Flight Safety Information AUGUST 13, 2019 - No. 162 In This Issue Incident: American B763 near San Andres on Aug 12th 2019, hydraulic failure Incident: Lufthansa B744 near Frankfurt on Aug 11th 2019, engine stall in flight Incident: Alitalia A319 at Turin on Aug 11th 2019, smoke on board Large hole in plane's engine causes emergency landing from Qatar to Auckland Boeing 787-9 Dreamliner - Ground Damage (U.K.) Canadair CL-600-2B16 Challenger 601 - Runway Excursion (Bahamas) New FAA administrator says there is no timeline for the 737 MAX's return to service United Airlines Now Tells Pilots No Drinking for 12 Hours Before Shift Starts Flight Data Monitoring and Analysis Market: Demand for Improved Aviation Safety Augments Demand Andor EMCCD cameras help detect source of laser beam attacks on aircraft Air India New Delhi-San Francisco flight to fly over North Pole. What happens when an airline pilot is arrested for drinking on the job? How Airlines Are Defending Dormant 737 MAX Jets From The Ravages Of Corrosion, Insects And Time Astronauts Test Out Their Sleek New SpaceX Flight Suits Incident: Delta MD90 at Atlanta on Aug 7th 2019, main landing gear did not retract Position Available: Manager, System Safety & Data Assurance HIGH ALTITUDE FLYING: WHAT EVERY PILOT NEEDS TO KNOW - COURSE New Angle of Attack ebook ISASI - 2019 TODAY'S PHOTO GIVE THE GIFT OF LIFE - BECOME A LIVING KIDNEY DONOR ADVERTISE WITH...FLIGHT SAFETY INFORMATION Back to Top Incident: American B763 near San Andres on Aug 12th 2019, hydraulic failure An American Airlines Boeing 767-300, registration N398AN performing flight AA-989 (dep Aug 11th) from Miami,FL (USA) to Montevideo (Uruguay), was enroute at FL330 over the Caribbean Sea about 160nm northeast of San Andres (Colombia) when the crew decided to return to Miami due to a hydraulic failure. The aircraft descended to FL320 and landed safely back in Miami about 3:40 hours after departure. A replacement Boeing 767-300 registration N350AN reached Montevideo with a delay of 10:45 hours. https://flightaware.com/live/flight/AAL989/history/20190812/0355Z/KMIA/SUMU http://avherald.com/h?article=4cb7f3a5&opt=0 Back to Top Incident: Lufthansa B744 near Frankfurt on Aug 11th 2019, engine stall in flight A Lufthansa Boeing 747-400, registration D-ABVU performing flight LH-732 from Frankfurt/Main (Germany) to Shanghai Pudong (China) with 370 people on board, was climbing out of Frankfurt's runway 25C when the crew stopped the climb at FL080 reporting they had a #3 engine (CF6, right inboard) stall. The crew subsequently reported they needed to dump fuel and return to Frankfurt. The aircraft climbed to FL180, dumped fuel and returned to Frankfurt for a safe landing on runway 25C about 90 minutes after departure. The airline reported the crew decided for a precautionary return due to a technical problem. The aircraft dumped fuel. The passengers were taken to Shanghai with a replacement aircraft on Monday (Aug 12th). A replacement Boeing 747-400 registration D-ABVP reached Shanghai with a delay of about 14 hours. http://avherald.com/h?article=4cb7f09f&opt=0 Back to Top Incident: Alitalia A319 at Turin on Aug 11th 2019, smoke on board An Alitalia Airbus A319-100, registration EI-IMH performing flight AZ-1430 from Turin to Rome Fiumicino (Italy), was climbing out of Turin's runway 36 when smoke developed on board prompting the crew to stop the climb at about 7000 feet and return to Turin for a safe landing on runway 36 about 12 minutes after departure. The aircraft taxied to the apron where passengers disembarked via stairs. A replacement A321-100 registration I-BIXP reached Rome with a delay of 4 hours. http://avherald.com/h?article=4cb7ec1c&opt=0 Back to Top Back to Top Large hole in plane's engine causes emergency landing from Qatar to Auckland Date: 12-AUG-2019 Time: 03:10 Type: Boeing 777-200LR Owner/operator: Qatar Airways Registration: A7-BBC C/n / msn: 36015 LN:825 Fatalities: Fatalities: 0 / Occupants: Other fatalities: 0 Aircraft damage: Minor Location: near Doha - Qatar Phase: Initial climb Nature: International Scheduled Passenger Departure airport: Hamad International Airport, Doha (DOH) Destination airport: Auckland (AKL) Narrative: The aircraft suffered of an failure issue after take off from Doha. After circling several minutes, the aircraft landed safely. A photograph taken by a passenger showed a small hole in the turbine casing of the no 2 GE GE90-110B1 engine. https://aviation-safety.net/wikibase/228128 Back to Top Boeing 787-9 Dreamliner - Ground Damage (U.K.) Date: 12-AUG-2019 Time: Type: Boeing 787-9 Dreamliner Owner/operator: Norwegian Air UK Registration: G-CKWB C/n / msn: 38788 Fatalities: Fatalities: 0 / Occupants: Other fatalities: 0 Aircraft damage: Minor Location: Gatwick Airport, London - United Kingdom Phase: Pushback / towing Nature: International Scheduled Passenger Departure airport: London-Gatwick Airport (LGW/EGKK) Destination airport: New York-John F. Kennedy International Airport, NY (JFK/KJFK) Narrative: The Boeing 787-9 Dreamliner, flight DI7017, was damaged during pushback as the APU contacted a fence. https://aviation-safety.net/wikibase/228138 Back to Top Canadair CL-600-2B16 Challenger 601 - Runway Excursion (Bahamas) Date: 10-AUG-2019 Time: 16:30 LT Type: Canadair CL-600-2B16 Challenger 601 Owner/operator: Private Registration: N602TS C/n / msn: 5002 Fatalities: Fatalities: 0 / Occupants: 2 Other fatalities: 0 Aircraft damage: Minor Location: Nassau-Lynden Pindling International Airport (NAS/MYNN) - Bahamas Phase: Landing Nature: Private Departure airport: Pompano Beach Airport, FL (PPM/KPMP) Destination airport: Nassau-Lynden Pindling International Airport (NAS/MYNN) Narrative: A Canadair Challenger 601 veered off runway 14 at the Nassau-Lynden Pindling International Airport, Bahamas, shortly after touchdown on the runway. It came to a stop approximately 180 feet from runway edge. Neither pilot was injured. https://aviation-safety.net/wikibase/228104 Back to Top New FAA administrator says there is no timeline for the 737 MAX's return to service PHOTO: Stephen Dickson is sworn in as FAA administrator by Transportation Secretary Elaine Chao during a ceremony at the Department