made her the first American woman to travel to space twice. She was actually scheduled for a third spaceflight, but the 1986 Challenger accident ended those plans. Ride then served on the Rogers Commission as head of the subcommittee on operations to investigate the explosion. Later on, she worked on the investigation into the accident involving the Space Shuttle Columbia, making her the only person to work on the committees for both accidents. After leaving NASA, Ride became director of the California Space Institute, as well as a professor of physics at the University of California, San Diego. Ride was passionate about improving education in science, technology, engineering and mathematics, especially for girls. In 2001, she founded SallyRide Science, a nonprofit that promotes science education programs and works to help students pursue interests in STEM fields. She was inducted into the Astronaut Hall of Fame in 2003. Sally Ride passed away in 2012 after a 17-month battle with pancreatic cancer, and in 2013, was posthumously awarded the Presidential Medal of Freedom by Barack Obama. President Obama praised the astronaut's achievements, saying "she inspired generations of young girls to reach for the stars and later fought tirelessly to help them get there by advocating for a greater focus on science and math in our schools." He added, "Sally's life showed us that there are no limits to what we can achieve, and I have no doubt that her legacy will endure for years to come." https://www.cnn.com/2019/06/18/us/sally-ride-36-years-space-trnd/index.html Back to Top GRADUATE RESEARCH SURVEY(1) Dear Pilots, My name is Lakshmi Vempati. I am a doctoral candidate in the Embry-Riddle Aeronautical University PhD in Aviation program, and I am working on my dissertation under the guidance of Dr. Scott Winter. We are interested in understanding pilot perspectives for operating in unmanned aircraft system (UAS) integrated airspace and airports. You can help this research by participating in this electronic questionnaire. The study is anticipated to take approximately 15 minutes to complete. In order to participate, you must be 18 years of age, and a current civilian pilot with any rating, and experience level who has flown within the last six months. Participants will have an opportunity to participate in the drawing to win a DJI Tello Quadcopter Drone. If you have any questions regarding the study, or the questionnaire in particular, please contact the researcher, Lakshmi Vempati, at vempatil@my.erau.edu or the dissertation committee chair, Dr. Scott Winter, at winte25e@erau.edu. Please find the electronic questionnaire at: https://www.surveymonkey.com/r/LVPilotSurvey Please feel free to forward the link to other pilots who you think might be interested in participating. Sincerely, Lakshmi Vempati, Doctoral Candidate ERAU PhD in Aviation Back to Top GRADUATE RESEARCH SURVEY(2) 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! Back to Top Back to Top ISASI 2019 is pleased to announce that the technical program is now posted on the seminar website at www.isasi2019.org Choose the "Program" page and "Program Review" for the most up to date information. It will be necessary for you to click on the program icon to open the full program. Dates to remember: July 28 - Final date for registration for the MH 17 Master Class. Please register for the seminar first and then contact Daan Zwart at D.Zwart@vnv.nl for more information. July 28 - Final date for Early Bird pricing. August 4 - Deadline for hotel reservations. After this date we will not be able to guarantee the seminar rate. We look forward to seeing many of you in The Hague! Curt Lewis