Flight Safety Information AUGUST 8, 2019 - No. 159 In This Issue Incident: Ryanair B738 at Liverpool on Aug 7th 2019, bird strike Incident: Lufthansa A321 near Nice on Aug 7th 2019, smoke on board Incident: Canada Rouge A321 near Halifax on Jul 26th 2019, loss of cabin pressure IAI Gulfstream G150 - Runway Excursion (Colorado) British Aerospace Jetstream 32 -Runway Excursion (Colombia) Airline, police investigating attendant on Chicago-to-South Bend flight who seemed intoxicated Technology soars in advancing critical communication, safety for pilots, passengers DGCA proposes breath analyser test for air traffic controllers, others (India) Boeing 737 MAX fallout: EASA tightens safety norms for A320neos to avert similar issues Aircraft Engineers International Calls on EU Commission and EASA to Tighten Aircraft Safety OversighT Could vision systems for helicopters improve flight safety? PIA Qualifies "IOSA", Global Standard For Aviation Safety Air Arabia edging towards aircraft order Russia's supersonic biz jet on track COMAC pushes back C919 jet's China certification target to 2021 Alaska plans return of turboprops as Boeing 737 Max jet deliveries delayed X-37B Military Space Plane's Latest Mystery Mission Hits 700 Days NTSB COURSE - Managing Communications During an Aircraft Accident or Incident The completed schedule and lineup of speakers for the 2019 CHC Safety & Quality Summit HIGH ALTITUDE FLYING: WHAT EVERY PILOT NEEDS TO KNOW - COURSE New Angle of Attack ebook ISASI - 2019 Incident: Ryanair B738 at Liverpool on Aug 7th 2019, bird strike A Ryanair Boeing 737-800, registration EI-GDN performing flight FR-3168 from Liverpool,EN (UK) to Paphos (Cyprus), was climbing out of Liverpool's runway 27 when a bird impacted the aircraft prompting the crew to stop the climb at 5000 feet, burn off fuel and return to Liverpool for a safe landing on runway 27 about 40 minutes after departure. A replacement Boeing 737-800 registration EI-EMH reached Paphos with a delay of about 5:20 hours. The occurrence aircraft remained on the ground for about 10 hours before returning to service. http://avherald.com/h?article=4cb4d759&opt=0 Back to Top Incident: Lufthansa A321 near Nice on Aug 7th 2019, smoke on board A Lufthansa Airbus A321-100, registration D-AIRE performing flight LH-1812 from Munich (Germany) to Barcelona,SP (Spain), was enroute at FL350 about 30nm northwest of Nice (France) when the crew declared emergency reporting smoke on board. The aircraft diverted to Nice. Nice Airport sent all approaches into holds advising the crews, they were dealing with an emergency and had no fire cover remaining for other flights. The A321 landed safely on runway 04R about 18 minutes later. The crew advised they were able to vacate the runway and taxied the aircraft to the apron. Landings and departures resumed immediately afterwards. A replacement A321-200 registration D-AIDC reached Barcelona with a delay of 5 hours. The occurrence aircraft is still on the ground in Nice about 9 hours after landing. http://avherald.com/h?article=4cb4d1b5&opt=0 Back to Top Back to Top Incident: Canada Rouge A321 near Halifax on Jul 26th 2019, loss of cabin pressure An Air Canada Rouge Airbus A321-200, registration C-FJQD performing flight RV-1536 from Toronto,ON to St. John's,NL (Canada) with 185 people on board, was enroute at FL350 about 40nm northwest of Halifax,NS (Canada) when the crew received indication both air conditioning systems were shoing faults, the cabin pressure was lost. The crew declared PAN PAN, worked the related checklists, requested to descend and descended the aircraft through 10,000 feet about 8 minutes later. The aircraft diverted to Halifax for a safe landing about 35 minutes after leaving FL350. The Canadian TSB reported the aircraft was dispatched under minimum equipment list requirements with one air conditioning system inoperative, enroute the second pack failed. https://flightaware.com/live/flight/ROU1536/history/20190726/0225Z/CYYZ/CYYT http://avherald.com/h?article=4cb4ca88&opt=0 Back to Top IAI Gulfstream G150 - Runway Excursion (Colorado) Date: 07-AUG-2019 Time: 00:29:00 UTC Type: IAI Gulfstream G150 Owner/operator: BTI Aviation LLC Registration: N730GA C/n / msn: 302 Fatalities: Fatalities: 0 / Occupants: 3 Other fatalities: 0 Aircraft damage: Unknown Location: Centennial Airport (KAPA), Arapahoe County, CO - United States of America Phase: Landing Nature: Private Departure airport: Colorado Springs Airport (KCOS/COS) Destination airport: Denver-Centennial Airport, CO (APA/KAPA) Narrative: The aircraft veered off the runway into the grass after landing at Centennial Airport (KAPA), Arapahoe County, Colorado. The aircraft sustained unknown damage and the three occupants onboard were not injured during the incident. https://aviation-safety.net/wikibase/228008 Back to Top British Aerospace Jetstream 32 -Runway Excursion (Colombia) Date: 07-AUG-2019 Time: Type: British Aerospace Jetstream 32 Owner/operator: SARPA Registration: HK-4540 C/n / msn: 933 Fatalities: Fatalities: 0 / Occupants: 18 Other fatalities: 0 Aircraft damage: Unknown Location: Bahia Solano Airport - Colombia Phase: Landing Nature: Domestic Scheduled Passenger Departure airport: Destination airport: Bahía Solano-José Celestino Mutis Airport (BSC/SKBS) Narrative: The plane sustained a runway excursion after landing. https://aviation-safety.net/wikibase/228006 Back to Top Airline, police investigating attendant on Chicago-to-South Bend flight who seemed intoxicated A screen shot from a video recorded by a passenger of a flight attendant on an Aug. 2 flight from Chicago to South Bend. An airline is investigating an incident in which the lone attendant on a flight from Chicago to South Bend last week was detained by police after passenger complaints that she seemed intoxicated. One passenger on United Express flight 4849, which departed O'Hare International Airport shortly before 9 a.m. on Aug. 2, sent a tweet addressed to United during the flight. "Our flight attendant appears to be quite drunk," Aaron Scherb tweeted that morning. "She is slurring her speech (she couldn't make it through the security announcement), couldn't walk straight/was bumping into everyone in the aisle, and kept dropping things." In a second tweet, he wrote: "All the passengers seem to recognize it too. This is appalling." The airline responded on Twitter, saying it would continue the conversation via direct message with Scherb, who is originally from South Bend and was returning to attend a wedding. According to United Airlines, the attendant was part of an Air Wisconsin flight crew. The Air Wisconsin flight was operating as United Express. When asked about the incident by The Tribune this week, a spokesperson for United Airlines said the request was forwarded to Air Wisconsin, which responded that, "The flight attendant was detained by authorities after a report of possible impairment. We are investigating the situation and