of Transportation August 12, 2019, in Washington, D.C.Win Mcnamee/Getty Images The new head of the Federal Aviation Administration (FAA) Stephen Dickson commented on the 737 MAX's return to service shortly after he was sworn in as the agency's 18th administrator on Monday. The former senior vice president of flight operations for Delta Air Lines was confirmed by the Senate on July 24 in a 52 to 40 vote that went along party lines. "I want to again be clear and absolutely committed, that the FAA is a safety driven organization and safety is my highest priority," Dickson said after being sworn in by U.S Transportation Secretary Elaine Chao . "This plane will not fly commercial service again until I'm completely assured that it is safe to do so." Governments and airlines around the world have grounded the Boeing 737 Max aircraft after two fatal crashes in October 2018 and March 2019 that killed a total of 346 people. "At this moment an entire fleet of U.S. made aircraft is grounded due to two tragic accidents overseas," Dickson said. "My heart, my prayers, go out to the families of those who perished in Indonesia and Ethiopia." Reports by the Wall Street Journal and New York Times looked into alleged flaws in the FAA's certification process. Acting FAA Deputy Administrator Carl Burleson responded to those reports in a Senate subcommittee hearing on July 31 that discussed the FAA's oversight of the Boeing 737 MAX. "The professionals who are working this day in and day out have an incredible commitment to trying to get it right," Burleson said at the hearing. "The fundamental process of how we went about certifying the MAX was sound." Dickson said on Monday that the FAA is not following any timeline for returning the aircraft to service. "We're going where the facts lead us and diligently ensuring that all technology and training is present and current before the plane returns to passenger service," Dickson said. In June, FAA pilots found a new potential issue with the 737 Max aircraft involved in both fatal crashes during a simulated flight, according to two sources familiar with the matter. The new flaw was traced to how data was processed by the flight computer and not related to reported problems with the anti-stall system, MCAS, sources told ABC News. They said it was connected to a broader anti-stall system called "speed trim." Last week, Boeing CEO Dennis Muilenburg said the company had worked its way through the "technical details" and are "in the final stages of repairing that software." "We'll go through certification with the FAA," Muilenburg said. "We plan to submit that certification package in September and currently anticipate that we will return the airplane to service early in the fourth quarter." https://abcnews.go.com/Politics/faa-administrator-timeline-737-maxs-return-service/story?id=64932657 Back to Top United Airlines Now Tells Pilots No Drinking for 12 Hours Before Shift Starts Skift Take United's change is a sensible move. People should feel more comfortable knowing United's pilots must take their final drink 12 hours prior to reporting for duty, rather than eight. That said, some pilots may still make mistakes. One week after two pilots were arrested in Scotland for failing an alcohol breath test before operating a flight, United Airlines has tightened rules for when pilots must stop drinking before they report to duty, according to a new bulletin. The airline's pilots now must take their final sip of alcohol 12 hours before their pre-departure duty period begins. Before Saturday, pilots were allowed eight hours from their final drink to the start of their work period, a period the industry calls "bottle to throttle." "This policy is being changed to help assure pilot compliance with standards established by the United States and individual states where United operates around the world," United said in a flight operations pilot bulletin. United's policy is now more stringent than required by the Federal Aviation Administration, which has an eight-hour bottle-to-throttle mandate, and a 0.4 percent limit for blood-alcohol concentration. United's three major competitors - American Airlines, Delta Air Lines and Southwest Airlines - all continue to follow the FAA guidelines of eight hours between the last sip and when pilots report for duty. However, many regulators elsewhere in the world have more stringent requirements, particularly for blood-alcohol concentration. Those guidelines apply to U.S. pilots, when pilots are flying through those countries. RECENT INCIDENT A United Airlines spokesman confirmed the change but declined to comment further on the new policy. A representative for the Air Line Pilots Association, the union representing United's pilots, also declined to comment. Twice in the past two years, police in Glasgow, Scotland, have arrested United pilots before they planned to operate a flight. The most recent incident happened August 3, when two pilots were arrested before operating a departure to Newark, New Jersey. Only one has been charged. A similar incident occurred in August 2016, with authorities also arresting two pilots headed to Newark. The next year, both pilots were sentenced to jail, one for 10 months and the other for 15, according to BBC News. The legal requirement for pilot blood alcohol concentration in the United Kingdom is roughly 0.02, or half the U.S. standard. In its bulletin, United reminded pilots they could still run afoul of local laws even when they follow the airline's new guidelines. "It is essential that pilots understand that minimal compliance of United's policy does not assure compliance with DOT [Department of Transportation] or individual state standards," the bulletin said. "Countries outside the United States have differing policies which include a blood alcohol content (BAC) of 0.00% and punishment criteria. It is the sole personal responsibility of the pilot to report for duty as defined by the Company, DOT/FAA, or the governing country." OTHER INCIDENTS While alcohol-related incidents are rare, they happen at many airlines. The largest U.S. carriers, which have thousands of pilots, tend to have a few incidents each year. Last month authorities