Flight Safety Information SEPTEMBER 5, 2019 - No. 179 In This Issue European aviation safety agency sets strict demands for Boeing 737 MAX return to flight Incident: United B739 near Portland on Sep 4th 2019, airframe vibrations Incident: Flybe DH8D at Manchester on Sep 4th 2019, engine shut down in flight Incident: Rusline CRJ1 at Voronezh on Sep 4th 2019, could not retract landing gear Incident: Sita D228 at Kathmandu on Sep 4th 2019, engine shut down in flight Incident: China Eastern A20N on Sep 4th 2019, passenger battery pack in flames Incident: Fedex B752 near Rochester on Sep 4th 2019, smoke in cockpit AF447: Manslaughter case against Air France, Airbus dismissed NTSB: Metal fatigue caused wing to snap in fatal plane crash Paris court hands ex-Thai airline CEO 4-year term over 2007 crash String of Accidents Highlight Myanmar's Air Safety Record DGCA imposes life ban on aspirant pilot Serious Norwegian 787 Trent failure traced to blade fracture American Air Says Goodbye to MD-80 Jet After 36 Years United Airlines plans $20M spend as it brings all new flight-attendant training to Houston Why In-flight Wi-Fi May Finally Be Taking Off. Internet-from-space provider OneWeb says it will provide coverage to the Arctic by 2020 FAA Safety Briefing Unveils New Look and Feel with Sep/Oct 2019 Issue The Northeast Aviation Leadership Workshop Aircraft Cabin Air - International Conference Advanced Aircraft Accident Investigation from SCSI TSI - Aviation Safety Risk Management Using BowTie - Course TSI - Instructor Qualification & Excellence Course International Conference on Unruly Airline Passenger Behaviour European aviation safety agency sets strict demands for Boeing 737 MAX return to flight Aerial photograph shows a stockpile of Boeing 737 MAX airplanes parked on the west side of Boeing Field while awaiting FAA approval for a technical fix before they can be delivered to customers. Europe's aviation safety agency is not satisfied with a key detail of Boeing's fix to the jet. (Mike Siegel / The Seattle Times) Europe's aviation safety agency, which is conducting its own independent review of Boeing's grounded 737 MAX, is not satisfied with a key detail of Boeing's fix to the jet. It wants Boeing to do more to improve the integrity of the sensors that failed on the two fatal crashes in Indonesia and Ethiopia, killing 346 people. And it's demanding that Boeing demonstrate in flight tests the stability of the MAX during extreme maneuvers, not only with Boeing's newly updated flight-control system but also with that system switched off. These were among the disclosures in a presentation Tuesday to the European Parliament by Patrick Ky, executive director of the European Union Aviation Safety Agency (EASA). Ky listed what appear to be more stringent EASA requirements than those of its U.S. counterpart, the Federal Aviation Administration (FAA). Boeing has publicly said it hopes for FAA clearance for the MAX in October so that it can return to passenger service in the U.S. this year. Typically, overseas regulators follow the FAA's lead. But after the MAX crashes revealed shortcomings in the FAA's certification process, that's no longer certain. One of Ky's slides cited a letter EASA sent to the FAA on April 1, less than three weeks after the MAX was grounded, that laid out four conditions for it to allow the MAX to return to service. The first condition stipulated is, "Design changes proposed by Boeing are EASA approved (no delegation to FAA)." The second is that EASA complete an "additional and broader independent review" of the aircraft, beyond the specific design changes to the flight-control system that went haywire on the crash flights. If the FAA moves ahead and clears the MAX to fly while EASA holds off until later, it would create an unprecedented divergence in worldwide regulation that would gravely complicate the schedules of many airlines flying internationally. FAA approval would apply only to U.S. airlines flying domestically. European airlines flying the MAX, such as Norwegian Air, require clearance from EASA. And it will put Boeing in a very awkward position if the FAA says the MAX is safe to fly while others hold back approval. Both MAX crashes were initiated by faulty sensors that measure the plane's Angle of Attack, the angle between the oncoming air flow and the wing. That fault then activated a new flight-control system - a piece of software known as the Maneuvering Characteristics Augmentation System (MCAS) - that on each of the crash flights repeatedly pushed the nose of the jet down. Although Boeing has updated MCAS so that it now takes input from both Angle of Attack sensors on the MAX instead of only one, and won't operate if they disagree, Ky indicated EASA finds this insufficient. One of his slides states that while Boeing's proposal has improved the Angle of Attack system, there is "still no appropriate response to Angle of Attack integrity issues." And EASA wants stringent flight tests that prove the MAX's safety with or without MCAS. Boeing engineers designed the original MCAS to smooth out the feel of the yoke in the pilot's hands during certain extreme high-speed turn and stall maneuvers. Before the MAX is cleared to fly passengers again, both EASA and the FAA will require flight tests of the new updated software. In addition, Ky said, EASA will require Boeing to demonstrate the stability of the jet in flight tests that include high-speed turn and stall maneuvers with MCAS switched off. The latter requirement should go some way to satisfying one gnawing public concern about the MAX. On the Internet, many Boeing critics have expressed concern that the jet is "inherently unstable" with engines that are too big, and that a software "band-aid" isn't good enough to fix that. The EASA requirement to fly safely without MCAS should demonstrate otherwise. On Wednesday, the FAA declined to clarify if the EASA requirements are stricter or in line with its own. "We aren't going to comment on specific details about ongoing discussions," the FAA said in a statement. "The FAA has a transparent and collaborative relationship with other civil aviation authorities as we continue our review of changes to software on the Boeing 737 MAX ... Each government will make its own decision to return the aircraft to service based on a thorough safety assessment." A safety official within the FAA, who asked for anonymity because he spoke without agency approval, said that the U.S. regulator has worked through the MAX approval process, looking for system flaws "with a fine-tooth comb, like they never have before." "People know it's perhaps something they should have caught the first time around," he said. "They want to make sure it doesn't happen again." Still, the official wasn't aware of any lingering concern at the FAA with the Angle of Attack sensor system. He said that the software and system changes Boeing has proposed