fully cooperating with the local authorities." United did not answer further questions. Scherb said he noticed the flight attendant was leaning against the galley rather than greeting passengers when he boarded the plane. Then, during the safety announcements, he said, her speech was slurred and inaudible. And as she walked up and down the aisle, Scherb said, the flight attendant stumbled and bumped into seats. "Several people asked if she was OK and she said, 'Yes,' " Scherb said. Many of the passengers, including Scherb, began recording the flight attendant with their phones. When the plane took off, Scherb said, the flight attendant sat in the jump seat and fell asleep. Midway through the flight, passengers near the front fastened her seat belt for her. When the plane landed, two uniformed police officers boarded and talked with the flight attendant, Scherb said. She then followed them off the plane. Scherb said he told a pilot on the way out that the attendant should not be on the next flight, to which the pilot responded, "Yeah, we're handling it." A representative from United apologized to several passengers after they got off the plane and took their contact information, Scherb said. Later in the day, he received a phone call from a United representative apologizing again and offering him a partial refund, in addition to a $500 voucher or 25,000 free air miles. He hasn't accepted the offers. "I didn't think $500 was sufficient after 50 peoples' safety was compromised," Scherb said. Scherb added he hopes the flight attendant is disciplined, but he doesn't want her to be fired. For its part, South Bend International Airport is not commenting or releasing information about the involvement of airport police in the incident. Police departments in Indiana are legally required to keep a daily incident log that's available for public view. But airport police do not keep such a log, Tim O'Donnell, director of operations and maintenance, told The Tribune. O'Donnell told The Tribune to instead submit a Freedom of Information Act request for the information on the incident involving the flight attendant. But Indiana's public access counselor, Luke Britt, says airport police should have their own log. And specifically on the case of the detained flight attendant, Britt said, "If local law enforcement was dispatched, that would necessitate a daily log" entry. https://www.southbendtribune.com/news/local/airline-police-investigating-attendant-on-chicago-to-south-bend-flight/article_cf05533c-233b-54f1-adf5-5b18eb5659e7.html Back to Top Technology soars in advancing critical communication, safety for pilots, passengers A technology created by two Purdue University alumni aims to help new pilots master radio communication skills and better interact with air traffic controllers. (Stock photo) Communication technology already used in dozens of airports across the U.S. launches new platform availability. WEST LAFAYETTE, Ind. - The Federal Aviation Administration has been putting an increased focus on English language proficiency for pilots as the agency looks to ensure safety for passengers through improved communication. The move means increased attention for a technology called "Plane English," created by two Purdue University alumni that aims to help new pilots master radio communication skills and better interact with air traffic controllers. Muharrem Mane, an alumnus from the School of Aeronautics and Astronautics, and Eren Hadimioglu, an alumnus from the School of Aviation and Transportation Technology, created and developed PlaneEnglish. The technology's simulator is now used in dozens of airports across the United States and was recently launched for iOS. "PlaneEnglish is an aviation radio simulator to help new pilots acquire radio communication proficiency by developing advanced skills more in realistic environments," Mane said. "We have heard from users that they improve their radio communication skills in one hour through our platform than they do in flying for a dozen hours." The app-based tool also aims to help new pilots reach FAA and International Civil Aviation Organization standards for Aviation English language use, put in place to ensure safety in the sky. Plane english PlaneEnglish is an aviation radio simulator to help new pilots acquire radio communication skills. (Image provided) Download image "We have been analyzing audio training files from the FAA and ICAO and using that data to establish our grading metrics to help users achieve the necessary communication skills to increase their radio proficiency and aviation safety," Mane said. PlaneEnglish lessons guide users through simple and complicated interactions with air traffic control on every phase of flight. Each simulation includes visual clues (like altitude, distance from an airport and direction) to provide the pilot with the situational awareness necessary for communication. Users are required to respond properly in specific situations, using the correct phraseology, speech rate and other factors. There can be as many as five or six exchanges back and forth with air traffic control. Then users are graded on those responses. The work aligns with Purdue's Giant Leaps celebration, celebrating the university's global advancements in space exploration as part of Purdue's 150th anniversary. This is one of the four themes of the yearlong celebration's Ideas Festival, designed to showcase Purdue as an intellectual center solving real-world issues. The creators of PlaneEnglish are working with the Purdue Research Foundation as they develop their technology. About Purdue Research Foundation The Purdue Research Foundation is a private, nonprofit foundation created to advance the mission of Purdue University. Established in 1930, the foundation accepts gifts; administers trusts; funds scholarships and grants; acquires property; protects Purdue's intellectual property; and promotes entrepreneurial activities on behalf of Purdue. The foundation manages the Purdue Foundry, Purdue Office of Technology Commercialization, Purdue Research Park and Purdue Technology Centers. The foundation received the 2016 Innovation and Economic Prosperity Universities Award for Innovation from the Association of Public and Land-grant Universities. For more information about funding and investment opportunities in startups based on a Purdue innovation, contact the Purdue Foundry at foundry@prf.org. Writer: Chris Adam, 765-588-3341, cladam@prf.org Source: Muharrem Mane, muharrem@planeenglish.net https://www.purdue.edu/newsroom/releases/2019/Q3/technology-soars-in-advancing-critical-communication,-safety-for-pilots,-passengers.html Back to Top DGCA proposes breath analyser test for air traffic controllers, others (India) • The move comes after several instances were reported threatening safety • Two aircraft incidents a day in Indian airspace as traffic becomes denser India has decided to expand the horizon of the breath