at Minneapolis-St. Paul International Airport arrested a Delta Air Lines pilot who planned to fly that day to San Diego. The Minneapolis Star Tribune quoted a report saying the pilot was "found to be in possession of an alcoholic container." Delta officials told reporters the airline had "no tolerance" for such issues. In February, an American Airlines pilot in Manchester, England, was arrested after authorities suspected he was drunk. U.S. airlines and the FAA try to ensure that pilots with alcoholism can receive treatment before it becomes a problem. Pilots have access to what's called the HIMS program, where they can receive treatment so they can continue flying. "Trained managers and peer pilots interact to identify and, in many cases, conduct an intervention to direct the troubled individual to a substance abuse professional for a diagnostic evaluation," the program's website states. "If deemed medically necessary, treatment is then initiated. Following successful treatment and comprehensive continuing care, the pilot is eligible to seek FAA medical re-certification." This story was updated with new information about Delta's and Southwest's policies. https://skift.com/2019/08/12/united-airlines-now-tells-pilots-no-drinking-for-12-hours-before-shift-starts/ Back to Top Flight Data Monitoring and Analysis Market: Demand for Improved Aviation Safety Augments Demand, says TMR Transparency Market Research (TMR) observes that the competition in the global flight data monitoring and analysis market is extremely high due to the strong presence of several well-established players in the market. Entry of smaller players in the international market has made the scenario tough for the existing players. To remain relevant, leading companies are focusing on mergers and acquisitions to expand their product portfolio in the coming years. The top three players in the global market are Safran Electronics & Defense, Curtiss-Wright Corporation, and Teledyne Controls LLC. The collective share of these companies is estimated to reach 92% by the end of 2017. North America to Lead the Global Flight Data Monitoring and Analysis Market According to the research report, the global flight data monitoring and analysis market is expected to be worth US$ 1,623.16 mn by the end of 2025 from US$677.6 mn in 2016. During the forecast years of 2017 and 2025, the global market for flight data monitoring and analysis market is estimated to progress at a CAGR of 10.4%. The fixed-wing segment is estimated to lead the global market as it is slated to acquire a share of 90.7% in the overall market. Higher safety offered by fixed-winged aircraft is expected to propel the segment. From a geographic point of view, the North America flight data monitoring and analysis market is expected to be the largest one. This regional market is slated to register a CAGR of 8.8% during the forecast period. The demand for flight data monitoring and analysis (FDMA) has spiked in recent years due to the growing air traffic and mushrooming airline companies. These systems are used for proactive recording of flight data to understand the repetitive nature of operational inefficiencies. Thus, the primary purpose of FDMA to improve flight and maintenance operations and establishing excellent aviation safety standards. Today, application of FDMA extends to improving flight crew performance, air carrier training programs, air traffic control procedures, aircraft operations, and maintenance areas of a fleet operator along with improving flight operations. Thus, the widening application of these programs is expected to bolster the growth of the global market in the coming years. For More Industry Insight, Download Brochure@ https://www.transparencymarketresearch.com/sample/sample.php?flag=B&rep_id=25028 Higher Profit Margins Ensure Swift Uptake of FDMA Programs Adoption of flight data monitoring and analysis programs has resulted has led to a drastic reduction in accidents, allowed fuel economy, increased availability of aircraft, eliminated the need for unnecessary repairs and maintenance, and thereby ensured a higher profit margins for the aviation industry. In light of these reasons, the FDMA market is likely to find lucrative opportunities across the globe. According to the International Aviation Civil Organization (ICAO), it is now mandatory to have FDMA for aircraft that are above a specified maximum certificated take-off mass. Despite the brilliant market drivers steering the growth of the global market, it faces a few challenges. The key restraint for the global flight data monitoring and analysis market is the concern about data security. Though Flight Operations Quality Assurance (FOQA) maintains a tight lid on the data, making sure it is not misused, several airline operators continue to be hesitant about it. This factor is expected to tug the market in the downward direction in the coming years. https://financialplanning24.com/flight-data-monitoring-and-analysis-market-demand-for-improved-aviation-safety-augments-demand-says-tmr/ Back to Top Andor EMCCD cameras help detect source of laser beam attacks on aircraft In an MIT Lincoln Labs project, potentially blinding laser beams are triangulated by their scattered light and pinpointed using Google Earth. Laser-beam strikes on aircraft, potentially blinding pilots, have long been a concern for aviation authorities across the world. In 2017, the Federal Aviation Administration in the United States received 6,754 individual reports of lasers being purposely aimed at their pilots; in just the past week, five aircraft were targeted as they flew in to land at Glasgow Airport in Scotland. As well as the immense danger posed to human life, where a pilot potentially loses visibility of the approaching runway, the aiming of lasers at aircraft is illegal in many countries, with the threat of prosecution for those found guilty of the offense. This has presented local and federal authorities with the challenge of identifying the origin of the strikes, with less than 1% of perpetrators in the US ever being tracked down. A team from MIT Lincoln Laboratory has been working on a ground-based solution that may provide an answer to this