Flight Safety Information October 2, 2019 - No. 199 In This Issue American Airlines pilots demand compensation over Boeing 737 MAX grounding Incident: Logan E145 at East Midlands on Oct 1st 2019, flaps problem Incident: Republic E170 at Omaha on Sep 30th 2019, unsafe gear after departure Incident: Dana MD83 at Owerri on Sep 30th 2019, nose wheel steering lost on backtracking Incident: American B772 near Shannon on Sep 30th 2019, cracked windshield Incident: LATAM Chile A320 near Guyaquil on Oct 1st 2019, electrical failure Distracted by aircraft movement, pilot taxis plane on adjacent runway Appropriators seek clarity on aircraft inspector qualifications What pilots can teach us about managing our attention Find out if you need a Real ID. You've got a year to get one Pilots' union testifies before Congress on implementing aviation safety features Ban on alcohol 'on table' as aviation sector targets unruly passengers Can Your Corporate Flight Department Match the FAA's Requirement for Commercial Pilots to Retire at 65 Bombardier's Global 6500 Enters Service...Bombardier Global 6500 (Photo: Bombardier) Lufthansa Technik, GE Aviation JV Officially Launched American Airlines Plans To Purchase Second Hand Airbus A319s Boeing 737 Max planes moved from Singapore to Alice Springs 'graveyard' UPS gains FAA permission for drone deliveries with few restrictions Mother, daughter pilots encourage others at Cochise College Airlines are taking heat over jet pollution The J37 Viggen Jet: The Forgotten Killer Fighter Jet from Sweden? Airbus Sees Commercial Jet Demand Growing 4.3% Relativity, a new star in the space race, raises $140 million for its 3-D printed rockets RESEARCH SURVEY GRADUATE RESEARCH SURVEY MITRE - SMS Course - December 2019 Manager, Internal Evaluation Program Maintenance Safety Specialist Technical and Training Manager Human Factors in Accident Investigation from SCSI American Airlines pilots demand compensation over Boeing 737 MAX grounding FILE PHOTO: An aerial photo shows Boeing 737 MAX aircraft at Boeing facilities at the Grant County International Airport in Moses Lake By Tracy Rucinski PLANO, Texas (Reuters) - American Airlines Group's pilots want compensation for lost pay stemming from flights canceled as a result of the Boeing 737 MAX grounding, the head of the airline's pilot union said on Tuesday. Boeing Co's 737 MAX was grounded worldwide in mid-March after two deadly crashes that together killed 346 people in a span of five months and forced MAX carriers like American to cancel more than a hundred daily flights. "The effect has been real and calculable," Allied Pilots Association President Captain Eric Ferguson said at a conference for independent pilot unions in Plano, Texas. Ferguson said APA pilots are seeking a commitment from American similar to one made by Southwest Airlines last month when Chief Executive Gary Kelly promised employees to share any reimbursement from Boeing over the MAX grounding. "We're looking for the same thing," said Ferguson, noting that while some 737 MAX pilots have been scheduled on other routes, their overall flying hours have decreased as a result of the cancellations. Negotiations between Boeing and its customers over the financial impact of the grounding, which has also halted deliveries of more than 250 jets that continue to roll off its Seattle production line, are ongoing. Southwest is the world's largest MAX carrier. It has 34 jets parked in the California desert awaiting approval to fly again, and 41 more that were scheduled for delivery this year. American has 24 MAX jets and 16 more due this year. Ferguson, who became president of APA in July, is working closely with American to ensure that its MAX jets are safely returned to service once the U.S. Federal Aviation Administration approves them. Boeing is developing a software fix and new pilot training that must be reviewed by the FAA. The manufacturer has repeatedly said it is targeting the fourth quarter for the plane to return to service. Once the FAA gives 737 MAX approval, American will need around 30 days to prepare the jets and its pilots for commercial flight, APA representatives said. For Southwest, with over 10,000 737 pilots, it may take between 45 to 60 days following approval before the plane resumes commercial flights, representatives from the Southwest Airlines Pilots Association said at the conference. https://www.yahoo.com/finance/news/american-airlines-pilots-demand-compensation- 193743822.html Back to Top Incident: Logan E145 at East Midlands on Oct 1st 2019, flaps problem A Loganair Embraer ERJ-145, registration G-RJXH performing flight LM-558 from Inverness,SC to East Midlands,EN (UK), was on final approach to East Midlands' runway 09 when the crew went around from about 1000 feet AGL due to a problem with the flaps. The aircraft climbed to 5000 feet MSL and entered a hold while working the checklists and preparing for a landing with less than normal flaps. The aircraft landed safely on runway 09 at a higher than normal speed (about 160 knots over ground) about 30 minutes after the go around. http://avherald.com/h?article=4cd7f09a&opt=0 Back to Top Incident: Republic E170 at Omaha on Sep 30th 2019, unsafe gear after departure A Republic Airways Embraer ERJ-170 on behalf of United, registration N656RW performing flight UA-3605 from Omaha,NE to Newark,NJ (USA) with 69 people on board, was climbing out of Omaha's runway 14L when the crew stopped the climb at 10,000 feet reporting their gear was unsafe. They needed to burn off fuel and return to Omaha. After holding for about 25 minutes the aircraft positioned for a low approach to runway 14L, on suggestion by tower sidestepped to runway 14R and climbed out again, tower advised the gear appeared to be down. The aircraft positioned for the approach to Omaha's runway 14R and landed safely about 65 minutes after departure. A replacement Embraer ERJ-170 registration N635RW reached Newark with a delay of about 4 hours. The occurrence aircraft departed Omaha about 5 hours after landing. https://flightaware.com/live/flight/RPA3605/history/20190930/1745Z/KOMA/KEWR http://avherald.com/h?article=4cd7edf7&opt=0 Back to Top Incident: Dana MD83 at Owerri on Sep 30th 2019, nose wheel steering lost on backtracking A Dana Air McDonnell Douglas MD-83, registration 5N-JAI performing flight 9J-332 from Owerri to Lagos (Nigeria), was backtracking Owerri's runway for departure when the aircraft became disabled as the crew attempted to turn the aircraft around to line up for departure. The airline reported the suffered a "nose wheel lock". The passengers disembarked onto the runway and were bussed to the terminal. A replacement aircraft subsequently took them to Lagos. The airport was closed for about an hour until the aircraft was towed to the apron. http://avherald.com/h?article=4cd7e9ae&opt=0 Back to Top Incident: American B772 near Shannon on Sep 30th 2019, cracked windshield An American Airlines Boeing 777-200, registration N773AN performing flight AA-141 from London Heathrow,EN (UK) to New York JFK,NY (USA) with 168 passengers and 13 crew, was enroute at FL380 about 90nm northnortheast of Shannon (Ireland) when the crew decided to divert to Shannon due to the captain's windshield having cracked. The aircraft landed safely on Shannon's runway 24 about 30 minutes later. A replacement Boeing 777-200 registration N765AN positioned from New York JFK to Shannon and resumed the flight from Shannon to JFK as flight AA-9240 and is estimated to reach New York with a delay of about 21 hours. The occurrence aircraft is still on the ground about 22 hours after landing. The cracked windshield (Photo: AVH/PF): http://avherald.com/h?article=4cd7e61b&opt=0 Back to Top Incident: LATAM Chile A320 near Guyaquil on Oct 1st 2019, electrical failure A LATAM Chile Airbus A320-200 on behalf of LATAM Peru, registration CC-BAA performing flight LP- 2412 from Lima (Peru) to Havana (Cuba), was enroute at FL320 about 100nm northeast of Guayaquil (Ecuador) when the crew declared emergency and decided to divert to Guyaquil reporting an electrical