analyser test to almost everyone involved in the aviation ecosystem including air traffic controllers, aircraft engineers and ground handling operators. At present, only pilots and cabin crew have to mandatorily undergo such tests. With this, India will join the likes of the US and Europe which require mandatory breath analyser tests for aviation officials other than pilots and engineers. The breath analyser test is used to determine if the crew is under the influence of alcohol while reporting for work. In January-October, 2018, breath analyser test violations per 10,000 (flight) departures were 2.01. In 2015-2017, the figures were 2.57, 2.44 and 2.46, respectively. According to the recommendations of the International Civil Aviation Organisation, the level of blood alcohol compatible (BAC) with safe flying is 'zero'. For the recently introduced category, the DGCA has proposed that the limit remain zero. "Organisations engaged in the provision of Air Navigation Services, Aerodrome Management, Aircraft Maintenance and Repair, shall ensure that at least 10 percent individuals employed in their respective organisations as engaged in such functions are randomly subjected to breath-analyzer examination on daily basis. Aerodrome management shall also be responsible for conduct of test on the personnel of the ground handling agency and aerodrome operational personnel," a draft proposal issued by Indian aviation regulator DGCA said. While licensed personnel like ATCOs will have their licence suspended for three months and be grounded for this period for failing the BA test for the first time or for refusing to undergo the test, for non-licensed personnel like ground handling staff, the action to be taken will be decided by the service provider, according to the draft. For the second violation, a licensed personnel's licence will be suspended for a year, while non-licensed personnel will "be removed from performance of safety related function". Third violation will mean getting the licence suspended for three years and a fourth time will lead to the cancellation of licence. https://www.business-standard.com/article/economy-policy/dgca-proposes-breath-analyser-test-for-air-traffic-controllers-others-119080701886_1.html Back to Top Boeing 737 MAX fallout: EASA tightens safety norms for A320neos to avert similar issues Even as the Boeing company struggles with the fallout of the Boeing 737 MAX Lion Air and Ethiopian Airline crashes of 2018 and 2019, a result of inaccurate data being given by the 'angle of attack' sensors to the anti-stall computer to push the nose down, there is a further development in aviation circles. In both the crashes, the drop could not be over-ridden by the pilots and that is why the aircraft crashed. To address what is called a potential unsafe condition, the European Union Air Safety Agency (EASA) sent out a caution on 31 July warning of a similar if remote possibility of it going similarly wrong on the Airbus 320neos. With 387 737max aircraft grounded and a loss of $3.4 billion and counting, this notification is not likely to disrupt the 320neos (new engine options) of which over 6500 have been ordered by 70 airlines and nearly 600 are in operation at present, with India's Indigo and American Airlines its biggest buyers with the former in a $20 billion for 250 aircraft. In 2018 nine 320neos in India were grounded because of a shortage of Pratt and Whitney engine spares. The reason why there is no dramatic flap over the EASA warning is predicated to new, more efficient engines, combined with airframe improvements and the addition of winglets, named Sharklets by Airbus. Airbus has engaged in due diligence by factoring in a scenario where the angle of attack sensors could fail and is swiftly moving to pre-empt such a possibility. So, to negate any such event in the air in future the European air safety authorities quickly pushed out an Airworthiness Directive to change the flight manual to handle this scenario which never happened but they say could occur. While it hasn't occurred in the same fashion even once there have been some glitches on carriers according to EASA and the report establishes grounds for pre-emptive caution. This Airworthiness Directive issued on the A320/321Neos may show that Boeing is not alone with this type of problem, in that the AOA (angle of attack) sensors and its associated computer has occasional malfunctioned or can potentially malfunction in a similar dangerous manner on Airbus A320/321neos. The AOA sensor indirectly measures the amount of lift generated by the wings. The name refers to the angle between the wing and oncoming air. Its main purpose is to warn pilots/input to the computer when the plane could aerodynamically stall leading to loss of control. In a sensible move to ensure 320neo pilots are made aware of such a possibility EASA has stated: This condition, although never encountered during operations, if not corrected, could lead to excessive pitch attitude, possibly resulting in increased flight crew workload. To address this potential unsafe condition, Airbus issued the AFM TR (aeroplane flight manual, temporary revision) limiting the centre of gravity envelope, which prevents the aforementioned condition. EASA has underscored its concern by placing on record certain observations. In brief, analysis and laboratory testing of the behaviour of the flight control laws of the A320neo identified a reduced efficiency of the angle of attack protection when the aeroplane is set in certain flight configurations and in combination with specific manoeuvres commanded by the flight crew. Airbus is alerting crews to this very outside possibility. The agency will revisit the issue after 30 August. https://www.firstpost.com/business/boeing-737-max-fallout-easa-tightens-safety-norms-for-a320neos-to-avert-similar-issues-7125491.html Back to Top Aircraft Engineers International Calls on EU Commission and EASA to Tighten Aircraft Safety Oversight LEIMUIDEN, Netherlands, Aug. 7, 2019 /PRNewswire/ -- The European Union Safety Agency has recently issued five requirements to be fulfilled before Boeing 737 Max aircraft can fly again in Europe. However, Aircraft Engineers International (AEI) emphasizes that aircraft safety should be proactive; pointing out that it has previously advised the agency of other regulatory areas that require attention. Some EU member states allow procedures where technical maintenance on vital aircraft systems are not verified by a licensed aircraft engineer even though the EU regulation requires it: In 2015, AEI informed EASA that it believed aircraft were being routinely released to service in Germany without undergoing the requisite inspections. An EASA audit which followed of the national civil aviation authority of Germany, the Luftfahrt Bundesamt (LBA), confirmed this, highlighting concerns with the Certificate of Release to Service (CRS). The auditors concluded that "Release to Service (CRS), is not compliant and is unclear; it e.g. allows the release to service of line maintenance tasks without verification (by a properly qualified and rated Certifying Staff) but based on an administrative check only". AEI has repeatedly informed both EASA and the EU that it feels there are weaknesses in the LBA's oversight system and this situation, should it be allowed to continue, places EU citizens at unnecessary risk. Head of EASA Patrick Ky stated during a Norwegian conference (30th January 2019) that EASA's safety standards were not uniformly interpreted in Europe. The EU has stated both they and EASA are confident that the release to service process is well understood throughout Europe even though the LBA has stated in writing that it will decide which EASA policies it will implement; the certificate of release to service procedure, not being one of them. "How did EASA manage to close the audit findings?" questions AEI President Ola Blomqvist. "It is not possible to be compliant with EU regulations without strictly adhering to the EASA regulation and their own clarifying policy on release to service, which Germany refuses to implement." Aircraft Engineers International calls on EASA to ensure that its own rules are strictly enforced, that all audit reports are dealt with promptly, and that "release to service" verification requirements are uniformly understood throughout Europe. The grounding of the Boeing 737 Max fleet post-accident rather than pre, highlights that effective regulatory oversight is a prerequisite for safe flying. About AEI: Aircraft Engineers International (AEI) was formed in 1971 and represents the collective interests of over 30,000 Licensed Aircraft Maintenance Engineers in over 30 countries. The AEI mission is to be the global voice of Licensed Aircraft Engineers by providing representation and support in order to promote the highest levels of aviation safety and maintenance standards worldwide. www.airengineers.org https://finance.yahoo.com/news/aircraft-engineers-international-calls-eu-commission-easa-tighten-132100617.html Back to Top Could vision systems for helicopters improve flight safety? S-76D helicopter utlized for offshore oil mission and operated by National Helicopter Services of Trinadad and Tobago At the Federal Aviation Authority's (FAA) flight test center at Atlantic City airport, New Jersey, a major study is underway. FAA researchers are in the midst of an exhaustive long-term testing regime of the use of Enhanced Flight Vision Systems (EFVS) in helicopters. The study will eventually contribute to the development of FAA operational rules and criteria for the use of EFVS in helicopters. Similar regulations already exist for fixed-wing aircraft. The main impetus for the study has been to improve flight safety, says research program manager Cliff Johnson. He says, "From the work we've been doing with the US Helicopter Safety Team - an offshoot of the International Helicopter Safety Foundation - we've adopted a target of a 20% reduction in the helicopter fatal accident rate by 2020, with the aim of zero accidents in the future." With these ambitious goals in mind the Helicopter Safety Team (HST) worked with safety experts in the industry to carry out a review of fatal accidents over a five-year period from 2009 to 2014. The accident analysis revealed the three most common causes of fatal accidents: loss of control, flying into bad weather and low altitude operations. As the HST looked around for safety enhancements to mitigate against these dangers, interest grew in "bringing over technology from fixed-wing to helicopters to improve visibility in low visibility environments as well as normal operations," says Johnson. "We identified several accidents where had the pilot had some of these systems on-board there may have been a better outcome." IMPROVING PILOT VISION EFVS are a suite of technologies that provide visual data to the pilot to help them see and understand their surrounding terrain. The technologies deployed in EFVS include enhanced vision systems (EVS), synthetic vision systems (SVS) or a combination of the two, known as combined vision systems (CVS). EVS use an infrared camera, sometimes with a visible light camera, to improve situational awareness. For fixed-wing aircraft the infrared sensors are often cryogenically cooled, which helps to exaggerate the difference between the thermal return of the cameras and enables the pilot to see with increased clarity. Meanwhile SVS uses databases run by the FAA and other aviation agencies to provide visual maps of obstacles in the environment. In its current iteration in fixed-wing aircraft EFVS is typically presented to the pilot in the form of a heads-up display (HUD) that appears in the pilot's viewpoint. However, a HUD is unlikely to function well in the confined space of a helicopter cockpit, says Johnson. "With helicopters you don't have room for a HUD and you might not have the room for cryogenically-cooled sensors. So we're investigating if we can use a more compact sensor and use a head-worn display that moves with your head." LANDING CHALLENGES The reduced cockpit size is not the only the difference between helicopters and fixed-wing aircraft that Johnson and his team are having to deal with. Another major difference is in how they takeoff and land. "The EFVS rules that exist today apply to using the technology on an instrument approach to a runway," says Johnson. "The rules help you use the vision systems to acquire the visual references that you need to land - runway lights and markings, the runway environment and the wind sock. "Landing of helicopters is a different problem and it's harder. With fixed-wing you land and stop, whereas with helicopters you almost have to stop and then land." Consequently, many of the current EVS sensors, being designed for the much lower angle of approach necessary for landing fixed-wing aircraft, are less effective for the steep landing approaches helicopters make, he says. There is also the extra challenge of trying to locate obstacles on the approach path, such as the fence around the helipad or other buildings, trees and wires. "These are things that you don't have to worry about with fixed-wing because the airspace is protected," he says. LIGHTING THE WAY AHEAD For its study the FAA has been working closely with several manufacturers of EFVS equipment, including Universal Avionics, recently acquired by the Israel-based defense firm Elbit Systems, Astronics, which makes the Max-Viz EVS systems, Esterline CMC Electronics and Hensoldt, which was formerly part of the defense division of Airbus Group. The suppliers have provided hardware for Johnson and his team to fit to their test helicopter. Astronics provided two of its Max-Viz dual-sensor EVS systems. The systems use both a long-wave infrared (LWIR) sensor and a visible light camera, which blends with the LWIR camera to give a clearer picture of the terrain. "With