problem, helping to quickly identify the individuals involved and bring them to justice.1, 2 The Laser Aircraft Strike Suppression Optical System (LASSOS), which uses highly sensitive iXon EMCCD cameras made by Andor (Belfast, Northern Ireland), is a ground-based sensor system that can accurately identify the origin of the strike and subsequently enable local law enforcement to launch a rapid and targeted response. When a laser is pointed into the sky, a small fraction of the light is scattered by molecules and aerosols in the air, forming a residual streak in the laser's path. The system works by using the EMCCD cameras to image the scattered light from different viewpoints, providing enough data to digitally reconstruct the laser streak in three dimensions. With the calculated coordinates of the laser's origin, the team can instantly pinpoint the precise location of the strike on Google Earth for the response teams to engage and apprehend. Although still in prototype, the LASSOS team, a collaboration between the Laser Technology and Applications and Air Traffic Control Systems groups at Lincoln Laboratory, believes the technology will "significantly increase laser strike origin detection and perpetrator apprehension." "We are excited to be a small part of this critical project to make the skies safer," says Andrew Dennis, director of product management at Andor. "We look forward to further supporting the excellent Lincoln Laboratory team and wish them success as they aim to bring this system into production." For more info on the cameras being used to support this endeavor, see: https://andor.oxinst.com/products/ixon-emccd-cameras. https://www.laserfocusworld.com/test-measurement/article/14038234/andor-emccd-cameras-help-detect-source-of-laser-beam-attacks-on-aircraft Back to Top Air India New Delhi-San Francisco flight to fly over North Pole The first commercial service will be operated by Captain Ranjeesh Sharma and Captain Digvijay Singh Air India had conquered this frontier in 2007, when Captain Amitabh Singh flew a Boeing 777 over the polar region Mumbai: Marking a new aviation milestone, the Air India (AI) on Monday announced its inaugural passenger flight over the North Pole region from August 15 between New Delhi and San Francisco. The first commercial service will be operated by Captain Ranjeesh Sharma and Captain Digvijay Singh, marking the "maturing of civil aviation in India as another frontier is crossed", said Air India Western Region Director Mukesh Bhatia. Air India had conquered this frontier in 2007, when Captain Amitabh Singh -- currently, Director (Operations) -- flew a Boeing 777 over the polar region. He had taken delivery of the brand new aircraft and flew it over the North Pole from Seattle to New Delhi, going in the record books as the first Indian pilot to notch this feat. "Passengers will benefit from the reduced fuel consumption and a better environment from the reduced carbon emissions," Mukesh Bhatia said on the new Polar flight route. Air India is in a unique position to offer direct (non-stop) flights between India and North America, but the Polar route between the two countries has not yet been exploited. "Situated on opposite sides of the Northern Hemisphere, India and North America would benefit immensely by using existing North Polar routes for commercial air operations," Bhatia added. The AI already has flights to the US from the Atlantic and Pacific routes as part of its endeavour to conserve fuel, slash travel time, improve aircraft utility and reduce carbon emissions. According to AI, the fuel saving on the Polar route is expected to be in the region of 02 to 07 tonnes with a resultant decrease in carbon emission of 06 to 21 tonnes per flight, and is part of the initiative of the Fuel Conservation Committee of the airline. The North Pole region has given airlines an opportunity to reach destinations previously not available for non-stop services and reduce flying times on existing routes and city pairs, he pointed out. Increasing use of these route has resulted in major improvements in areas of aviation infrastructure like communications, air traffic control, and services supplies at remote airports. However, most of the Polar region still falls short of the infrastructure and the logistics standards of the more widely used air-spaces, thereby offering unique opportunities laced with distinct challenges, Bhati explained. "For instance, the area of Magnetic unreliabitlity, limited choices for diversion to alternative airports, solar radiation, fuel freezing, passenger and aircraft retrieval in case of diversions, are some specific factors requiring active mitigation to ensure equivalent levels of safety," Bhatia added. In case of diversion of a flight on the Polar region, the AI has hired a Diversion Support Agency to assist in the aircraft and passenger retrieval. In this context, the Directorate General of Civil Aviation (DGCA)'s Operations Circular 02.2019 on 'Polar Operations' clearly defines the requirements for airlines to operate in the Polar region with sufficient documentation and clear guidelines. After the first flight over the North Pole almost 13 years ago, it was a logical progression from then to now seeking Regulatory permission to operate a passenger service on the route, he said. Bhatia said while fuel savings could never be at the cost of passenger safety and comfort, a careful risk analysis has been conducted to ensure compliance on both before launching the flights. The AI has secured approvals from the DGCA and FAA, crew training, weather monitoring, alternate selection and aircraft serviceability are enhanced to ensure safety in operations. Interestingly, Polar flights have been in operation since 1937, when a Soviet pilot Valery Chkalov became the first to fly a single-engine aircraft from Moscow to Vancouver (Washington State) in the US over the North Pole covering the 8,811 kms distance in 63 hours. https://www.livemint.com/companies/news/air-india-new-delhi-san-francisco-flight-to-fly-over-north-pole-1565603910965.html Back to Top What happens when an airline pilot is arrested for drinking on the job? In the span of less than a week recently, authorities