have been all but agreed upon within the FAA and that only the level of pilot training that will be required remains undecided. While U.S. pilots have said they are satisfied that some computer-based training is sufficient, overseas regulators may require full flight-simulator training. The FAA official said that both EASA and India's aviation regulator, the Directorate General of Civil Aviation, have so far balked at agreeing to computer-based training alone. Ky's presentation confirms that, for EASA, the amount of pilot training required before the MAX flies passengers is still "a work in progress." Ky said that EASA communicated to Boeing and the FAA in July a list of significant technical issues, which included system failures insufficiently monitored; forces needed to move the manual trim wheel too high; and a risk of crew confusion in some failure cases, especially an Angle of Attack single failure at takeoff. A slide presenting the "latest status" of the process indicates that the pilot training and Angle of Attack system remain in play. In a statement Wednesday, Boeing declined to comment on discussions with regulators. "We continue to work with the FAA and global regulators on addressing their concerns in order to safely return the MAX to service," the company said in a statement. On Tuesday, Alexandre de Juniac - head of the International Air Transport Association, the global trade group representing the world's airlines - told Reuters in Chicago that "with the 737 MAX we are a bit worried ... because we don't see the normal unanimity among international regulators that should be the case." "We see a discrepancy that's detrimental to the industry," de Juniac added, urging regulators to make any changes to the single certification process "collectively," according to Reuters. Ky's parliamentary presentation the same day, also briefly cited by Reuters, made that discrepancy plain. https://www.seattletimes.com/business/boeing-aerospace/european-aviation-safety- agency-sets-strict-demands-for-737-max-return-to-flight/ Back to Top Incident: United B739 near Portland on Sep 4th 2019, airframe vibrations A United Boeing 737-900, registration N64844 performing flight UA-2248 from Portland,OR to Newark,NJ (USA), was climbing out of Portland when the crew stopped the climb at FL250 reporting they had high vibrations from the front end of the aircraft, they were maintaining 250 KIAS. The crew decided to return to Portland requesting emergency services on standby due to an overweight landing. The aircraft landed safely on runway 28L, vacated the runway, had the brakes checked by emergency services and taxied to the apron. https://flightaware.com/live/flight/UAL2248/history/20190904/1310Z/KPDX/KEWR http://avherald.com/h?article=4cc689ec&opt=0 Back to Top Incident: Flybe DH8D at Manchester on Sep 4th 2019, engine shut down in flight A Flybe de Havilland Dash 8-400, registration G-FLBB performing flight BE-817 from Manchester,EN to Isle of Man (UK) with 38 people on board, was climbing out of Manchester when the crew stopped the climb at about FL150 due to a problem with an engine (PW150B). The crew shut the engine down and returned to Manchester for a safe landing about 25 minutes after departure. The airline reported a technical fault shortly after takeoff prompted the crew to shut an engine down and return to Manchester as safety precaution. http://avherald.com/h?article=4cc68752&opt=0 Back to Top Incident: Rusline CRJ1 at Voronezh on Sep 4th 2019, could not retract landing gear A Rusline Canadair CRJ-100, registration VP-BNO performing flight 7R-554 from Voronezh to Saint Petersburg (Russia), was climbing out of Voronezh when the crew stopped the climb at about 3000 feet due to being unable to retract the landing gear. The aircraft returned to Voronezh for a safe landing about 35 minutes after departure. A replacement CRJ-100 registration VQ-BND reached Saint Petersburg with a delay of 4.5 hours. The occurrence aircraft is still on the ground in Voronezh about 16 hours after landing. http://avherald.com/h?article=4cc68298&opt=0 Back to Top Incident: Sita D228 at Kathmandu on Sep 4th 2019, engine shut down in flight A Sita Air Dornier Do-228, registration 9N-AJH performing a flight from Kathmandu to Lukla (Nepal) with just 3 crew, was climbing out of Kathmandu when the crew needed to shut the right hand engine down. The aircraft returned to Kathmandu for a safe landing. The airline reported the engine was shut as a precaution. After about 4 hours on the ground for undergoing checks the aircraft was able to return to service. http://avherald.com/h?article=4cc68072&opt=0 Back to Top Incident: China Eastern A20N on Sep 4th 2019, passenger battery pack in flames A China Eastern Airlines Airbus A320-200N, registration B-6892 performing flight MU-2809 from Nanjing to Xiamen (China), was enroute at at 7200 meters (FL236) about 170nm south of Nanjing when an open fire in the cabin caused by personal electronic device by a passenger prompted the crew to return to Nanjing. Cabin crew quickly extinguished the fire and secured the device. The aircraft returned to Nanjing for a safe landing about 65 minutes after departure. A replacement A320-200N registration B-306F reached Xiamen with a delay of about 4 hours. The airline reported a passengers Lithium-Ion battery pack self ignited in the cabin, cabin crew quickly extinguished the fire and secured the device, the flight crew decided to return to Nanjing as a precaution. Airport security reported that after landing back the device was re-inspected and determined to have been a battery pack of 40.7Wh, which is in line with all regulations (that require such battery packs to be below 100Wh). Airport security reminds travellers, that such devices must not be checked in but may be carried as hand luggage into the cabin as long as the markings and the outer case is intact. The damage in the cabin: http://avherald.com/h?article=4cc67718&opt=0 Back to Top Incident: Fedex B752 near Rochester on Sep 4th 2019, smoke in cockpit A Fedex Federal Express Boeing 757-200 freighter, registration N771FD performing flight FX-1914 from Buffalo,NY to Syracuse,NY (USA), was climbing through 15,000 feet out of Buffalo when the crew decided to divert to Rochester,NY (USA) reporting smoke in the cockpit. The aircraft landed safely in Rochester about 25 minutes after departure. The aircraft is still on the ground in Rochester about 15 hours after landing. https://flightaware.com/live/flight/FDX1914/history/20190904/0201Z/KBUF/KROC http://avherald.com/h?article=4cc67c7f&opt=0 Back to Top Back to Top AF447: Manslaughter case against Air France, Airbus dismissed The ten years of investigation into the crash of flight AF447 from Rio to Paris, which killed 228 passengers and crew members on June 1, 2009, could lead to no prosecution. The investigating judges have dismissed the case for manslaughter against