failure. The aircraft landed safely on Guayaquil's runway 21 about 25 minutes later. http://avherald.com/h?article=4cd7e3e5&opt=0 Back to Top Distracted by aircraft movement, pilot taxis plane on adjacent runway where another flight was about to land (India) * The incident had happened on June 2, 2019, when an IndiGo aircraft was on its way to the runway at IGI Airport to take off for Udaipur as 6E-2746 * DGCA has suspended the flying licences of the two pilots for three months each for taxiing their departing aircraft very close to the runway when another flight was about to touch down NEW DELHI: Watching planes land and take off can distract anyone. But when the movement of aircraft on one runway distracts the captain of another aircraft that is preparing to take off from an adjacent runway, it can lead to a close shave. The Directorate General of Civil Aviation (DGCA) has suspended the flying licences of two IndiGo pilots for three months each for taxiing their departing aircraft very close to Delhi airport's runway when another flight was about to touch down on that very airstrip. Luckily, this plane stopped in time when it saw the arriving flight on final approach which then landed safely. The captain later admitted to the regulatory team probing this runway incursion that he was "distracted for a while by aircraft holding and taking off (from an adjacent runway)." The incident had happened on June 2, 2019, when an IndiGo aircraft was on its way to the runway at IGI Airport to take off for Udaipur as 6E-2746. Air traffic control had cleared crew of this Airbus A320 (VT-IAS) to taxi up to the holding point of main runway and then wait there for clearance to enter the runway and take off on their turn. These instructions were received clearly by pilots of this flight as they repeated the same or read that back to the ATC. "IndiGo flight 6E-2746 breached runway holding point and reached near the active runway while landing aircraft, 6E-6683 (that was coming from Ahmedabad) had already crossed the threshold of this active runway. Crew (of departing aircraft) applied brakes when they saw landing aircraft 6E-6683 was on short final," says the order issued by DGCA deputy DG Maneesh Kumar on Tuesday. "Crew (of departing aircraft) did not follow the hold at holding point of runway instructions from ATC, whereas they read back the ATC taxi instructions correctly... Crew did not pay attention towards taxiway markings," the order says. Luckily, this plane stopped in time and the incoming aircraft landed safely. The DGCA issued showcase notices to the crew of 6E-2746. "The first officer has accepted his lapses and explained that this happened due to head down activity during the critical moment. This is in violation (of rule) that 'flight crews should use a continuous loop process for actively monitoring and updating their progress and location during taxi. This includes knowing the aircraft's present location and mentally calculating the next location on the route that will require increased attention. The action crew jeopardised safety aircraft and passengers," Maneesh Kumar's order says. The pilot-in-command also accepted his lapses and "explained (in his rely to the show cause notice) that it happened due to distraction for a while by the aircraft holding and taking off (from an adjacent runway)." Accordingly, the DGCA has suspended flying licences of both the pilots for three months from September 3, 2019. https://timesofindia.indiatimes.com/business/india-business/distracted-by-aircraft- movement-pilot-taxis-plane-close-to-runway-where-another-flight-was-about-to- land/articleshow/71396486.cms Back to Top Appropriators seek clarity on aircraft inspector qualifications Lawmakers asked FAA response to findings that safety inspectors lacked training to certify 737 Max pilots DOT official denies allegations that Chao helped her family's company How 'resilience' became a politically safe word for 'climate change' FAA misled Congress on inspector training, federal investigator finds Boeing 737 MAX airplanes are seen parked on Boeing property along the Duwamish River near Boeing Field on August 13, 2019 in Seattle, Washington. (David Ryder/Getty Images) Top Senate appropriators pressed the Federal Aviation Administration chief to respond after a federal investigator found that safety inspectors lacked sufficient training to certify Boeing 737 Max pilots. Susan Collins, R-Maine, and Jack Reed, D-R.I., the chairwoman and ranking member of the Senate Transportation-HUD Appropriations Subcommittee, asked FAA chief Steve Dickson in a letter Tuesday provide more information about the U.S. Office of Special Counsel's report and the FAA's response to it. The senators' Tuesday letter to Dickson requested additional information about the training of the inspectors. "We are particularly concerned about the Special Counsel's findings that inconsistencies in training requirements have resulted in the FAA relaxing safety inspector training requirements and thereby adopting 'a position that encourages less qualified, accredited, and trained safety inspectors,'" Collins and Reed wrote. A Sept. 23 letter from Office of Special Counsel Henry J. Kerner to President Donald Trump and members of Congress concluded that FAA safety inspectors "lacked proper training and accreditation" to certify pilots, including those flying the Boeing 737 Max, putting air travelers at risk. The Kerner letter also accused FAA Deputy Administrator Daniel K. Elwell of making inaccurate statements about the training and accreditation of Aviation Safety Inspectors to Senate Commerce Chairman Roger Wicker, R-Miss. At a House Transportation-HUD Appropriations Subcommittee oversight hearing last week, Elwell said he "fundamentally disagrees" with Kerner's conclusion, saying a whistleblower's complaints about inadequate training that triggered the investigation were limited to the Gulfstream VII aircraft - not the Boeing 737 Max. Elwell said the training issue identified by the FAA's independent auditor was related solely to whether safety inspectors who certified pilots for the Gulfstream VII needed to have classroom training or whether on-the-job training could suffice. He said many of the safety inspectors are former pilots who have "thousands" of hours of experience. Collins and Reed also sought documents confirming that all FAA employees serving on the boards certifying pilots for the Boeing 737 Max and the Gulfstream VII "had the required foundational training in addition to any other specific training requirements." "If such training requirements were not met, please specify which aircraft certifications were compromised by insufficient FAA oversight of pilot accreditation," they wrote. Collins and Reed also sought a copy of a safety review panel that found that the FAA managers had created "an environment of mistrust that hampers the ability of the agency to work effectively," according to a report in the New York Times. And they sought explanation about the FAA's decision not to ground the 737 Max following the October 2018 crash of Lion Air flight 610 which killed 189. An Ethiopian Airlines crash in March killed 157. Both aircraft were Boeing 737 Max jets, and the U.S. grounded the aircraft in March after the second crash. Both crashes are believed to have been caused in part by a faulty system that erroneously reported the airplane was stalling. In the aftermath of those accidents, some pilots have complained that they were not appropriately briefed about the system and its risks. https://www.rollcall.com/news/congress/appropriators-seek-clarity-aircraft-inspector- qualifications Back to Top What pilots can teach us about managing our attention Pilots are trained to juggle many things at once in a high-stakes environment. Learning to fly a plane is all in your head. Okay, there's a little more to it than that-but a large part of the training given to new pilots isn't about the physical skills required to fly a plane. Instead, it's about the psychological aspects of operating within a dynamic, complex system where mistakes can