arrested three pilots from two airlines under suspicion of intoxication before they were about to fly. But despite the widespread coverage of the pair of incidents in late July and early August, authorities say it's highly unusual to find an intoxicated pilot. Between 2010 and 2018, nearly 117,000 U.S. pilots were tested for alcohol, according to the Federal Aviation Administration. Of those, 99 were found above the legal limit. When those violations are discovered, the consequences can be severe. "It's because of the seriousness with which the authorities take the safety of air travel," says Chris Smith, partner at the Air Law Firm in London. In a safety brochure that calls alcohol and flying "a deadly combination," the FAA cautions: "Any factor that impairs the pilot's ability to perform the required tasks during the operation of an aircraft is an invitation for disaster." FAA regulations say a pilot cannot have a blood or breath alcohol concentration of 0.04 or more, which is half the legal limit for driving in the United States. And pilots are not allowed to drink any alcohol within eight hours of acting or attempting to act as a crew member - "from bottle to throttle," as the FAA says. The agency says that the rules are a minimum and suggests a more conservative approach of staying away from booze for a full 24 hours before a flight. "Ideally, total avoidance of alcohol should be a key element observed by every pilot in planning or accomplishing a flight," the FAA says in the safety brochure. It warns that a hangover can be just as dangerous for a pilot as intoxication. Pilots can be criminally charged even if they haven't taken off in an aircraft, as well as face action from the FAA and their employer. "If you get arrested for flying while intoxicated ... the FAA and airline's going to move in so quickly to revoke the privileges," says Doug Murphy, a Houston defense lawyer who specializes in cases of driving while intoxicated. "It won't be an automatic revocation, but there will be a suspension that will prevent them from flying until they've made a determination and figured out what the facts are." He added: "In most of those cases, they're done." Airlines are required by the FAA to randomly test pilots for drugs and alcohol, and tests can also be required after an accident or when someone - such as a fellow crew member or security personnel - has reason to suspect a pilot might be under the influence. That was the case in both of the recent incidents. On July 30, 37-year-old Delta pilot Gabriel Schroeder was arrested in Minnesota a little after 11 a.m. after he was found with an alcoholic container and suspected of being impaired, according to arrest data from the Minneapolis-St. Paul International Airport's police department. Authorities became suspicious, the report said, when he left a crew member security line after realizing that additional screening was ahead. The scheduled flight to San Diego was delayed an hour to wait for someone to replace Schroeder. Just a few days later, on the morning of Aug. 3, two United pilots were taken into custody in Glasgow, Scotland, after being suspected of intoxication. Their flight to Newark was canceled. One was released without being charged, and the other, 61-year-old Glendon Gulliver, was formally charged with being over the alcohol limit as he was preparing to fly, according to the Associated Press. In both cases, the pilots have been removed from flying pending the outcome of the investigations, the carriers said. "Delta's alcohol policy is among the strictest in the industry, and we have no tolerance for violation," the airline said in a statement. "Delta is cooperating with local authorities in their investigation." Some countries have more stringent rules than the United States, and pilots would be subject to them under local jurisdiction as well as FAA regulations; Scotland, for example, has a lower threshold for breath alcohol concentration than the United States. And airlines' policies might be even more strict than the FAA's. A United spokesman said this week that the carrier is changing its rules to require pilots to avoid drinking for 12 hours before a flight, rather than eight, in the coming days. Over the past couple of years, three global high-profile cases of flying while intoxicated, or preparing to fly, resulted in prison sentences of eight months, 10 months and a year. Even a conviction for driving under the influence or revocation of a driver's license because of the offense must be reported to the FAA, which could lead to a pilot losing the privilege to fly. "License suspensions and convictions can really be a career-ender for a pilot and cause the revocation of their pilot's license," Murphy said. There is a path to returning to the air, though. An FAA-run occupational substance-abuse treatment program, which is supported by airlines and unions, coordinates evaluation, diagnosis and treatment of pilots who struggle with substance abuse. Through the Human Intervention Motivation Study program, pilots can work toward getting their medical certification reinstated and returning to work, the official HIMS site says. Smith, of the Air Law Firm, says there's a big difference between someone who enters the program voluntarily because they are fighting addiction and someone who is caught working while intoxicated. "Whether they would be reemployed - certainly with the same employer - whether or not they would be successful in regaining their pilot's license again would be a matter for the regulator," he says. "But I would suspect that ... self-referring would be a strong mitigating factor that the authorities would consider." Despite the outsize attention that such cases get, the Flight Safety Foundation, an organization dedicated to aviation safety, doesn't consider the issue of drunk pilots a "significant safety concern." "There are good countermeasures already in place that are pretty effective," says Mark Millam, vice president of technical programs. "And the chances of somebody actually getting on the airplane are pretty darn slim." https://www.washingtonpost.com/travel/2019/08/12/what-happens-when-an-airline-pilot-is-arrested-drinking-job/ Back to Top How Airlines Are Defending Dormant 737 MAX Jets From The Ravages Of Corrosion, Insects And Time Southwest Airlines Boeing 737 MAX aircraft at Southern California Logistics Airport.GETTY IMAGES Boeing 737 MAX planes have been stuck on the ground now for five months. With the likelihood rising that they won't return to service before the winter, some airlines may soon have to deal with the danger that the planes could literally become stuck to the ground. Tires of planes that are parked for long periods of time can freeze to the tarmac during subzero weather, warns a Boeing maintenance manual for the previous generation of 737 aircraft. It advises maintenance workers to place sand or a coarse fiber mat under the tires and covers over the wheels and brake assemblies to protect them from the corrosive effects of rain and snow. With the end of summer drawing closer, Air Canada is considering moving its 24 737 MAX planes south to the gentler climes of a desert storage yard, a spokesperson told Forbes. WestJet says it's content to keep its 13 planes in Canada, spooling up the engines every week and taking them for a spin on the apron around their hangars. Airlines have had 387 MAX planes sitting quietly at airports and storage facilities around the world since March, when the second of two horrific crashes led aviation authorities worldwide to ground Boeing's best-selling plane. Boeing is storing roughly another 200 that it has assembled but can't deliver. Planes are built to move. Making sure these aren't damaged from their prolonged grounding has become the mission of a small army of maintenance staff. The longer the planes' wings are clipped, the more needs to be done. Among the main tools, as prescribed by the 737 manual: copious amounts of yellow 3M vinyl tape No. 471 to seal off gaps and sensors, and an array of lubricants. Southwest Airlines, the largest operator of the 737 MAX, is storing its fleet of 34 planes in the dry heat of the high Mojave desert at an airfield in Victorville, California. Once a week, maintenance workers power up the Leap-1B engines, which their maker, CFM International, a partnership between General Electric and Safran, recommend should be idled for 15 to 20 minutes to vaporize any moisture that may have collected in the oil and fuel systems and to cover engine parts with a new coat of oil to prevent corrosion. Southwest technicians also boot up the flight computers and auxiliary power units weekly. The doors of planes stored in the desert are generally opened during summer days so the cabins aren't damaged by the heat, says David Querio, president of Ascent Aviation Services, which operates at Pinal Airpark in Arizona, one of the largest aircraft storage yards in the world. Birds sometimes nest on a plane, and, rarely, an animal will take advantage of an open door to take up residence inside. "They're removed the same day if they're stupid enough to do that," says Querio. As the timeline for the 737 MAX's return has receded further over the past few weeks, some airlines could decide to put their planes into a state of deeper storage, with the engines preserved and batteries and other sensitive parts removed, says Tim Zemanovic, president of the Minnesota aircraft disassembly firm Fillmore Aviation. Because it requires fewer regular maintenance tasks, this type of storage generally runs half the cost of active storage, at roughly $1,000 a month per plane, he says, but it means it would take more time to ready the planes to fly again when aviation regulators sign off on Boeing's fixes for the 737 MAX. In long-term storage, the engines, the single most valuable part on an airliner, are "pickled": The oil is drained and replaced with an oil mixed with a corrosion prevention solution, and desiccant bags-larger versions of the moisture-removing silica packets put in consumer goods-are placed in the inlets, with gauges that monitor humidity levels. Then the ends are covered to keep out the elements, animals and insects, says Zemanovic, who used to run a storage and maintenance facility at Pinal Airpark. When planes are dormant for more than two months, Boeing's 737 maintenance manual calls for gaps in the fuselage to be sealed with vinyl tape and screens placed over drain holes. A protective coating is sprayed onto unpainted metal surfaces. The cabins go dark, with the window shades closed and cockpit windshields covered with aluminum foil tape or other reflective material. Cotton covers are put over the seats and runners protect the carpets. Planes at a storage yard typically get visited at least once a day to make sure the exterior coverings are intact, says Querio. The 737 manual lays out a schedule of maintenance procedures to be done at regular intervals that's heavy on lubrication of myriad parts. Every week the plane should be scanned for corrosion; every two weeks, electrical systems powered up for two hours. Every 30 days the plane should be moved a third of a wheel's turn, to prevent the tires from getting flat spots; carpets and seats checked for mildew; and water drained from the sumps of fuel tanks to prevent growth of bacteria or fungi, which can have the consistency of mayonnaise and plug fuel filters. Every 90 days, the flaps, rudder and other control services need to be exercised. If the grounding extends to a year, the landing gear may need to be flexed, says Zemanovic, with the plane propped up on giant jacks placed under the wings and the nose. Boeing and Airbus recommend that some models should be restored to operating condition after a year before being shut down again, says Querio. Boeing expects aviation regulators to sign off on its fixes for the 737 MAX and a revised training regime early in the fourth quarter, but given previous delays and new technical issues that have arisen over the past few months, some industry watchers think the plane's return to service could slip further. Southwest Airlines has taken the 737 MAX off its flight schedule till January 5; Air Canada has scrubbed the plane through January 8. A Southwest spokesman said that once the U.S. Federal Aviation Administration declares the model airworthy, the airline expects it will take 120 hours of