Airbus and Air France. In July 2019, the Public Prosecutor's office had requested Air France to face trial for manslaughter and negligence in the training of pilots and dismissed the case against Airbus. However, the investigating judges of the Paris court decided not to follow the requisitions of the Public Prosecutor, and also dismissed the case against Air France. "This accident is obviously due to a conjunction of elements that never occurred, and thus highlighted dangers that could not be perceived before this accident," said the judges, quoted by AFP. The main association of relatives of victims, had already contested the decision of the Public Prosecutor's office, stating that no trial "can only comfort Airbus in a feeling of impunity harmful to the safety of all". In June 2019, the SNPL, Air France's main pilot union, had also demanded everyone involved in the crash to be sent to court. On June 1, 2009, an Air France A330, registered F-GZCP, carrying out flight 447 from Rio de Janeiro to Paris crashed into the Atlantic Ocean, killing all 228 people on board. The accident remains the worst Air France has ever suffered, and the deadliest involving an Airbus A330. The final report of the French Bureau of Enquiry and Analysis for Civil Aviation Safety (BEA), released in 2012, pointed at icing of the Pitot probes and incorrect pilot reactions as the main causes of the crash. As for the criminal investigation, it was concluded on February 18, 2019. https://www.aerotime.aero/clement.charpentreau/23901-af447-manslaughter-case- against-air-france-airbus-dismissed Back to Top NTSB: Metal fatigue caused wing to snap in fatal plane crash DAYTONA BEACH, Fla. (AP) - Metal fatigue created by frequent takeoffs and landings caused a wing to snap off a university's training plane last year, resulting in a crash that killed the student pilot and a flight examiner, federal inspectors said Wednesday. The National Transportation Safety Board said in a report that the single-engine Piper Arrow owned by Embry-Riddle Aeronautical University crashed April 4, 2018, after its left wing snapped off at 900 feet (274 meters). Pilot Zack Capra, a 25-year-old Navy veteran, was performing takeoffs and landings at Daytona Beach International Airport for Federal Aviation Administration examiner John Azma, 61. Both died when the fuselage slammed into a field 2 miles (3.2 kilometers) from the airport, the left wing landing across a road. The report said the 10-year-old plane had made 33,000 takeoffs in 7,700 hours of flight time - about one every 15 minutes. That's significantly more takeoffs than planes operated normally would have. Inspectors concluded that flying at low altitudes almost exclusively put extra stress on the wings, creating cracks in the left wing's main spar, the support member that runs from the fuselage through the wing. Spars on Piper Arrows are usually inspected after 30,000 hours of flight under normal use, the report said. School and Piper officials did not immediately return calls Wednesday seeking comment. Capra had completed one touch-and-go landing and was climbing away from the airport when the wing broke off and the plane spiraled into the ground, witnesses told investigators. Inspections of the wreckage showed that the failed spar had significant fractures. A smaller crack was found on the right-wing spar, but it had not failed. After the crash, the NTSB inspected 16 similar airplanes at four flight schools, including Embry-Riddle, that had service hours ranging from 2,700 to 10,000. One other Embry- Riddle plane had a crack, the report said, but the others did not. Because of the NTSB's findings, the FAA may order inspections of spars on similar Pipers used for touch-and-go instruction. Embry-Riddle's Daytona Beach campus has about 5,000 students, many of them training to become pilots while completing their bachelor degrees. https://www.yahoo.com/news/feds-fatal-plane-crash-caused-202505801.html Back to Top Paris court hands ex-Thai airline CEO 4-year term over 2007 crash A jet operated by Thai budget airline One-Two-Go crashed while trying to land on the resort island of Phuket in September 2007, killing 90 people (AFP Photo/AFP) Paris (AFP) - A French court on Tuesday sentenced the former head of a Thai budget airline to four years in jail over a 2007 crash that killed 90 people, nearly two-thirds of them foreigners. The suit, filed by the families of the nine French victims aboard the flight, claimed the crash landing on the resort island of Phuket was "an accident waiting to happen". The Paris court found Udom Tantiprasongchai, the former head of the airline One-Two- Go, guilty of voluntary manslaughter and also set a fine of 75,000 euros ($82,300). But despite an international warrant for his arrest, Tantiprasongchai has never been detained and did not respond to the French judicial summons, and was tried in absentia. The crash occurred on September 16, 2007, when the Boeing passenger jet carrying 123 passengers and seven crew skidded off the runway and burst into flames while trying to land in driving rain and heavy winds. The victims' families accused the airline of trying to cover up a series of failings which led to the crash, including overworked pilots and falsified flight logs. In its ruling, the court found evidence of "mistakes" by the pilots but also faulted the airline, saying the crew "did not have the capacity to react correctly... because of their fatigue and stress." Among the dead were 33 Thai nationals and 57 foreigners, mainly tourists from Britain, Israel and France. One of the plaintiffs, Gerard Bembaron, who lost a brother in the crash, hailed a ruling that "sends a serious warning to airlines with dubious practices, even if they don't fly in France." French courts are allowed to hear cases involving accidents or attacks anywhere in the world if French citizens are victims. One-Two-GO and its parent company Orient Thai have both ceased to operate since the crash. https://www.yahoo.com/news/paris-court-hands-ex-thai-airline-ceo-4-144048899.html Back to Top String of Accidents Highlight Myanmar's Air Safety Record A passenger records the scene as firefighters work after Myanmar National Airlines flight UB103 landed without a front wheel at Mandalay International Airport in Tada-U, Myanmar, May 12, 2019, in this image taken from social media video. YANGON, MYANMAR - Soe Moe Kyaw tried to keep his anxiety at bay as his malfunctioning plane burned off fuel to reduce weight for an emergency landing earlier this month. "Don't worry, don't worry," he had told a travel companion as the plane circled above Mandalay airport in Myanmar. Then the pilot announced that his several attempts to lower the landing gear at the plane's nose had failed; he was going to have to touch down without the front wheels. As they descended towards the runway, the passengers adopted brace positions and waited for a