mean death. Flying a plane is hard, mostly because it requires multitasking: You have to fly the plane (or manage the autopilot), communicate on the radio, work with air traffic control, manage passengers, read and interpret the weather, navigate to a waypoint, and do a dozen other things, all at the same time. So one of the main skills a pilot has to build is the ability to pay attention to many different systems all at once-and more importantly, manage that attention. When I first started flying with an instructor, I'd find that I didn't have any trouble flying straight and level until I had to make a radio call, at which point I'd unintentionally descend 200 feet in altitude. I hadn't built that multitasking situational awareness muscle yet. By paying attention to the radio, I was paying less attention to the flight controls. Thankfully, when you're training to be a pilot, they don't send you flying solo until you have this sorted out. Which makes sense because, you know, life or death. One thing pilots learn early: Attention is a limited resource. Think of your attention like money in a bank account. You start each day with $100, and over the course of the day, you spend that money. When your balance runs low, your ability to maintain situational awareness and make smart decisions becomes impaired. Regular flying activities aren't what typically get pilots in trouble. Pilots have a pretty good idea of how long they can fly before they "run out" of attention. The things that cause problems are the surprises you occasionally have to deal with. Some examples: * You drive to the airfield, but what is usually a 20-minute drive turns into an hour- long slog through heavy traffic. Deduct $10. * You arrive at the airfield, ready to load up the plane you've hired for the day, only to find that it's stacked in the hangar behind three other planes, so the first 30 minutes is you shuffling planes around. Deduct $5. * While completing your preflight checks, someone turns up for a chat, meaning you have to start your checks all over again. Deduct $5. * Nearly ready to fly! But local air traffic control gives you a really complicated clearance, requiring a lot more work to write it down and read it back correctly. Deduct $10. * The rescue helicopter that operates out of the airfield has to do an emergency departure, so your own departure is delayed. Deduct $10. * You encounter unexpected turbulence and have to reassure a nervous passenger. Deduct $10. * You encounter unexpected cloud/fog/rain/icing and have to detour to get to your destination. Deduct $15. * Flocks of birds are flying at your altitude, forcing you to climb above them. Deduct $10. * The airfield you're flying to is unexpectedly busy with other traffic, requiring more radio work than expected. Deduct $10. You get the idea. You've spent $85 so far, on top of the "regular" expenditure due to normal flying activities. Most flights aren't this bad-mostly you deal with one or two of the items from this list. Occasionally, however, a combination of bad luck, Mother Nature, and human nature will throw it all at you at the same time. At this point, your situational awareness is probably pretty poor, and that's where mistakes start to happen. The really insidious thing about losing situational awareness is that often, in the moment, it feels like you're paying extra attention. Investigators even talk in these terms while discussing crashes. For example, this article outlines a plane crash in Micronesia. Here's the language Hubert Namani, chief commissioner of Papua New Guinea's Accident Investigation Commission, used to explain what happened: The investigation observed that the flight crew disregarded the EGPWS alerts and did not acknowledge the "minimums" and "100 ft" advisories or respond to the EGPWS aural alerts; a symptom of fixation and channelized attention. According to the Human Factors experts, inattention, or decreased vigilance has been a contributor to operational errors, incidents, and accidents worldwide. Decreased vigilance manifests itself in several ways, which can be referred to as hazardous states of awareness. Both pilots were fixated on cues associated with control inputs for the landing approach, and subsequently, were not situationally aware and did not recognize the developing significant unsafe condition of an increasingly unstable final approach. This accident wasn't caused by a lack of attention. Rather, a lack of situational awareness led the pilots to pay too much attention to one thing, ignoring the warning signs and eventually making a fatal mistake. THAT'S INTERESTING, BUT WHY ARE WE TALKING ABOUT IT? Of course, the good people who design airplanes don't leave it all to the instructors to make sure you're trained on situational awareness and managing attention. They've also figured out how to minimize the potential for mismanaged attention. Airplane cockpits are designed in such a way as to reduce pilots' cognitive (and physical) workload. Important systems are placed front and center. Common instruments are always in the same place in relation to each other. Switches are always labeled, and the "safe" position is often in the same spot in relation to the rest. The point: They've built a system that works the way pilots expect it to work. And this model, of course, extends to loads of things that you use every day. For example, as a driver, you may not know much about what happens inside your car engine, but it (hopefully) reacts the way you expect it to when you step on the brakes or hit the turn signal. You don't need to be designing heavy machinery to apply this model to your work. No matter what you do, there are two clear strategies you can employ for minimizing cognitive load for your users: 1. Maximize the signal-to-noise ratio. Consider what the user needs to know in each instant and work to eliminate extraneous information, allowing them to focus on what's important. 2. Don't reinvent the wheel. Rely on patterns of behavior your users already know and understand. That way, you reduce the amount of new information a user has to learn in order to be successful. You can apply these rules to your own industry and role, but here are a few examples to get you started: * If you're a product designer, no matter how outside the box your product is, users need to be able to figure out how to work it. A fancy, cordless vacuum still needs an obvious power button and easy way to detach the head. * Your users expect predictable behavior from you as a software UX designer. If they click a hamburger icon, they expect an accordion menu to open. If they click a down-facing arrow, they expect a dropdown menu. Trying to be clever about it forces cognitive load on your users-and makes them more likely to give up. * Maybe you're a writer. Same rules apply. No matter how unique your voice, your readers need an introduction and conclusion or your point might get lost. Reading an article beginning to end is a feat (thanks for still being here, by the way), and you want to make it as easy as possible for your readers to get there. * If you've ever signed a legal contract, you know how much it helps to have those little yellow flags where you need to sign (whether they're electronic signals or just sticky notes). Real estate agents, for example, need to be pros at this. Buying a property puts a massive load (financial and emotional) on a human, and maximizing the signal-to-noise ratio in this way will keep your clients going. Your users need to manage their attention, just like pilots do. So take a page out of the cockpit designers' book and make it as easy as possible for your customers to do their jobs-whatever that may be. https://www.fastcompany.com/90411290/pilots-and-attention-management Back to Top Find out if you need a Real ID. You've got a year to get one Renewing your licenses or getting a new "Real ID" can be confusing. A breakdown of a few of the things you'll need to know. USA TODAY One year from Tuesday, Americans who fly will need to have a driver's license that meets new federal security requirements, or