work on each plane to get them ready to fly again, and 30 to 60 days for the airline's whole fleet. One giant task: cleaning the planes. Dust can collect inside planes stored in the desert if the doors are vented, requiring a thorough vacuuming, says Zemanovic, and if the storage facility doesn't have a concrete wash pad with drains to properly dispose of large amounts of soapy water, workers may have no choice but to wipe down the plane by hand, a laborious process that he says could require a "couple hundred" man hours. Two necessities for the job: 27-foot high work platforms and a mammoth supply of cleaning wipes. https://www.forbes.com/sites/jeremybogaisky/2019/08/12/boeing-737-max-desert-storage/#58e74bab1e61 Back to Top Astronauts Test Out Their Sleek New SpaceX Flight Suits The SpaceX designed pressure suits are more form fitting and maneuverable than the Space Shuttle's orange suits SpaceX Suit Astronauts Bob Behnken and Doug Hurley assigned to first SpaceX crewed launch test out their new space suits. (NASA ) Last week NASA released images of astronauts testing out SpaceX's sleek, white and gray spacesuits. Since NASA shuttered its space shuttle program in 2011, astronauts have hitched rides to the International Space Station on spacecraft launched from Russia. Now, the space agency is preparing to once again send astronauts into space aboard American rockets, likely in 2020 as part of its commercial crew collaboration with private companies SpaceX and Boeing. But unlike space shuttle crews of the past, the newest astronauts won't be wearing those spiffy orange flight suits. Astronauts Bob Behnken and Doug Hurley donned their new suits at a SpaceX facility in Hawthorne, California, as part of a training session for the Demo-2 mission, the first crewed SpaceX flight to the International Space Station. The training was essentially a dry run for the astronauts and ground crew to go through all the procedures of launch day, when Behnken and Hurley will ride a Crew Dragon spacecraft that launches into orbit on a Falcon 9 rocket from NASA's Kennedy Space Center in Florida. The practice procedures included a crew suit-up, in which suit engineers helped the astronauts put on their one-piece space duds, then went through the leak check procedure and helped them buckle into their seats. Chelsea Gohd at Space.com reports that when SpaceX founder Elon Musk debuted the suit design on Instagram in 2017, the response to the sleek, futuristic looking suit was fairly positive. The spacesuit was designed by Hollywood costume designer Jose Fernandez, who created the superhero costumes for Wonder Woman, Wolverine and Captain America: Civil War. SpaceX has not released details on the features of the space onesies, but Gohd reports it is likely similar to previous NASA flight suits that included liquid-cooling systems, emergency breathing systems, automatic parachutes, food and water and could also pressurize in an emergency situation. Astronauts, however, will not just be wearing black and gray into orbit. Missions conducted using Boeing's Starliner launch system will have their own bright blue spacesuits, which were released in 2017. In a press release, NASA reports those suits weigh about 20 pounds and have the helmet and visor built into the suit instead of being detachable. The gloves are designed to work with touchscreens. The suit has vents to keep the astronauts cool and to allow for instant pressurizing. Hopefully, astronauts won't have to rely on their flight suits much at all. "The spacesuit acts as the emergency backup to the spacecraft's redundant life support systems," says Richard Watson, subsystem manager for spacesuits for NASA's Commercial Crew Program. "If everything goes perfectly on a mission, then you don't need a spacesuit. It's like having a fire extinguisher close by in the cockpit. You need it to be effective if it is needed." These flight suits, however, aren't designed to let astronauts float out in space. Those extravehicular activity (EVA) suits are a whole different engineering challenge. Last week, the companies ILC Dover and Collins Aerospace-both of which produced the current spacesuits used by space station astronauts to conduct space walks-unveiled a new upgraded prototype suit called Astro. The system includes an EVA suit, which has better mobility than previous versions and includes a digital display system as well as a life support backpack that attaches to the suit. It also includes a next-gen carbon dioxide scrubber, which will increase how long a user can wear the suit and may allow future astronauts to bounce around on the moon and Mars. https://www.smithsonianmag.com/smart-news/astronauts-test-out-their-new-flight-suits-180972882/ Back to Top Position Available: SRC Safety Analyst | Florence, KY (near CVG) Are you ready to take flight with the global leader in airfreight? Do you have a passion for flight safety along with the ability to proactively identify trends through targeted analysis? If so, we invite you to explore new heights with Atlas Air! Overview: This position will be responsible for assisting in the overall gathering, validating, tracking, and analyzing of Safety Data. Flight data studies and investigations will be done at the direction of Safety and Flight Operations. Responsibilities: • Ensure data integrity and validity through maintaining flight data database and validating safety events. • Analyze flight data and develop detailed queries within Excel and additional software programs. • Assist with flight data investigations, conducting root cause analysis of identified safety concerns. • Assist in administration of all internal safety programs (ASAP, FDM, FRMC, FCR, & LOSA) making up components of the Company Safety Management System (SMS), and assist in external and internal operational audits (IOSA, DoD, customer, etc.). • Solicit and process safety improvement suggestions and write reports based on empirical safety data. • Conduct industry safety data comparisons and attend industry safety conferences. • Create presentations of current and past safety data trends and present to a wide variety of audiences. • Assist in development and deployment of internal