rough landing. The plane's nose scraped along the tarmac at high speed, but when the aircraft finally stopped everyone onboard was unharmed. "It was an amazing landing, smoother than a normal landing," Soe Moe Kyaw told VOA. Myanmar's fledgling aviation industry has seen a number of close calls recently. Just days before the 12 May Myanmar National Airlines accident, a Biman Bangladesh Airways flight came off the runway in bad weather at Yangon International Airport, injuring 20. FILE - People gather at the wreckage of a Air Bagan Fokker-100 passenger jet that crashed in Heho, Myanmar, Dec. 25, 2012. And a string of other accidents in recent years, including an Air Bagan crash in 2012 that killed two and injured 10, have threatened to damage passengers' faith in the industry's safety standards. Myanmar's aviation industry expanded rapidly after the start of sweeping economic reforms in 2010, but experts say authorities must tackle a lack of adequate infrastructure and skilled staff to ensure growth doesn't come at the cost of safety. "There will have to be a commitment to finance the training of personnel such as pilots, air traffic controllers and aircraft engineers to meet the demands of a booming industry," said Professor Alan Khee-Jin Tan, an aviation law and policy expert at the National University of Singapore. Despite the recent accidents, and the challenges posed by an underdeveloped economy, officials say it is unfair to brand Myanmar as unsafe for flying. Ye Htut Aung, deputy director general at Myanmar's Department for Civil Aviation, notes that the country scores just above the global average in a key safety ranking by the International Civil Aviation Organization (ICAO). "And within the Asia Pacific region, our safety ranking is plotted right in the middle among 38 countries," he added. Myanmar has an effective implementation score of 65.92 percent, while the global average is 65.51. The ranking, though, is only part of the picture. It does not directly reflect data on accidents, for example, but instead measures how closely civil aviation authorities comply with more than 12,000 safety measures. While an influx of new visitors to Myanmar in recent years saw airlines scramble to expand, things have since cooled off drastically, with several domestic airlines folding amid intense competition, an oversupply of seats and high fuel prices. Financial difficulties like this, says Tan, could lead to "struggling airlines cutting corners on maintenance regimes in order to save on costs, thus leading to a race to the bottom in terms of safety standards." But Ye Htut Aung insists the industry's recent woes have not impacted safety standards. "Is business bad in the airline industry? Yes, no doubt for the time being, but safety standards are above average." Soe Moe Kyaw said he doesn't expect anything in the way of compensation from Myanmar National Airlines after the accident as he knows they're struggling. "For me, for most of us [on the flight], we don't care about that because we have our lives. And the airline is not a rich airline." Myanmar National Airlines did not respond to emailed requests for comment. A Biman Bangladesh Airlines spokesperson told VOA he could not comment on the accident while an investigation was underway. The string of recent accidents could, given the right conditions, serve as a wake up call for aviation authorities that helps improve standards in the long term, said Tan. "Often, in the aftermath of an accident, public pressure on airlines and regulators shine a spotlight on unsafe practices. This could have positive longer-term results, even though the remedial steps taken must not be short-term fixes," he said. "They need to make systemic improvements so that airlines can regain the trust of the flying public." https://www.voacambodia.com/a/string-of-accidents-highlight-myanmar-s-air-safety- record/4940710.html Back to Top DGCA imposes life ban on aspirant pilot Aviation safety regulator DGCA has barred an aspirant pilot for life from appearing for the exam for commercial pilot's licence after he was found violating rules and possessing two smartphones while taking the test. The incident happened on July 26 at an exam centre in Mumbai. The DGCA on Tuesday issued an order rendering Mehboob Samdani Mohammad Momtaz Khan's test result null and void because he possessed "02 smart phones and 01 smartwatch and one connecting device." "Such conduct of an individual aspiring to become a commercial pilot is considered highly detrimental to the safety of aircraft operation and also to the safety of life and material in air as well as on ground and therefore the violation is considered very grave," as per the order. https://www.thehindu.com/news/national/dgca-imposes-life-ban-on-aspirant- pilot/article29333735.ece Back to Top Serious Norwegian 787 Trent failure traced to blade fracture Italian investigators believe blade fracture originating in the intermediate pressure turbine triggered the serious engine failure involving a Norwegian Boeing 787-8 departing Rome Fiumicino on 10 August. Just 36s after the aircraft took off from runway 16R, bound for Los Angeles, the left- hand Rolls-Royce Trent 1000 engine showed signs of excessive vibration, says the Italian investigation authority ANSV. The crew received several alerts, such as engine overheat warnings, and opted to shut the powerplant down and return to Fiumicino. Engine parts were ejected over the southern areas of the city and some 4kg of turbine blade debris was recovered from the ground, some of which had damaged buildings and cars. ANSV states that the aircraft also suffered damage to its left wing, its flaps and horizontal stabiliser, as well as superficial marks to its fuselage. The overweight landing also resulted in the left-hand main-gear tyres deflating. Analysis of engine data downloaded from onboard monitoring units, says the inquiry, led to the hypothesis that an intermediate pressure turbine blade broke, and subsequent borescope examination revealed that two such blades had fractured. One of the blades appeared to have suffered "progressive damage" while the other seemed to have broken from overload stresses, probably as a result of the other blade's separation. Representatives of several states - including Norway, Germany, the UK and USA - are participating in the probe, along with the European Union Aviation Safety Agency. ANSV says that, since 2015, there have been 10 previous cases of blade fracture in the intermediate pressure turbine of Trent 1000s. "The rupture mechanism has been attributed to fatigue corrosion," it states, adding that the Norwegian incident appears "similar". One of the previous incidents showed that damage to the blades can result in low- pressure turbine damage and the risk of high-energy debris being ejected from the engine. ANSV also points out that the blade failure in the Norwegian 787's left-hand