they'll have to produce another form of acceptable identification to get through airport checkpoints. The Transportation Security Administration advised travelers not to wait until the last minute to obtain what's known as a Real ID, an enhanced version of a standard driver's license required by Congress in 2005, following the Sept. 11, 2001, terrorist attacks. They're now available in all but three states: Oregon, Oklahoma and New Jersey. All other states are compliant with the law, but air travelers should check with their state government's motor vehicle agency to find out where they can obtain the new license. As of Oct. 1, 2020, fliers who do not have a Real ID or an acceptable alternative form of identification, will not be able to get past any domestic airport security checkpoint. Real ID requirements: What travelers need to know "This is an important step in enhancing commercial aviation security, and we urge travelers to ensure they have compliant documents," said Kevin K. McAleenan, Acting Secretary of the Department of Homeland Security, under which TSA operates. Only 27% of Americans have been issued a REAL ID, according to TSA. Not everyone will need a Real ID. Those who do not plan to fly after Sept. 30, 2020, can continue to use their current state-issued driver's license until it expires. So can air travelers who have a valid U.S. passport or passport card, a military ID, a DHS Global Entry card, a permanent resident card or a passport issued by a foreign government. Most Real ID-compliant cards are marked by a star on the upper portion of the card. Beginning October 1, 2020, you will need a Real ID-compliant license or another acceptable form of ID, such as a valid passport or U.S. military ID, to fly within the U.S. Not all compliant licenses have the star, though. Washington, New York, Minnesota and Vermont issue enhanced licenses that TSA will accept for Real ID purposes. A Real ID can only be used for domestic travel. International travelers, including to Canada and Mexico, will still need a valid passport. https://www.usatoday.com/story/travel/news/2019/10/01/real-id-tsa-airport-security- october-2020-deadline-year-away/3831459002/ Back to Top Pilots' union testifies before Congress on implementing aviation safety features The Air Line Pilots Association, International (ALPA), recently testified before the U.S. House Transportation and Infrastructure Committee's aviation subcommittee on the importance of implementing aviation safety and security measures. The measures were passed in 2018's Federal Aviation Administration (FAA) reauthorization but have not been implemented. The ALPA is dismayed by the lack of follow-though, Capt. Bob Fox, ALPA's first vice president and national safety coordinator, said. "A few weeks ago, the United States recognized the 18th anniversary of the attacks of 9/11. Mandating the installation of secondary flight deck barriers is one of the most important and cost-effective security enhancements identified after the attacks," Fox said. "However, rather than issuing the order as Congress intended, the FAA has bowed to a blatant stall tactic promoted by special interests and created an Aviation Rulemaking Advisory Committee that has now requested more study. We have the data. We know what works. It's time to implement the law," The FAA was required under the reauthorization bill to issue a rule by Saturday mandating the instillation of secondary flight-deck barriers on newly manufactured passenger aircraft. The bill also required the FAA to update its rule for pilots to wear oxygen masks above certain altitudes. https://transportationtodaynews.com/news/15526-pilots-union-testifies-before- congress-on-implementing-aviation-safety-features/ Back to Top Ban on alcohol 'on table' as aviation sector targets unruly passengers Airlines, aviation bodies say disruptive people pose threat to plane safety every three hours Ryanair has signed a joint declaration with others pledging to work to prevent and minimise disruptive incidents. A ban on serving alcohol on flights could be considered as a means to reduce the number of incidents of disruptive passenger behaviour, an Irish Aviation Authority (IAA) official has said. The safety of a European flight is compromised by unruly or disruptive passengers every three hours and an escalation of such incidents in recent years has promoted the Irish aviation sector to work together to curb bad behaviour in the air. At least once a month an in-flight situation reaches a point that sees a plane having to make an emergency landing. Unruly behaviour can include intoxication, aggressive or inappropriate behaviour as well as not following the commands of flight crew, who are there to protect passenger safety. Paul Brandon, the IAA's head of corporate affairs, said it is accepted that alcohol was a contributory factor in a large number of these incidents, but the initial focus of the 'Not On My Flight' campaign would be to raise awareness of the actions that will be taken against disruptive passengers. When asked on RTÉ's Morning Ireland if aviation authorities would consider banning alcohol on flights, Mr Brandon said "we will see if there is a need for further action. 'On the table' "It is absolutely on the table, but our preference is to focus on the awareness of the risk if they disrupt a flight," he said. Ryanair, Aer Lingus, all the main airports, the Commission for Aviation Regulation and other airlines have signed a joint declaration pledging to work to prevent and minimise disruptive incidents on flights. They have agreed to adopt a zero-tolerance approach to disruptive behaviour where safety is put at risk and they have made a commitment to the responsible sale and consumption of alcohol. The declaration also promotes the ongoing education of and communication with passengers to continue to raise awareness of the risks associated with aggressive behaviour. The move comes as figures show there has been a dramatic increase in the number of disruptive passenger incidents on flights across Europe. According to data published by the European Union Aviation Safety Agency (EASA), every three hours the safety of a flight within the EU is threatened by passengers demonstrating unruly or disruptive behaviour. Growing concern Almost three quarters of aviation safety incidents across the EU involve some form of physical aggression and safety is compromised by unruly passengers on 1,000 flights in Europe per year due to assaults and alcohol related offenses. Mr Brandon said there was growing concern at the increasing frequency and severity of these incidents. "Between 2017 and 2018, the number of reported incidents of disruptive passengers on board flights across Europe increased by a third. This is worrying as it shows an increasing trend and can have a direct impact on both the safety of crew and passengers," he said. "Even though the number of unruly passengers is small considering the total number of people flying, the impact of their actions can have a disproportionate effect both on the smooth operation of the flight and more importantly on its safety." https://www.irishtimes.com/news/ireland/irish-news/ban-on-alcohol-on-table-as- aviation-sector-targets-unruly-passengers-1.4036911 Back to Top Can Your Corporate Flight Department Match the FAA's Requirement for Commercial Pilots to Retire at Age 65? Can an employer impose a maximum age requirement for pilots operating private aircraft under Part 91 of the Federal Aviation Regulations (FAR) to retire at age 65 similar to that imposed by the Federal Aviation Administration (FAA) on commercial pilots operating pursuant to Part 121 of the FAR? As explained in more detail below, such a requirement would create substantial risk for a claim of illegal discrimination under the Age Discrimination in Employment Act (ADEA), particularly for those employers who employ pilots in states outside the Fifth Circuit (Texas, Louisiana, and Mississippi). Corporate flight departments have long considered matching the mandatory retirement age requirement first imposed by