newsletters. • Provide timely advice and assistance on Company aviation safety matters. • Perform other duties as assigned. Qualifications: • Bachelor's Degree or higher; preferably aviation or mathematics focus. • 2 - 4 years of relevant work experience. • Knowledge of Part 121 airline procedures; preferably holds at least Private Pilot License. • Proficient in Microsoft Office Suite (Word, PowerPoint, and Excel); advanced experience in Excel preferred. • Must be self-starter with ability to work with little supervision in fast paced environment. • Minimal travel will be required; must be able to travel without restrictions. • Strong written and verbal communication skills required. • Authorization to work in the U.S. without requiring sponsorship. About Atlas Air: Atlas Air Worldwide is a world leader in aircraft and aviation outsourcing with more than 25 years of experience serving freight, commercial, charter, and military customers. We deliver a powerful combination of an efficient fleet, cost-saving operations, and superior customer service. With nearly 3,300 employees working together across 89 countries, Atlas Air generated 2018 net sales of $2.7 billion. Our companies operate the world's largest fleet of Boeing 747 Freighters and provide customers a broad array of Boeing 747, 777, 767, 757 and 737 aircraft for domestic, regional and international applications. We are dedicated to safety, integrity, and excellence; and we're seeking applicants who are interested in working in a challenging, fast-paced environment with a truly international company. Our rapid growth continues both on the ground and in the sky, and we invite you to grow along with us! APPLY HERE Back to Top Manager, System Safety & Data Assurance Position Overview The position supports the Director, Safety Programs & Analytics in the administration of HA's Safety/Security/Quality Assurance (SSEQ) database. Responsible for the implementing SMS standards to the database and operational departments' SMS programs. Responsible for performing periodic evaluation of the standards and their application within the SSEQ database and operational departments SMS programs. Key Responsibilities • Provide oversight of the airlines SSEQ database to ensure processes and tasks performed within the database are in compliance with Hawaiian's Safety Management System Manual (SMSM) • Perform critical functions to include the development and application of taxonomy, change management and Data analysis within the safety programs database • Establish and administer that SSEQ database steering committee by developing system standards and workflows in compliance with Hawaiians Safety Management System (SMS) • Develop advanced models, tools and templates to drive the safety planning, and development processes • Evaluate accuracy of data, reporting, and forecasting outputs and perform adjustment to maximize commercial impact • Interface with the Operations SMS managers, IT, and other operational departments to document and ensure system and analysis expectations are being met • Perform periodic evaluations of operational departments' SMS programs to ensure compliance with Hawaiian's SMSM • Support the airline's corporate safety department with evaluations and conformance with IOSA (Int Operational Safety Audits) [SMS] requirements • Oversee the investigations for company mishaps, incidents, and accidents and support the Primary Investigator for aircraft mishaps and accidents • Participate in InfoShare Conferences to meet 14CFR ง13.401 (FOQA) requirements. In coordination with other Safety Departments, use available databases to identify areas where enhanced equipment, training or procedures are required • Flight Operations Quality Assurance (FOQA) • Safety Database & Analysis Administrator • Other duties as assigned Minimum Requirements Bachelors' degree or equivalent work experience Three years aviation safety experience with a 14CFR Part 121 carrier or relevant operational safety management experience, such as 14CFR Part 135 or military Working knowledge in Aviation Safety Programs including SMS, AQP, ASAP, FOQA, ASIAS, and LOSA Have a thorough understanding of relevant CFRs and applicable company manuals Extensive statistical methods experience Excellent interpersonal, analytical, and problem-solving skills Must possess the ability to work effectively with a minimum of supervision Must be proficient in Microsoft Word, Excel, PowerPoint and Adobe Acrobat software and Tableau (or similar software) Excellent communication and presentation skills are required Must be able to obtain and maintain an airport SIDA credential Must be able to travel to both domestic and international locations; passport required Preferred Qualifications Quantitative and qualitative data analysis, data modeling, developing reports relational database experience SQL, SAS, Unix programming experience preferred 5+ years of SMS or Safety Analytics experience preferred About Hawaiian Airlines Hawaiianฎ has led all U.S. carriers in on-time performance for each of the past 15 years (2004-2018) as reported by the U.S. Department of Transportation. Consumer surveys by Cond้ Nast Traveler, Travel + Leisure and TripAdvisor have placed Hawaiian among the top of all domestic airlines serving Hawai'i. Now in its 90th year of continuous service, Hawaiian is Hawaii's biggest and longest-serving airline. Hawaiian offers non-stop service to Hawai'i from more U.S. gateway cities (13) than any other airline, along with service from Japan, South Korea, Australia, New Zealand, American Samoa and Tahiti. Hawaiian also provides, on average, more than 170 jet flights daily between the Hawaiian Islands, and over 260 daily flights system-wide. Hawaiian Airlines, Inc. is a subsidiary of Hawaiian Holdings, Inc. (NASDAQ: HA). Additional information is available at HawaiianAirlines.com. Follow Hawaiian's Twitter updates (@HawaiianAir), become a fan on Facebook (Hawaiian Airlines), and follow us on Instagram (hawaiianairlines). For career postings and updates, follow Hawaiian's LinkedIn page. For media inquiries, please visit Hawaiian Airlines' online newsroom. APPLY HERE 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. Curt Lewis