engine occurred some 200 cycles below expected limits, and that the right-hand engine, at 103 cycles below limit, was within this margin. The failed blades have since been the subject of a service bulletin which replaces them with new blades manufactured from different materials and better protection. "Results of tests and sampling carried out on the fleet of engines that already incorporate this change appear to be satisfactory," says ANSV. But it is nevertheless recommending a review of the criteria for inspection and decoupling of engines in order to reduce further the risks of failure. https://www.flightglobal.com/news/articles/serious-norwegian-787-trent-failure-traced- to-blade-460649/ Back to Top American Air Says Goodbye to MD-80 Jet After 36 Years * 'Mad Dog' planes served as mainstay of airline's U.S. network * Retirement flights to New Mexico mark end of era at carrier An American Airlines MD80 aircraft at Dallas International Airport, on Sept. 1. Julio Gomez has flown the MD-80 for his entire 20-year career at American Airlines. But he can't bring himself to make that final trip into the New Mexico desert. "I just cannot take that airplane to its grave," Gomez, 52, said of the iconic jets' retirement flights on Wednesday. "It's just too heartbreaking." Instead, the veteran pilot made his closing flight late Tuesday. The retirements mark the end of an era at American for the workhorse known as the Super 80, whose old-school design and noisy rear engines spawned love-hate relationships over the four decades it flew. The plane once provided the backbone of American, powering the carrier's expansion through the end of last century on bread- and-butter routes such as Chicago to New York or Dallas to St. Louis. Julio Gomez The jet "basically was American Airlines," Gomez said. At its 2002 peak, 362 of the MD- 80 aircraft made up 44% of the carrier's fleet. "If American kept the Super 80 until I'm 65, I'd be flying it," Gomez said. The single-aisle jet could be challenging to fly, but it sharpened pilots' skills and earned the loyalty of aviators like Gomez, who relished having more control over every aspect of the plane. Airlines now have moved on to models with better fuel efficiency, additional seats and the latest technology, including a more computerized cockpit. The routes dominated by the MD-80s have been taken over by newer versions of jet families such as the Boeing Co. 737 and Airbus SE's A320. American Airlines MD-80 cockpit So on Wednesday, after 36 years, American operated the last commercial trip of the MD-80, flying from Dallas to Chicago. It was Flight 80. In the morning at Dallas Fort Worth International Airport, employees took turns posing with giant letters and numbers made of silver balloons arranged to spell out MD-80. Music from the '80s blared. Desert Retirement American is ferrying the last 23 of its MD-80 jets to a desert parking lot in Roswell, New Mexico, with one staying at DFW Airport to be used for future de-icing practice. Two more will be donated to flight-training schools. "It certainly has served us well," American Chief Executive Officer Doug Parker said inside a small, stifling hangar in Roswell where barbecue was being served to pilots and other current and former employees. They stood outside in 92-degree heat (33 degrees Celsius) to watch the arrival of each MD-80's flight on its final landing at the sprawling aircraft storage yard, which is also serving as a temporary home for grounded Boeing 737 Max jets. The MD-80 aircraft that aren't leased likely will be used for other companies seeking parts, particularly engines, said Josh Freed, a spokesman for American. 'Mad Dog' Delta Air Lines Inc. continues flying some MD-88s and MD-90s, later vintages of the model. But it was the original MD-80, dubbed "Mad Dog" by pilots, that once seized the industry's imagination when it was introduced by McDonnell Douglas Corp. It earned other nicknames through the years: "silver bullet," for its polished aluminum fuselage; "Harley" because it was loud and fast; and "the Long Beach sewer pipe," because it was manufactured in Long Beach, California, and had an extended length. Two engines positioned on either side of the fuselage in front of the tail were so loud they made the plane easily recognized. While the pilots and first-class passengers enjoyed an unusually quiet ride up front, flight attendants complained about the noise of the two engines in coach. relates to American Air Says Goodbye to MD-80 Jet After 36 Years An American Airlines MD-80 aircraft sits on the tarmac in Dallas, on Sept. 1. "My husband used to say, 'I can tell you've been flying the Super 80 because you are yelling when you are talking,' " said Jennifer Brissette, a 23-year flight attendant at American. Jet Order The airline, led at the time by Chief Executive Officer Robert Crandall, leased its first 20 of the new commercial jet from McDonnell Douglas in 1982, then quickly added 13 more. The airline began operating the aircraft the following year. In March 1984, American placed what was then the largest-ever order for commercial aircraft, for 67 MD-80s with options to buy 100 more. The fleet got another boost when American acquired Trans World Airlines and its 104 MD-80s in 2001. The planes had 12 first-class seats and 130 in coach, with two on one side of the aisle and three on the other. They flew routes of as long as 1,800 miles for American, and helped to launch the airline's hub-and-spoke operating system. Neil Roghair, an American pilot who flew Mad Dogs earlier in his career, recalls that it was a struggle to learn to land the MD-80 well, and it wasn't a good plane at high altitudes. American pilot Sam Mayer moved up to captain on the MD-80 in 1999 after a decade flying as a first officer on Boeing Co.'s 727 and then the 767 -- both of which had a much higher level of cockpit automation. Boeing bought McDonnell Douglas in 1997. Ergonomic Horror "I remember thinking it was the most un-ergonomic cockpit I had ever seen, with switches and dials seemingly placed at random spots all over the cockpit, bearing no semblance to any other aircraft I had ever seen," Mayer said. "When they talk about 'seat of the pants flying,' the MD-80 will be the last of the breed." The MD-80 lacked a central window post, so the compass was mounted behind the co- pilot's seat to avoid interference from other equipment. Pilots could confirm display headings by looking into small flip-up mirrors atop the instrument panel and reading the compass setting. "It's almost as if they built the airplane and, at the very end, finished up and said, 'We forgot to put the compass in,'" Kent Wien, an American captain who used to fly the MD- 80, said in a video posted online about the plane. "It's a relatively goofy system, but it worked." Drip, Drip The MD-80 had other quirks. The interior of the planes would get so hot while sitting on airport