the FAR upon commercial airline pilots pursuant to FAR Part 121 (now known as the Age 65 Rule). Prior to the current "Age 65 Rule," there was an "Age 60 Rule," which was in place from 1959 until 2007, when Congress passed the Fair Treatment for Experienced Pilots Act and raised the maximum age for commercial pilots from 60 to 65. However, since it was first adopted in 1959, and continuing through today, the rule only applies to pilots and operators operating under Part 121 of the FAR, which regulates air carriers and other commercial flight operations, including national and regional airlines and cargo airlines (including FedEx and other international courier services). The Age 65 Rule does not apply to pilots operating private aircraft pursuant to Part 91, which governs general aviation (i.e., not-for-profit aviation such as corporate flight operations). Under the ADEA, employers are prohibited from discriminating against employees with respect to their compensation, terms, privileges, or conditions of employment because of their age (40 or older). Examples of actions that would qualify as discriminatory include hiring, firing, demoting, or denying promotion. See 9 U.S.C. § 621, et seq. This prohibition against discrimination also generally applies to mandatory retirement policies, with two prominent exceptions. The first exception allows a mandatory retirement age if the employer can show that age is a "bona fide occupational qualification;" this applies when safety issues are involved - in the case of firefighters and police officers, for example. See 29 U.S.C. § 623; see also 29 C.F.R. § 1625.6. The second exception applies to workers in a "bona fide executive or high policymaking position." See 29 C.F.R. § 1625.12. This second exception would not apply to pilots, except in the most rare of situations where the pilot happened to be a top executive of the company with policymaking authority Employers have long argued that the FAA's imposition of a maximum age on commercial airline pilots due to health concerns related to age clearly demonstrates that a maximum age for private pilots is a bona fide occupational qualification for the job, and should, thus, satisfy the first exception to the ADEA's general prohibition of mandatory retirement ages. However, from the outset, the EEOC has refused to accept that position, arguing before numerous courts including U.S. Circuit Courts of Appeal that the airline pilots operate larger, more complicated aircraft, with more passengers, with considerably more working hours on average compared to private pilots. Courts have more often than not agreed with the EEOC, including in 1988 against Boeing and in 1991 against Lockheed Martin. E.E.O.C. v. Lockheed Corp., 1991 WL 101185, at *1 (C. D. Cal. Jan. 3, 1991) (granting injunction against Lockheed related to mandatory retirement age for its private pilots); E.E.O.C. v. Boeing Co., 843 F.2d 1213 (9th Cir. 1988) (reversing lower court award of summary judgment to Boeing and noting that "[t]here is serious doubt that the FAA Rule reflects a determination by FAA that age 60 is a [bona fide occupational qualification] as defined by ADEA for the commercial pilots to whom it applies, much less a BFOQ for Boeing pilots"). A district court has only agreed with a corporate flight department once, at least until the more recent Exxon case discussed below. E.E.O.C. v. El Paso Natural Gas Co., 626 F. Supp. 182 (W.D. Tex. 1985) (finding that corporate pilots' work was substantially the same as the Part 121 pilots to whom the mandatory retirement age applied and approving of the corporate flight department's use of same as a bona fide occupational qualification). More recently, Exxon was involved in protracted and very contentious litigation with the EEOC related to its implementation of its mandatory retirement age for pilots. The litigation lasted from 2006 until 2014 and reached the U.S. Court of Appeals for the Fifth Circuit. Ultimately, the Fifth Circuit found that Exxon presented enough evidence that its pilots flew similar aircraft to the Part 121 carriers and also found that Exxon presented persuasive testimony from expert witnesses that it was not possible or reliable to individually test pilots over the age of 60 to determine if they were at increased risk of sudden incapacitation. EEOC v. Exxon Mobil Corp., 560 Fed. Appx. 282, 289 (5th Cir. 2014). As to the EEOC, the Fifth Circuit found that the EEOC failed to provide any evidence as to why the FAA did not apply the rule to Part 91 operators and also found that the safety concerns behind the rule could be applied to Exxon's operations. The Fifth Circuit therefore affirmed the lower court's award of summary judgment to Exxon, and dismissed the action filed by the EEOC. Although the Exxon case is certainly a win for the employer and precedential for future private companies wishing to implement a similar rule, the court made it clear that the decision was based on the specific facts presented in that case. If a different flight department operates smaller aircraft than Exxon, or flies for less hours on average, that would lower the relevance of the decision. It would also lower the relevance of the decision if the EEOC or other plaintiff in future litigation was able to present expert testimony suggesting that there are reliable tests to determine whether older pilots are at increased risk of sudden incapacitation, which the EEOC was unable to do in the Exxon case. Additionally, the decision is only mandatory precedent in the Fifth Circuit, which includes only Texas, Louisiana, and Mississippi. Courts in other circuits could certainly rule in favor of the pilot or EEOC, even based on the same facts at issue in the Exxon case. Accordingly, there is significant risk presented in applying a mandatory retirement age to Part 91 pilots. If a company operates its flight department similar to Exxon and employs pilots only in the Fifth Circuit, that risk is reduced significantly. However, if a company either does not employ pilots solely in Texas, Louisiana, and/or Mississippi, and/or is not dealing with a similar flight department as Exxon, there is a great deal of risk in implementing such a rule. Although it can certainly make logical sense that a mandatory retirement age applicable to certain pilots could be applied to others, there is no helpful binding precedent to support such a notion outside the Fifth Circuit. One thing a company could do to alleviate safety concerns without presenting nearly as much risk from an age discrimination perspective is to require all of its pilots to carry First Class Medical Certificates, which must be renewed with an examination every six months for pilots over 40 years old. See the FAA guide here. That is not typically required for Part 91 corporate operators but is something a company could do to potentially enhance screening on its pilots without exposing the company to a great deal of potential liability. https://www.jdsupra.com/legalnews/can-your-corporate-flight-department-89002/ Back to Top Bombardier's Global 6500 Enters Service Bombardier Global 6500 (Photo: Bombardier) Bombardier's Global 6500 entered service a week after receiving Transport Canada certification with FAA and EASA approvals anticipated shortly. (Photo: Bombardier) Bombardier's first Global 6500 has entered service, a milestone reached just a week after the ultra-long-range model and its sibling, the Global 5500, received Transport Canada approval on September 24, the Montreal-headquartered aircraft manufacturer announced this morning. That first Global 6500, one of about a handful expected to be delivered this year, is leased back to Bombardier for use as a demonstrator. Bombardier will showcase the aircraft during this month's NBAA convention in Las Vegas. FAA and EASA approvals are anticipated shortly, and deliveries of the 5500s are expected to commence next year. EASA flight-testing was completed as of last month, and the FAA effort is nearly complete. Bombardier has further been working through approvals for the pilot-training