airports moving to LED lighting on runways and taxiways LWIR doesn't pick those lights up as well, so adding the visible light camera enables our systems to see those lights," says Tom Geiger, business unit manager at Astronics. As well as providing the technology, says Geiger, Astronics has worked closely with the FAA "to ensure we answer any questions relating to the systems themselves, their installation or use." Universal Avionics has provided head-wearable technology from its ClearVision range as well as supplementary "pilot training, manuals and ongoing technical support," says Tal Golan, Universal Avionics' rotorcraft business development manager. Johnson says, "We're trying to work with industry to collectively understand what the best technologies for approaching this are and how to develop performance-based standards that don't favour one technology vendor over another." The testing is being conducted on a 40-year-old FAA-owned and operated Sikorsky F-76 A model helicopter. "It's essentially a flying laboratory," says Johnson. "The helicopter is fitted with at least a dozen video cameras. There is test equipment in the main cabin where you'd normally have the seats. "We have seats in the back for the flight test engineers. We also have a GPS receiver on the helicopter to pull satellite data that gets us down to sub-one-meter accuracy for the position of the aircraft." The video feed from the EFVS sensor's video feed is routed to the back of the cockpit where it is recorded. Johnson's team then have the option to replay the video feed to other pilots on the ground in a laboratory environment, expanding their pool of test subjects. TEST PROCESS Most of the testing is taking place in the air. "It's very hard to simulate the sensor returns," Johnson says. During the flight tests an FAA-test pilot with a head-worn or head-bound display flies multiple approaches in varying test conditions. "It might be a normal approach to the helipad with the EVS and symbology on. We'll ask the pilot to say when they see the various visual elements. "We'll start by testing their performance with no enhanced vision. Then we'll added basic flight symbology such as air speed, altitude, rotor torque and RPM. Information that you would have on your instrument panel but now you're able to see on the head-worn display. "Then we add EVS and run the test again. Then we do it again with SVS and then with CVS." Following the test flights pilots are asked to fill in questionnaires which help Johnson's team assess the ergonomic effects of the EFVS technology. In relation to ergonomics, another potential challenge with EFVS is information overload. In other words "what is the right level of symbology that might be needed to inform certification," says Johnson. The program is also investigating the viability of vision technologies outside of the mainstream market. Johnson says, "On the helicopter side we have the added challenge of flying into phenomenon like maritime fog, where there are limitations to infrared systems. So, we've taken the forward-looking step of looking at other systems like millimeter wave radar and Lidar-based systems." VISUAL DATA MIX Johnson anticipates that the final version of EFVS in helicopters will probably be "a blended approach" of combinations of EVS technologies that could vary according to the specific use. "We're trying to let it be performance-based, so we're trying not to say you have to have infrared or Lidar. But rather we want people to select the best technologies for their particular use." When the study is complete Johnson's findings will be passed to the FAA's Office of Aviation Safety and its Office of Aircraft Certification, who will develop the operational rules and criteria for use and certification respectively. However, this final certification step is some way off, he says. "We're about in the middle of the study. On the fixed wing side it took ten years for certification. Hopefully it won't take that long for us. We've made a lot of progress but we still have a way to go.". https://www.aerospacetestinginternational.com/features/could-vision-systems-for-helicopters-improve-flight-safety.html Back to Top PIA Qualifies "IOSA", Global Standard For Aviation Safety Pakistan International Airlines (PIA) has successfully completed its International Air Transport Association IATA Operational Safety Audit (IOSA) 2019 Audit for the 8th consecutive time KARACHI, (UrduPoint / Pakistan Point News - 7th Aug, 2019 ) :Pakistan International Airlines (PIA) has successfully completed its International Air Transport Association IATA Operational Safety Audit (IOSA) 2019 Audit for the 8th consecutive time. A spokesman of the PIA said on Wednesday that the PIA is the first and only airline in Pakistan to have IOSA (IATA Operational Safety Audit) registration, which is an internationally recognized safety standard. He said that IOSA is a comprehensive operational safety audit conducted by IATA accredited audit organization every 24 months. PIACL has been successfully maintaining its registration as an "IOSA Operator". While addressing the employees in certificate awarding ceremony at PIA Head Office here, CEO PIA Air Marshal Arshad Malik said that safety is and has always been PIA's foremost priority. This IOSA registration shows the airlines commitment in maintaining safety standards, he added. He said that all efforts are being made to provide better services to the passengers, expanding the airline's network and to increase revenues aimed at achieving profitability for the airline. "With the dedication and hard work of all employees, there is no doubt that PIA will be amongst the top airlines of the world", Arshad said. Appreciation letters and shields were distributed among employees in the end of the ceremony. The ceremony was attended by Chief Operating Officer Aijaz Mazhar, Chief Technical Officer, Amir Ali, Chief Supply Chain Management Amanullah Qureshi, Chief Project Officer Younus Khan, CFO Khalilullah Shaikh, Chief External Auditor Capt Adnan Haris, Chief Pilot Safety &QA Capt Amir Aftab, Chief Coordinator IOSA Audit Ms. Seema Zaman and officials of the airline. The safety requirements of IOSA, are derived from International Civil Aviation Organization (ICAO) and has very specific safety management system requirements. PIA has been successfully maintaining its IOSA registration since 2005. https://www.urdupoint.com/en/pakistan/pia-qualifies-iosa-global-standard-for-avi-686066.html Back to Top Air Arabia edging towards aircraft order Middle Eastern budget carrier Air Arabia has signalled an impending new aircraft order which could be unveiled within the next five months. Air Arabia is already expecting to take delivery of three more long-range Airbus A321LR jets by the end of this year, having recently received two of the 215-seat type. But the Sharjah-based company, during a first-half briefing, stated that a "possible" new aircraft order was