tarmacs during the summer -- particularly in sweltering Texas -- that passengers weren't allowed to board until the cooling system got the temperature below 90 degrees. Air conditioning condensation would flow to the back of the aircraft and drip onto the flight attendant sitting in the plane's tail cone. Many flew with an umbrella to keep from getting wet, said Brissette, who arranged to work a recent MD-80 flight for a final ride. "You loved it and you hated it," she said. "I would not purposely ever fly that plane again. Good riddance." Nonetheless, more than 1,100 American employees signed up to fly the Mad Dog on one of its final flights. Unable to accommodate the free trips, the carrier instead provided commemorative boarding passes for the MD-80. Gomez was first hooked when he took a night flight on the jet when he was young. One glance into the darkened cockpit with its dazzling constellation of lighted dials and gauges was part of the reason he became a pilot. He remained loyal to the Super 80, even passing up a promotion to captain on other aircraft so he could keep flying it. There's no plane left that gives pilots the same sense of control as they input data manually instead of commanding on-board computers, he said. "On the Super 80, you are figuring in your head, planning descents, when to start down, when to start reducing speeds," Gomez said. "Your mind is always moving. With the MD-80, you're flying." https://www.bloomberg.com/news/articles/2019-09-04/american-says-goodbye-to-md- 80-jet-after-36-years-of-love-hate Back to Top United Airlines plans $20M spend as it brings all new flight-attendant training to Houston United Airlines is in the process of expanding its operation in Houston as part of an effort to consolidate all of its initial flight attendant programs nationwide in the Bayou City. United Airlines flight attendants from across the country will soon have a new, state-of- the-art training facility right here in Houston where they can earn their safety and service qualifications. Chicago-based United Airlines (NYSE: UAL) plans to spend $20 million to expand its operation at George Bush Intercontinental Airport (IAH) as part of a move to consolidate all of its training programs for new flight attendants nationwide in the Bayou City. Currently, United's six-and-a-half-week training program for prospective flight attendants is spread across seven regional facilities, with an emphasis on Chicago, Denver and Houston, but all of the initial training will move to the expanded facility at IAH. As part of the consolidation effort, United Airlines plans to build a new "aquatic center" where flight attendants and trainees can practice evacuating an aircraft that has been forced to make a water landing. The aquatic center will consist of a realistic model of an airplane fuselage suspended in a 7-foot pool located on-site at United's In-Flight Training Center at IAH. The aim is to provide flight attendants with hands-on training that more closely resembles what they might experience during a real emergency, said Rodney Cox, vice president of Houston hub airport operations for United Airlines. The expansion project will also involve the construction of additional classrooms, cabin mock-ups, practice aircraft doors and other training facilities, as well as new office space. In all, the expansion will add about 50,000 square feet of additional training space to the In-Flight Training Center. Cox said the expansion will involve new buildings and additions to existing structures. United plans to break ground on the project later this year. The city of Houston has already issued a building permit to AECOM Hunt for a $6.5 million in-flight training facility to be built on United's IAH campus. Phase one of the project, which will focus on offices and service training facilities, is scheduled to be completed in spring 2020. The aquatic center is scheduled to be completed "shortly thereafter," Cox said. Cox said having a single facility where all incoming flight attendants can train will help the airline to improve the consistency and efficiency of its educational programs. United will still allow flight attendants to complete continuing qualification training at its regional facilities. As it stands now, the In-Flight Training Center at IAH trains about 1,200 flight attendants every day between its initial qualification and continuing education programs. Once the airline consolidates its initial flight attendant training programs in Houston, United plans to relocate some of its employees from Denver, Cox said. The airline also plans to increase the number of flight attendants it hires and trains each year, he said. "We see this as part of our commitment to Houston and our desire to invest in a community that is so important to us," Cox said. "We needed a facility that was large enough to handle the future growth and additional investments we're planning to make in our flight attendants and, by extension, our customers." Cox said he sees the unified flight attendant program in Houston as the "natural counterpart" to United's unified pilot training center in Denver. Houston was in the running to host United's pilot training center in 2015. But after United settled on Denver, Houston had to relocate all of its flight simulators and an unspecified number of employees to the Mile-High City. https://www.bizjournals.com/houston/news/2019/09/04/exclusiveunited-airlines-plans- 20m-spend-as-it.html?ana=yahoo&yptr=yahoo Back to Top Why In-flight Wi-Fi May Finally Be Taking Off Here are the 3 main issues In May 2004, Lufthansa Airlines became the first commercial airline to offer in-flight Wi- Fi service, with a cost of $30 per full flight or $10 for 30 minutes. The connections were generally slow and spotty and initial use of the service required big, clunky cords, but there was also an undeniable excitement to browsing the internet and sending emails at 30,000 feet. During the last 15 years, Wi-Fi has increasingly become an essential part of our everyday lives. It's not surprising, therefore, that Wi-Fi's role in the travel industry has also matured at a rapid pace. In the last few years, for example, Wi-Fi has become both ubiquitous and predominantly free in hotels. While in-flight Wi-Fi isn't yet at the same level -- in terms of quality, availability or complimentary access -- as hotels, the demand for it certainly is, particularly for the business traveler. While in-flight Wi-Fi used to be seen as a "nice to have," it has now become absolutely essential, particularly to my clients who are jetting around the world making deals, and must be able to use their airtime as efficiently as possible. The inability to access email, networks and people for hours on end can have a huge impact on both individual and group productivity. For many Road Warriors, that time in the air may very well be all they have to get essential work completed. At my company, Ovation Travel Group, a $1.4B travel company, we have a lot of clients that refuse to be booked on planes that do not offer Wi-Fi, and I am one of them; as a frequent business traveler myself, I always use in-flight Wi-Fi when available. As such, I am not at all surprised by results from the most recent Inflight Connectivity Survey, with responses from over 9,300 travelers across 32 countries. 