process. Certification followed a flight-testing program at Bombardier's test center in Wichita, Kansas. The program involved three aircraft representing both models. Still to be completed are plans for adding true combined vision to the flight deck-in which enhanced vision is overlaid with synthetic vision in a single view on the head-up display. Currently, both enhanced and synthetic vision are on the models but not yet available as a combined feature. The Transport Canada nod was announced the day after Rolls-Royce announced Canadian approval for the Pearl 15 engines powering the newest members of the Global family. Rolls-Royce also has obtained EASA approval for the Pearl 15, the first of a new engine family for the engine maker. Bombardier unveiled the 5500 and 6500 during the 2018 EBACE, following on its successful Global 5000 and 6000 jets with redefined wings, new flight deck features, a redesigned interior that borrows elements from the flagship 7500 such as the Nuage seats, and the 15,125-pound-thrust Pearl 15. David Coleal, president, Bombardier Aviation, called the delivery a "significant milestone," adding. "We're proud of the work our team and our suppliers have done to deliver a technologically advanced aircraft that exceeds our customers' expectations in terms of unparalleled comfort, superior performance, and an incomparable smooth ride." With the enhancements, the Global 6500 flies 6,600 nautical miles, with the ability to connect New York to Dubai and Hong Kong to London. It has a top speed of Mach 0.90. https://www.ainonline.com/aviation-news/business-aviation/2019-10-01/bombardiers- global-6500-enters-service Back to Top Lufthansa Technik, GE Aviation JV Officially Launched The new engine MRO service facility will repair more than 200 engines per year by 2023. Lufthansa Technik (LHT) and GE Aviation have launched a new engine MRO service facility and joint venture (JV), XEOS, in Southwest Poland to overhaul GEnx-2B and GE9X engines. Located in ?roda ?l?ska near Wroc?aw, the facility has celebrated its official opening on Sep. 30. Work on the construction site began in early August 2017. The JV of LHT (51%) and GE Aviation (49%) invested about PLN 1 billion ($250 million) to construct the facility and their own training center from scratch in 16 months, along with a test cell which is still under construction. The first commercial engine was accepted for repair in April 2019. In 2019, a total of about 20 engines will have been inducted for serviced at the new shop. After reaching its maturity in 2023, the plant will repair more than 200 engines per year. LHT CEO Johannes Bussmann said, "The successful opening of the XEOS engine shop with our partner GE is a cornerstone for our long-term growth strategy to offer comprehensive MRO services also for the latest generations of aircraft engines." GE Aviation Services President & CEO Jean Lydon-Rodgers said, "XEOS represents a unique collaboration between LHT and GE Aviation. Our combined capabilities and technological knowledge have merged to create one of the most advanced MRO facilities in the world for the GEnx-2B and GE9X engines." GEnx-2B engines power the Boeing 747-8 and GE9X engines power the 777X. LHT and GE Aviation made the decision to jointly develop a modern service center for these engines in June 2015 at the Paris Air Show. Ultimately, the plant will employ about 600 people. At the moment the XEOS team consists of 300 people: aircraft engine mechanics, engineers, logistics specialists and administration staff. Staff will be trained at the XEOS Training Center in Bielany Wroc?awskie and in similar facilities of LHT and GE Aviation in Germany and the UK. https://www.mro-network.com/maintenance-repair-overhaul/lufthansa-technik-ge- aviation-jv-officially-launched Back to Top American Airlines Plans To Purchase Second Hand Airbus A319s Instead of buying a new range of Boeing or Airbus aircraft, American Airlines has jumped the industry trend and looked into expanding its fleet of Airbus A319s through the second-hand market, saving on money, training and order time. American Airlines A319 taking off. Photo: Eric Salard via Flickr How do airlines expand their fleet? There are several challenges airlines face when it comes to fleet expansion. Those like capital can be solved through an equity raise, others like staffing can be done through pilot programs, but actually 'getting' the aircraft is harder than you think. There are several ways for an airline to get new aircraft; buying them from Boeing or Airbus (and perhaps the smaller companies too), hiring them for a lessor, or acquiring them from a merger deal. They can also wet-lease aircraft from another airline or a wet- lease firm like Hi Fly, but these are not permanent solutions. But these have their own problems. Take, for example, Dubai Aerospace, an aircraft lessor company who dropped plans to make a big order with Airbus or Boeing because the airframe builders have too many orders. Several years of delays. For an airline to expand, they must truly be patient and long-term focused. Emirates has already made orders for their 777-300ER replacement aircraft (the 777X), despite not even taking delivery of their last 777-300ER. American Airlines has found itself with a unique opportunity. It has found a solution to its own fleet expansion woes that few other airlines can take advantage of: purchasing second-hand A319s. American Airlines is faced with a challenge when it comes to expanding their short-haul fleet. Photo: American Airlines What is the American Airlines A319 plan? According to CH-Aviation, American Airlines currently operates 133 A319 aircraft across its network. Because they operate so many, they are ideally set up to take more on board. "We are the largest operator of the A319 in the world. As there are more and more of these kinds of planes [i.e. small narrowbodies] that come online it effectively lowers the market value of the A319s at a time when so many A319s are aging out of their initial lease terms... That creates a unique opportunity for us where our decision isn't necessarily to go buy a brand new small narrowbody, we can still be players in the used narrowbody space," Raja said in an internal company-wide letter listed aviation blog View from the Wing. There are several advantages to this plan rather than ordering brand new narrowbodies; The first is that they won't need to train pilots, cabin crew and maintenance staff in the new type, as they have all the infrastructure in place. The second is that they already have the aircraft perfectly configured for their network (or vice-versa) and won't need to change their logistics, routes or flight planning. Plus with more and more airlines retiring the A319 over the new few years, American Airlines will be able to have their pick of the best. Lastly, they already know the economics of the aircraft, and with a cheaper price to acquire them, they will be able to realize economic advantages long before their competitors. https://simpleflying.com/american-airlines-airbus-a319-purchase/ Back to Top Boeing 737 Max planes moved from Singapore to Alice Springs 'graveyard' Six Boeing 737 Max 8 planes - the model involved in two recent crashes that resulted in mass casualties - will be stored at an Alice Springs "plane graveyard". The first of the six Silk Air 737 Max aircraft from Singapore touched down at the Australian site yesterday, after getting clearance from the Civil Aviation Safety Authority (CASA) to be moved there. They are being moved to avoid structural damage as Singapore enters its tropical wet season. An aircraft "graveyard" in Alice Springs will store six Silk Air planes from Singapore to protect them from the tropical wet season. Six Silk Air Boeing 737 Max aircraft are being stored at an Alice Springs facility to protect them from Singapore's tropical wet season. According to Asia Pacific Aircraft Storage, the planes have been moved for long-term storage. "The aircraft are being positioned here due to the climactic conditions in Alice Springs - predominantly a low-humidity environment," APAS spokesman Tom Vincent told ABC News. He said the conditions in the Alice were ideal for preserving the asset of the aircraft and would minimise corrosion and other issues. APAS have taken on the mammoth project of recertifying the aircraft under its care, with engineers already working to preserve the aircraft. "Once the aircraft has been recertified and capable to return to service, we will undertake another significant amount of work to reactivate the aircraft," Mr Vincent said. https://www.9news.com.au/world/grounded-boeing-737-max-aircraft-moved-to-alice- springs-plane-graveyard/d3bba893-70b3-42f9-93b9-6a0da5918242 Back to Top UPS gains FAA permission for drone deliveries with few restrictions UPS drone delivery approved UPS Flight Forward attained the FAA's first full approval for drone delivery.