set to "take place in the third or fourth quarter". Air Arabia has not indicated the scale of the planned fleet deal or the aircraft types under consideration. It is currently an exclusive Airbus operator with 53 A320s, alongside the A321LRs, of which 40 are stationed at Sharjah. Another 10 are based with its Air Arabia Maroc division in Morocco with the other three assigned to its Egyptian hub. Air Arabia opened new medium-haul services from Sharjah to Kuala Lumpur, Tunis and Bishkek in July and is intending to start operating to Vienna in September. These routes followed 10 other connections which began in the first half, including links from Casablanca to Lisbon, Prague, Pisa and Tunis plus Sharm el-Sheikh to Milan, Amman and Luxor. Air Arabia increased capacity by 4% in the first half. It generated a net profit rise approaching 50% for the six months, totalling Dhs338 million ($92 million), as revenues increased by 20% to DHs2.2 billion. https://www.flightglobal.com/news/articles/air-arabia-edging-towards-aircraft-order-460162/ Back to Top Russia's supersonic biz jet on track Planned wind tunnel tests to evaluate parameters of a sonic boom in cruise-flight mode Russia is getting closer to developing its own supersonic business jet, AINonline reported. The state-of-the-art Russian jet is beginning tests in the supersonic wind tunnel at the Russian Khristianovich Institute of Theoretical and Applied Mechanics, according to industry analysts and media outlets. Interfax Russia recently reported the main goal of these tests is evaluating parameters of a sonic boom in cruise-flight mode. After the tests, Tupolev - which has developed the "White Swan" Tu-160 supersonic bomber and is the main designer of the new business jet - plans to create an electronic geometric model of the aircraft with maximum allowable levels of sonic boom. In terms of its technical characteristics, the new business jet will be able to top Mach 1.5. Max takeoff weight is expected to be 70 tons (154,324 pounds). The cabin will accommodate up to 30 passengers. Due to its airframe configuration, aerodynamic characteristics will be optimized in all modes of flight, according to the information available. Tupolev earlier this year said it expected a prototype of the aircraft to perform its first flight in 2027. The total cost of the project is estimated at RUB 120 billion (US$2 billion). Business aviation leaders and analysts in Russia see market potential but remain skeptical regarding the prospects of the new supersonic business jet, the report said. Even Russian President Vladimir Putin backed the enterprise, suggesting that Russia's current economy would support the development and operation of a supersonic passenger aircraft. "We now need to go back to supersonic passenger travel. We should think about it," said Putin. According to NASA, the secret to "quiet" supersonic travel was first theorized in the 1960s. It all has to do with the unique shape of the aircraft hull. In a conventional aircraft, shockwaves coalesce as they expand away from the nose and tail, resulting in two distinct and thunderous sonic booms. In newly designed supersonic aircraft, the shockwaves are sent away from the aircraft, in a way that prevents them from coming together in two loud booms. The result is much weaker shockwaves, and, perhaps a quick series of soft thumps heard on the ground, if it all. "Unlike commercial aviation, where the prices of tickets are much more important than speed, the new aircraft could be of interest to business aviation customers, many of which are willing to pay more if it comes to a significant reduction in travel time, while keeping traditional advantages of business aviation," said Oleg Ivanov, corporate affairs director of A-Group Aero, a major FBO operator and ground handler at the Moscow Sheremetyevo and St. Petersburg's Pulkovo airports. But Ivanov added, "The main problem, however, is related with engines that will be used on such aircraft. The questions of particular importance are resource and cost-effectiveness of these engines, as well as the possibility of their use on other aircraft." He pointed to similar projects ongoing in the U.S. and called the Aerion AS2 among the most promising. He further noted Boom Technology's plans for a supersonic full-size business aircraft capable of reaching speeds up to Mach 2.2. Asia Times reported last year that Ctrip, one of China's leading online travel sites, along with Virgin Galactic and Japan Airlines have both invested in the Boom Technology project. In the meantime, Alexander Lanetsky, director of Friendly Avia Support, a leading business aviation analyst and consulting company in Russia and the former Soviet region, considers the Tupolev project as promising. "The niche of supersonic business jets has been very attractive in recent years in Russia and abroad," Lanetstky told AINonline. This renowned design bureau has serious experience and some real achievements in this field. They are, however, mostly dated from the 1960s and 70s, when it successfully completed the design of Tu-144 supersonic passenger aircraft, along with several military aircraft, based on supersonic technologies." https://www.asiatimes.com/2019/08/article/russias-supersonic-biz-jet-on-track/ Back to Top COMAC pushes back C919 jet's China certification target to 2021 BEIJING (Reuters) - Commercial Aircraft Corp of China (COMAC) aims to obtain Chinese certification for its C919 jet in 2021, the company said, marking a delay from a previous timetable for the jet which aims to challenge Airbus SE (AIR.PA) and Boeing (BA.N) planes. State-owned China News Service first reported on Wednesday the latest certification target for the homegrown plane, citing a speech made by the chief designer Wu Guanghui for the C919 program at a recent industry event. A COMAC spokesman confirmed the report to Reuters, but said the date was subject to regulatory approval and the aircraft's safety remains a top priority. In June last year, the company said it was aiming to obtain the certification by the end of 2020. Analysts had considered the target ambitious given the test planes have flown relatively few hours since the first C919 flew in 2017. The deputy head of the Civil Aviation Administration of China (CAAC) Li Jian said in May that more flaws in aircraft design, manufacturing, airworthiness compliance and operational suitability were being identified, as work continued for certification of the jet. Last week, the fourth prototype of the C919 plane completed its first test flight. COMAC is planning to roll out two more test https://www.reuters.com/article/us-china-comac-c919/comac-pushes-back-c919-jets-china-certification-target-to-2021-idUSKCN1UX0A7 Back to Top Alaska plans return of turboprops as Boeing 737 Max jet deliveries delayed Alaska Airlines says two of the three new 737 Max 9 jets that Boeing was to deliver in 2019 have been shifted to 2020 because of the