67% of survey respondents said they would be more likely to rebook with an airline if in-flight Wi-Fi were available; for business travelers, that number rises to a whopping 83%. Here, then, are 3 of the main issues surrounding in-flight Wi-Fi: Connectivity There are two ways to connect to Wi-Fi while flying. The first is through air-to-ground broadband towers, which send signals to an airplane's antennas. As the plane travels, it will automatically connect to signals from the nearest tower. Connectivity can be slow and spotty, then, when a plane isn't close to a tower, such as when crossing an ocean. This May, in-flight Wi-Fi provider Gogo announced plans to build a 5G network on top of its existing infrastructure, which, among other things, will enable more bandwidth, although it won't be available until 2021. The newer way to connect is via satellite technology. Planes connect to satellites in orbit through an antenna and the Wi-Fi signal is then distributed from an onboard router. While this method is generally faster and more consistent, the equipment is expensive and problems can occur when satellites are overloaded. In a recent Wall Street Journal article, in-flight Wi-Fi provider Viasat's CEO noted, "Every year the number of people who use the system and the bandwidth use both increase." Wi-Fi Usage In terms of basic internet usage, in-flight Wi-Fi is increasingly being used for very practical reasons for the time-sensitive traveler. The most recent International Air Transport Association (IATA) Global Passenger Survey, which involved over 10,400 respondents across 153 countries, identified 3 emerging trends for Wi-Fi usage preferences: searching connecting flight related information, planning the onward journey and filling in customs e-declarations or other e-forms. Moreover, while pretty much all the major airlines are now equipped with one or both means of connectivity, there are multiple ways airlines are differentiating themselves in term of entertainment offerings. This year, for example, American Airlines launched a partnership with Apple, enabling anyone with an Apple Music subscription to stream that music for free. Additionally, every satellite-equipped American aircraft can stream live TV on 12 different channels. And Delta Air Lines just announced it has equipped its 700th aircraft with in-flight entertainment screens and a new partnership with Hulu. Cost Over 80 airlines globally offer in-flight Wi-Fi, and the cost can vary quite a bit and can change based on things like route and aircraft model. Fees can be charged by the hour, as a flat rate per flight and even as a monthly or yearly subscription. In fact, an airline may offer all of those options. It's always a good idea to check out an airline's website for the latest pricing models, including searching for what is offered on your upcoming flight. And finally, it's possible the airline industry may slowly be heading in the direction of hotels, and will eventually be expected to offer complimentary Wi-Fi as the norm. There are currently 10 airlines globally that offer complimentary inflight Wi-Fi to all passengers, and even more that say they are working towards it and/or already offer it free to first class and business class passengers. Out of those 10, only one of those airlines is based in the US: JetBlue. However, that shouldn't be the case for too long. In May, Delta Air Lines ran a two week trial of free Wi-Fi on around 55 domestic flights, and Delta CEO Ed Bastian has said that, "Our goal is to make Wi-Fi free with high-speed quality [...] It will take another year or two to make that happen." Similarly, during a recent earning call, United CEO Scott Kirby said the airline hopes to eventually make Wi-Fi free. In today's modern society, I have to wonder at the cost of not working towards free Wi- Fi, as the productivity and well-being of Road Warriors is an incredibly important asset to all companies. https://www.inc.com/paul-metselaar/why-in-flight-wi-fi-finally-be-taking-off.html Back to Top Internet-from-space provider OneWeb says it will provide coverage to the Arctic by 2020 Now it just needs to launch more satellites An artistic rendering of one of OneWeb's satellites in space. Image: OneWeb OneWeb - an aerospace company with plans to beam internet connectivity from space - announced plans today to provide "fiber-like internet" coverage to the Arctic starting as early as 2020. Using the company's planned mega-constellation of satellites, the company says it can provide high-speed internet to homes, boats, and planes all located above the 60th parallel north latitude. OneWeb is one of many companies aiming to provide internet from space using a complex array of satellites and ground stations. The company plans to launch an initial constellation of 650 spacecraft that will beam internet connectivity to a series of ground terminals on Earth's surface. These vehicles will orbit at a relatively low altitude, decreasing the time it takes to beam coverage to the surface below. With so many satellites, OneWeb says it can provide global coverage, with at least one satellite in view of any area of the Earth at all times. That coverage extends to the Arctic, which is a difficult place to lay fiberoptic cables and provide traditional internet connectivity. OneWeb claims that its satellite constellation will be able to provide high-speed internet to the 48 percent of the Arctic that currently doesn't have broadband coverage. Local politicians are thrilled with the idea, arguing that it will help with economic development in the area. "Connectivity is critical in our modern economy," Sen. Lisa Murkowski (R-AK) said in a statement. "As the Arctic opens, ensuring the people of the Arctic have access to affordable and reliable broadband will make development safer, more sustainable and create new opportunities for the next generation leading in this dynamic region of the globe." "CONNECTIVITY IS CRITICAL IN OUR MODERN ECONOMY." So far, OneWeb has only launched the first six satellites in its constellation, but the company says it was able to conduct some HD video streaming tests with the spacecraft in July. The tests proved that the satellites are operational and have a relatively low latency - under 40 milliseconds in lag time. Other companies, notably SpaceX and Amazon, are also working to create mega- constellations of satellites that are meant to be even larger than OneWeb's constellation. In April, Amazon detailed plans