(UPS) By THOMAS BLACK AND ALAN LEVIN United Parcel Service Inc. won U.S. certification to fly drones under regulations similar to those for airlines, a milestone that allows the company to vastly expand airborne deliveries. The Federal Aviation Administration gave the courier permission to use delivery drones at hospital, university and corporate campuses with few restrictions, for example, letting operators fly the aircraft at night and over people. Current regulations prohibit drone flights after dark, above people, beyond the remote pilot's line of sight and at weights heavier than 55 pounds. "We believe now there are hundreds of campuses across the United States where we're going to be able to offer this solution," UPS Chief Transformation Officer Scott Price said in an interview. "We're pretty confident we're going to be at the forefront of trialing the various models." The FAA's decision, announced Tuesday, is a big step forward in the move toward routine drone shipments. The devices promise to reduce carriers' costs as the surge of e-commerce increases demand for home delivery, which squeezes profit margins because there are fewer packages per location than at business addresses. So significant is the FAA certification that UPS Chief Executive Officer David Abney plans to mark the occasion by ringing a bell at the company's headquarters that is reserved for corporate milestones, such as big mergers. The Atlanta-based company said it has already made more than 1,000 revenue- generating test flights at the WakeMed hospital campus in Raleigh, N.C., recently including the first beyond the operator's line of sight. UPS expects to roll out more drone deliveries in advance of more expansive regulations that are expected in 2021. UPS drone delivery approved UPS Flight Forward attains FAA's first full approval for drone delivery.(UPS) UPS eventually will make residential deliveries with drones, most likely in rural and suburban areas, Abney said in an interview on Bloomberg TV. In one scenario, drones would be launched from the top of a delivery truck to make shipments while the driver continues on the route. The drones would return to the vehicle, ready to be loaded with another package, he said. "We're excited about where we are. We're way ahead of anyone else," Abney said. "But, there's much more to come and UPS is going to lead the way." The FAA certification comes under Part 135 of FAA regulations, which requires extensive manuals, training routines, maintenance plans and a safety program. The designation for UPS also makes it easier to obtain exemptions at locations other than campuses. UPS demonstrated that its drone operations met the FAA's "rigorous safety requirements" for the air carrier certificate based on test flights and extensive documentation, the U.S. Transportation Department said. "This is a big step forward in safely integrating unmanned aircraft systems into our airspace," Transportation Secretary Elaine Chao said in a statement. UPS, which operates 564 owned and leased traditional airplanes, is interested in drone deliveries of parcels as well as heavy cargo, Price said. The company plans to announce strategic partnerships with drone makers, the designers of traffic-management systems and customers such as retailers. "We don't limit ourselves by weight. We don't limit ourselves by use case," Price said. Drone adoption has been slow going as authorities wrestled with how to regulate the devices. Early drone deliveries such as those conducted by UPS and other companies assist authorities and couriers to address challenges such as creating a traffic- management system and testing technology for the unmanned aircraft to avoid objects in flight. Alphabet Inc.'s Wing, an offshoot of Google, received partial approval to operate as a small commercial airline in April. The company announced Sept. 19 that it will begin delivery tests in Virginia in a partnership with FedEx Corp. and Walgreens Boots Alliance Inc. Amazon.com Inc. unveiled a sophisticated drone design in June and said it hoped to begin testing it soon. The online retailer hasn't commented on whether it is seeking similar FAA approvals. A handful of businesses have received approval to fly beyond an operator's line of sight in FAA test programs. Several other companies, including Flirtey Inc. and Zipline, are seeking approvals or have conducted delivery flights in other countries. UPS already is proving that it can deliver products faster and cheaper by drone, Price said. WakeMed will be able to keep anti-venom medication at a central location and send it by drone to where it's needed, reducing the cost of keeping inventory at several buildings. Drone deliveries have huge potential, Price said, though he declined to speculate how much revenue they will be able to generate. "It wasn't too long ago that people thought selling books online was a niche business," he said. "The world needs to not limit what is the future because I think there is massive opportunity here." https://www.latimes.com/business/story/2019-10-01/ups-faa-permission-drone- deliveries Back to Top Mother, daughter pilots encourage others at Cochise College DOUGLAS, Ariz. - Pilots have a lot to do before they take off, and of course they need a good co-pilot. In a plane at Cochise College in Douglas (Arizona), one team has quite literally taken its relationship to new heights -- 14,000 feet to be exact. "Being able to talk aviation and share that passion and everything that is involved with it is just a whole 'nother level of connection which is really cool," said Belinda Burnett. Meet Belinda and Katherine Burnett. The mother and daughter are pilots and flight instructors at the college. They share a love for aviation that connects them from the cockpit, to the kitchen table. "Sometimes we do have to kind of stop ourselves," Katherine said. "My brother thinks it's fascinating so usually he'll kind of jump in, but my dad has heard about it for 30 plus years and is kind of over it." Long before Katherine was born, Belinda began working for the aviation department at Cochise College. She's a graduate of the program and at one point was the director. "I have students who work for the FAA, students who work for the airlines, corporate," Belinda said. And the list goes on! Belinda recently retired, but is back in the hangar on a part-time basis as a consultant. It's hard for her to stay away from a career she fell in love with in the 1980's. "I came out and did an interview with the then director of aviation, Lee Oppenheim, who took me up on an introductory flight," Belinda said. "And as they say the rest is history. I fell in love with it." Fast forward a few decades and Belinda was the one who took her daughter on that introductory flight, after some motherly advice of course. "She blew me off every time," Belinda said. "And finally I think out of guilt she finally came one day and I knew I was in trouble when we got in the airplane and she would not stop asking questions. And it was a million questions." Those questions haven't stopped. "I remember getting out of the plane being so overwhelmed because I wanted to know what everything did, and how it worked and how i could do it by myself," Katherine said. It's clear the Burnett's love