global grounding of the single aisle jets. At the same time, Alaska disclosed that two Bombardier Q400 turboprop aircraft that were previously removed from its operating fleet "will be returning to revenue service." "We expect these additions to occur in late 2019," the SeaTac-based airline said of the Q400s in a securities filing. Alaska Air Group revealed the fleet update in its latest annual information form, filed with the U.S. Securities and Exchange Commission Tuesday. The SeaTac based carrier and longtime Boeing customer had previously expected three 737 Max jets to join its fleet in 2019. Now, it offered no further information about any of delivery timelines, saying they were "based on our best estimate of the expected delivery dates." Alaska also revealed that the airline also has called "cancelable purchase commitments" for 30 Airbus A320neo deliveries from 2023 through 2025. "We could incur a loss of pre-delivery payments and credits as a cancellation fee," the airline added. The Airbus fleet that Alaska acquired after its Virgin America takeover is being updated in phases this year. Have a peek inside. (Hint: They're not red anymore.) In terms of purchase options, Alaska said it can acquire 37 additional 737 Max aircraft with deliveries from 2021 through 2024, and 30 more options on Embraer E175 aircraft with deliveries from 2021 through 2023. Alaska is using the Embraer jets for most of its flights out of Paine Field in Snohomish County to major cities in California and Arizona. Earlier this month, the airline's top executives said their operations at the new airport were a huge success. By the end of this year, Alaska said it will have a total of 334 aircraft in its fleet, including 164 Boeing 737s and 72 Airbus jets in its mainline fleet, while it will have 95 other aircraft in its regional fleet. The regional fleet operated by its Horizon Air unit includes 33 Q400s, 30 Embraer E175s operated by Horizon and 32 E175s operated by its partner Sky West. Alaska said its aircraft purchase commitments for the rest of 2019 total $255 million, with aircraft spending commitments for another $542 million in 2020. https://www.bizjournals.com/seattle/news/2019/08/06/alaska-plans-return-of-turboprops-as-boeing-737.html?ana=yahoo&yptr=yahoo Back to Top X-37B Military Space Plane's Latest Mystery Mission Hits 700 Days The longest X-37B mission to date is 718 days. An artist's illustration of the U.S. Air Force's X-37B space plane in orbit. An artist's illustration of the U.S. Air Force's X-37B space plane in orbit. (Image: © NASA Marshall Space Flight Center ) The U.S. Air Force's X-37B military space plane has now been circling Earth for 700 days, just a few weeks shy of the vehicle's spaceflight-duration record. The robotic X-37B launched on its fifth and latest mission, known as Orbital Test Vehicle 5 (OTV-5), on Sept. 7, 2017. And the reusable spacecraft, which looks like a miniature version of NASA's space shuttle, has been zipping around our planet ever since. Exactly what the X-37B is doing up there remains a topic of much speculation; the solar-powered spacecraft's missions, and most of its payloads, remain classified. The Air Force tends to talk about the X-37B program in general terms, stressing that the space plane tests technologies for future reusable spacecraft and takes experiments up to space and back. We do know a few details about OTV-5, however. For example, Air Force officials have revealed that its payloads include the Advanced Structurally Embedded Thermal Spreader experiment (ASETS-II), which is measuring how oscillating heat pipes and certain electronics perform in the space environment. The Air Force has at least two X-37B vehicles, both of which were built by Boeing. Each space plane is 29 feet (8.8 meters) long and 9.6 feet (2.9 m) tall, with a wingspan of almost 15 feet (4.6 m) and a payload bay the size of a pickup-truck bed. Like the space shuttle, the X-37B launches vertically and lands on a runway like a plane. The first X-37B mission, OTV-1, launched in April 2010 and ended that December after 224 days in space. OTV-2 lasted from March 2011 through June 2012, racking up 468 days of orbital flight. The 675-day OTV-3 mission launched in December 2012 and landed in October 2014, and OTV-4 wrapped up in May 2017 after 718 days aloft. As that litany indicates, each of the previous X-37B missions has lasted longer than its predecessors. So OTV-5 may well stay up for another 19 days, breaking the duration record set by OTV-4. We'll just have to wait and see. https://www.space.com/x-37b-military-space-plane-otv5-700-days.html Back to Top Title Managing Communications During an Aircraft Accident or Incident Co-sponsor Airports Council International - North America (ACI-NA) Description The course will teach participants what to expect in the days immediately following an aviation accident or incident and how they can prepare for their role with the media. ID Code PA302 Dates and Tuition October 24-25, 2019 $1034 early registration, by September 24, 2019 $1134 late registration, between September 25 and October 20, 2019 We are no longer accepting offline payments. Note: payment must be made at time of registration. Times Day 1: 8:30am - 5pm Day 2: 8:30am - 12:15 pm (Optional accident scenario workshop from 1:00 - 3:00 pm) Location NTSB Training Center * 45065 Bles Park Drive * Ashburn, Virginia 20147 Status OPEN. Applications are now being accepted. Apply to Attend SIGN UP FOR THIS COURSE HERE CEUs 1.3 Overview • How the National Transportation Safety Board organizes an accident site and what can be expected in the days after an aviation disaster from the NTSB, FAA, other federal agencies, airline, airport, media and local community • Strategies for airline and airport staff to proactively manage the communication process throughout the on-scene phase of the investigation • How the NTSB public affairs officers coordinate press conferences and release of accident information and what information the spokespersons from the airport and airline will be responsible to provide to the media • Making provisions for and communicating with family members of those involved in the accident • Questions and requests likely encountered from the airlines, airport staff, family members, disaster relief agencies, local officials and others Comments from course participants See the 235 organizations from more than 30 countries that have sent staff to attend this course Performance Results Upon completion of this course the participant will be able to: • Be better prepared to respond to a major aviation disaster involving a flight departing from or destined for participant's airport • Demonstrate greater confidence in fielding on-scene questions about the many aspects of the investigation and its participants, including what types of specific information may be requested • Identify the appropriate Public Affairs roles for the various organizations involved