to launch a constellation of more than 3,200 satellites, while SpaceX has proposed launching two constellations that will contain nearly 12,000 satellites in total. SpaceX has already launched the first 60 satellites in its constellation, though three of the first batch failed after reaching orbit. OneWeb argues that its constellation will be deployed "significantly earlier" than other planned constellations, allowing the company to provide coverage to the Arctic sooner than other systems. The company cites the fact that it already has two active ground stations in Norway and Alaska, which are needed to help connect OneWeb's satellites to the current internet ground infrastructure. Those stations are supposed to be fully operational by January 2020, according to OneWeb, allowing this rollout to the Arctic by next year. "Connectivity is now an essential utility and a basic human right," OneWeb CEO Adrian Steckel said in a statement. "Our constellation will offer universal high-speed Arctic coverage sooner than any other proposed system meeting the need for widespread connectivity across the Arctic." OneWeb plans to launch its satellites in batches of 36 aboard Arianespace's Soyuz rocket. The next launch is slated for later this year. https://www.theverge.com/2019/9/4/20849142/oneweb-arctic-internet-coverage- space-2020 Back to Top https://www.faa.gov/news/safety_briefing Back to Top The Northeast Aviation Leadership Workshop Leading an aviation team or department presents challenges that many other leaders do not face. Your clients and customers rely on you not only for good service, but also for their safety. There is often little or no room for error which demands effective leadership at all levels. The Daedalus Group is pleased to partner with the Westchester Aircraft Maintenance Association to bring the 3-day Northeast Aviation Leadership Workshop to New York. This is an intensive exploration of proven techniques for better leadership in aviation. Designed specifically for aviation professionals, it is an opportunity for supervisors and managers in the aviation business to learn the skills and techniques that will make them more effective in this demanding environment. The workshop will present Planning to Excel™ and Leadership for Aviation Professionals™. These programs are certified by the National Business Aviation Association to satisfy all Professional Development Program (PDP) Leadership Objectives (L1 - L5). Whether you hold the Certified Aviation Manager credential and require PDP credits, are working toward certification, or just want to learn how to be an effective leader in the aviation business, this workshop will provide the skills to make you a more effective leader. The first day of the workshop, October 8, 2019 will explore Planning to Excel™ (PDP Objectives L1 and L2). This program takes a deep dive into planning and goal setting using a unique model to make the planning process logical, understandable, and easy to implement. Participants will: * Learn a proven method of planning and goal setting for their department or team. * Complete draft vision and mission statements for their department or team. * Define challenging goals and objectives. * Develop an implementation and follow-up plan. * Learn techniques to keep their plan relevant and front-of-mind. "Outstanding course. Perfect course to take to help develop effective goals. Facilitator's enthusiasm and professional knowledge made the course. Corporate Captain "Materials were good and discussion was pertinent to my situation. Opened up ideas of what to think about." Part 141 Pilot School General Manager Leadership for Aviation Professionals™ (PDP objectives L3 - L5) will be presented on October 9 - 10, 2019. This program examines leadership techniques and how to apply them to participant's unique situations in the aviation business. Participants will: * Use the MyHardWired™ Leadership Styles Assessment to learn their strengths and blindsides. * Develop a Personal Leadership Philosophy. * Understand and apply appropriate leadership theories. * Learn effective communication strategies. * Analyze team building techniques and challenges. * Understand leadership accountability. * Apply methods to achieve a motivational environment. * Explore methods of enhancing personal knowledge. * Analyze methods to lead and manage change. "Gives you the tools to become a better leader." Corporate flight department staff "Gives various perspectives of effective management tools and techniques" Corporate Pilot "Excellent assessment tools, good discussions and great experiences shared" Corporate Pilot You can register for only Planning to Excel™, or only Leadership for Aviation Professionals™. Register for both workshops and save $100 off the individual tuition. Register before September 15, 2019 and save 10%. Use code EARLY when registering. Your registration includes continental breakfast and lunch each day, a complete workbook, and the MyHardWired™ Leadership Styles Assessment (Leadership for Aviation Professionals™ only). Go to https://dleadershipgroup.com/nealw DISPAX World 2019 18 - 19 September 2019, The Riverside Venue, London, UK The 3rd International Conference on Unruly Airline Passenger Behaviour With only a few weeks to go, DISPAX World 2019 is fast approaching! We are delighted to be able to offer all subscribers to Curt Lewis a 20% discount on the delegate rate. To redeem this offer use the promotional code: CURT20 when registering on the conference website: www.unrulypax.com/registration/ Disruptive passenger incidents are a daily occurrence on board commercial flights around the world. Seemingly trivial issues can quickly escalate into explosive situations that endanger the safety of passengers and crew. The much anticipated 3rd edition of DISPAX World returns to London to explore the broad range of causes of such behaviour, the responses available and the legal implications for carriers and states. Looked at from diverse perspectives, including those of aircrew, passengers, regulatory authorities, industry associations, and law enforcement, DISPAX World 2019 will provide a comprehensive and authoritative programme over two days in one of the busiest airline hubs in the world: London. Speakers will include industry leaders, aircrew, airport operators, academics and law enforcement agencies. DISPAX World 2019 is a must-attend conference for: Flight attendant instructors Unions & staff associations Pilots Law enforcement agencies Airline Security Personnel Airport operators Government transportation regulators Security companies Aviation health professionals & psychologists Consumer bodies Academics & researchers International law firms For more information and to view the programme, please visit: www.unrulypax.com or contact the Event Manager, Lucy Rawlings, at lrawlings@avsec.com and don't forget to follow us on Twitter: @DispaxWorld Curt Lewis