in an accident investigation • Be more productive in the first few hours after an aviation disaster by understanding which tasks are most important and why • Perform job responsibilities more professionally and with greater confidence given the knowledge and tools to manage the airport communications aspect of a major aviation disaster Who May Attend • Investigators from the NTSB and other accident investigation authorities/commissions worldwide • Potential participants in an NTSB investigation: Investigative and safety personnel employed by airframe, engine or component manufacturers, airlines, civilian and military agencies, and related labor unions • Members of the academic community attending for research purposes (on a space-available basis) Accommodations Area hotels and restaurants Airports Washington Dulles International (IAD): 10 miles Washington Ronald Reagan National (DCA): 30 miles Baltimore/Washington International (BWI): 60 miles More Information Email StudentServices@ntsb.gov or call (571) 223-3939 https://www.ntsb.gov/Training_Center/Pages/2019/PA302.aspx Back to Top The completed schedule and lineup of speakers for the 2019 CHC Safety & Quality Summit taking place this October 1-3 at the Omni Dallas Hotel is available on the Summit Website. Now entering its fifteenth year, the Summit brings together more than 500 industry professionals from around the world to discuss safety and to hear from an exceptional panel of speakers on a range of topics including safety best practices, human factors, safety management systems, advancements in safety technology, updates from international regulatory authorities and many more. The theme for this year's Summit is "Shining a Light on Safety: Are We Looking in the Right Places?" This year's event begins with a plenary session hosted by Neil Richardson, Principal Consultant for Baines Simmons Ltd., on the topic of safety management followed by a session on how organizational procedures and protocols can create blind spots to safety by Dr. Arnoud Franken, Senior Strategy and Change Consultant for InContext Consultancy Group. On the second evening of the conference, delegates will have the opportunity to attend a Gala Dinner and hear from our keynote speaker, Robyn Benincasa, World Champion Adventure Racer. Benincasa is an award-winning motivational speaker, 3x Guinness World Record kayaker, San Diego firefighter, 10x Ironman triathlete, New York Times bestselling author, proud owner of two bionic metal hips, and the Founder and CEO of the 501c3 Project Athena Foundation, which helps survivors live an adventurous dream as part of their recovery. "For the past fifteen years, we have seen tremendous advancement of safety within our industry thanks to the unique opportunity for knowledge sharing and collaboration available at the Summit," said Duncan Trapp, CHC's Vice President of Safety & Quality. "We look forward to learning from another world-class panel at this year's event." In addition to the individual breakout sessions offered, delegates have the opportunity to sign up for and attend pre- and post-Summit courses on Accident/Incident Investigation Analysis, A Practitioners' Guide to Building a Safety Case, and Human Factors Analysis and Classification System (HFACS) Training. Additional information on the pre- and post-Summit courses is available here. The final schedule, which includes information about each of the speakers and their sessions, can be found at www.chcsafetyqualitysummit.com. Delegates planning on attending the Summit are encouraged register and begin signing up for sessions soon, as space in each session is limited. Back to Top RESEARCH STUDY REQUEST Participants Needed for Pilot Simulator Experiment Iowa State University is conducting a study to examine pilot performance while using an enhanced flight vision system for approach and landing phases. The study is being led by Dr. Michael Dorneich and is funded by the Federal Aviation Administration. We are looking for pilots to participate in the study. As a participant of this study, you'll be asked to use flight simulator to complete tasks, and to answer questions. To participate this study, you must be over 18 years old, have at least 10- hour flight experience. You will be compensated $50 for about 2 hours of your time. The study is being conducted in Ames, IA. If you are interested, please contact Ramanathan Annamalai at P24experiment@iastate.edu . Back to Top Back to Top Back to Top ISASI 2019 Future Safety: has the past become irrelevant? The Hague Marriott Hotel & World Forum The Hague September 3 - 5, 2019 *** Early Bird registration ending soon *** ISASI 2019 is pleased to announce that the Preliminary Program is now available. The Seminar's agenda includes a wide range of topics including accident case studies, airport and airline operations, human factors and commercial space accident investigations. Presentations will be given by industry experts, accident investigators, manufacturers and academics. To find out more about the program and how to register, please visit the seminar website at - www.ISASI2019.org Questions about registration can be sent to Barb Dunn at avsafe@shaw.ca As a reminder - Early Bird registration ends at midnight on July 28, 2019 MST (GMT-7). In order to receive the seminar rate at the hotel, reservations must be made by July 28. On Monday 2nd September, the day before the start of the ISASI Seminar, there is also a choice of three Tutorials: Monday (Tutorial) program: Tutorial 1 - Hosted by the Dutch Safety Board A. Aviation Safety versus Medical Confidentiality (morning) B. Communications with Victims and Relatives (afternoon) Tutorial 2 - Military accident investigation. Hosted by the Military Air Safety Investigators (MASI) - a subset of ISASI - this tutorial is the forum for International Military Accident Investigators to share knowledge on their respective capabilities, experiences, processes and procedures with a view to the development of future relationships and common practices. ****************** Fellow ISASI members: The dnata Haarlemmermeer Run will be held on Sunday September 1 in the community of Hooffddorp near Amsterdam and Schiphol. Three distances are offered; five and 10 kilometers and half marathon. Entry fee is between 11 and 17 Euros. Race shirts are available as well. This is a timed run. The race starts and ends at the Hoofddorp Pioneers Baseball Stadium. Attendees of ISASI and their companions who want to arrive early in order to participate in the race can contact me at christine.negroni@gmail.com and I will coordinate a group entry. Registration closes on August 19th. Christine Negroni author of The Crash Detectives Investigating the World's Most Mysterious Air Disasters Published by Penguin Books ================================================ 203 637-8441 landline 203 952-8441 mobile christine.negroni - skype @cnegroni - Twitter christinenegroni - Instagram Curt Lewis