what they do, but overall women still make up a very small percentage of the industry. In fact according to the non-profit Women in Aviation International , women account for about 6% of all pilots. "I think that people are just not exposed to it like a lot of predominately male fields," Belinda said. "People see it as maybe tougher to get involved in." Is it a tough field? You bet, they say. You need to know how to multi-task, think outside the box and maybe keep these words from Belinda in mind. "Grace and mercy. Grace and mercy because every day you have to practice it, not only for yourself but for your students and co-workers," Belinda said. "Because we all make mistakes and we're all here to help build each other up and not tear each other down. "So share a little of both because you're probably going to need a little bit yourself along the way," Belinda said. Over the years Belinda has been able to build up thousands of women and men in the aviation program. It's important to have a mentor, she says, and the first time Katherine went up solo she certainly had a strong female to cheer her on. Old pic of Katherine (daughter) "I remember getting halfway through the traffic pattern thinking, 'oh wait, I'm by myself. I can't believe someone let me do this,'" Katherine said. "And then after the first takeoff I didn't want to come down." The aviation department at Cochise College in Douglas has a maintenance hangar, a runway and a number of planes for training. Every semester there are an average of 40 to 25 students in the program. Right now there are six women enrolled. https://www.kgun9.com/news/local-news/mother-daughter-pilots-encourage-others-at- cochise-college Back to Top Airlines are taking heat over jet pollution. Air France will carbon offset emissions from all its domestic flights by 2020. A picture taken Sept. 27, 2019, at the Airbus delivery center in Colomiers, southwestern France shows Air France's first Airbus A350. The airline has announced a plan to offset all of its carbon dioxide emissions from domestic flights by next year. The chief executive of Air France says the carrier will voluntarily offset all of its carbon dioxide emissions from domestic flights by next year. Anne Rigail told daily Le Parisien in an interview published Tuesday the French airline will invest "several million euros" in projects such as planting trees to soak up CO2 emitted by about 500 daily flights in France. Carbon dioxide is the most common man-made greenhouse gas, produced by the burning of fossil fuels such as gas and kerosene. Current and planned emissions trading systems to limit the amount of CO2 emitted by flights currently don't cover domestic trips. United Airlines could power jets with fuel made from trash at new Gary plant » The airline industry has come under pressure from climate change campaigners in recent years for its growing emissions which represent more than 2% of the global total. https://www.chicagotribune.com/business/ct-biz-air-france-carbon-offsets-aircraft- emissions-eco-skies-20191001-phnvtajsundh5fbpht2mbgfayy-story.html Back to Top The J37 Viggen Jet: The Forgotten Killer Fighter Jet from Sweden? Key point: Sweden took its security seriously and built a well-designed domestic fighter jet to contend with its neighbors. During the Cold War, Sweden developed a multitude of advanced aircraft. Swedish aircraft served not only in the Swedish Air Force, but also in the Austrian, Danish, and Finnish Air Forces. One of the most advanced designs in its time was the AJ 37 and AJS 37 "Viggen" strike aircraft. The AJ 37 Viggen is the primary variant of the Viggen family of jets, which also includes patrol, trainer, and reconnaissance variants. It was designed to be a strike fighter from the outset, featuring an advanced navigation system (for the time), a ground-attack radar with a terrain avoidance features, and an advanced HUD to assist the pilots on doing pop up attacks. Like the original Harrier, it was designed to be based close to the front and thus was designed with STOL functionality in mind. As a result, the airframe incorporates significant features to improve the STOL characteristics of the Viggen. A thrust reverser allows for the Viggen to land within five hundred meters, the airframe is designed to touch down without flaring at low speeds to minimize damage to expedient fields and roads. Smart design also meant the Viggen could rearm extremely quickly, turnaround times were clocked at under twenty minutes with conscript ground crews, maximizing the rapidity to which the Swedish Air Force could respond to an attack. It was estimated that aircraft could fly upwards of five sorties a day. It was armed with Swedish rocket pods and bombs, the Rb 04E anti-ship cruise missile, and later on the Bk90 Mjölnir cluster munitions dispenser (in the AJS 37 variant). These gave it a formidable strike and anti-ship capability. It also could carry Rb 24 or Rb 74 Sidewinder IR missiles for self defense, and use the ground-attack radar in a limited air- to-air mode. The AGM-65 "Maverick" was also integrated into the AJ 37 Viggen after it entered service. When it was integrated and advanced new type of display was used to display the image from the missile seeker at the head level of the pilot. All of these weapons were heavily integrated into the avionics of the Viggen, going along with its strike focus. With rocket pods, the pilot could program an attack zone as a waypoint and the HUD would guide the pilot in for an attack on it. Similarly, the avionics supported many different bombing modes for the general purpose bombs. Toss bombing, dive bombing, high and low drag methods all are programmed in, giving the pilot lots of flexibility when it came to bomb employment. Likewise, the Rb 04E was integrated into the navigation computer and HUD, with ranging marks and effective range being displayed in the hud. The AJS 37 even integrated the advanced Rb 15F anti-ship missile, which could navigate to different waypoints to conduct swarm attacks and hit a ship from different angles. On a typical attack run, the Viggen would move to its target fast and low. The powerful engine gave it the capability to go supersonic at low levels. At a low altitude, the AJ 37 Viggen was one of the fastest aircraft in the world. The terrain following feature of the radar was also critically important and gave it all weather capability. In reduced visibility conditions the strike Viggens could carry out their mission without problem at low level. This would allow it to quickly dart in between mountains in the north of Sweden without being picked up on enemy air defense radars. The Viggen is a prime example of Sweden's ability to develop an advanced aircraft that was ahead of its time in many ways. Most NATO air forces would only get a similar attack/terrain-following radar to the one the Viggen had in 1979 with the Panavia Tornado. In a theoretical conflict Viggen squadrons would likely have inflicted casualties on Soviet battle groups attempting to pass into the Atlantic north of Sweden, or in the Baltic Sea to the south. It also likely would have wreaked havoc on enemy ground forces with its rapid, hard-to- defend from popup rocket attacks. Fast rearm times and fast air speeds meant that Viggens would be able to have an effect on the battlefield outsize to their number in service. Of course, such a rapid sortie schedule would have a terrible effect on the airframes of Viggens. But like most Cold War strike aircraft it was expected to have a very high attrition rate despite its advanced features. Swedish Cold War planners expected that the defense of Sweden would be a very rapid war, so the longevity of the airframe was a secondary concern. https://nationalinterest.org/blog/buzz/j37-viggen-jet-forgotten-killer-fighter-jet- sweden-84636 Back to Top Airbus Sees Commercial Jet Demand Growing 4.3% 20-year outlook projects a global market for almost 48,000 passenger and cargo aircraft by 2038 Airbus SE issued its 20-year commercial-aircraft market forecast, identifying demand for 39,210 new passenger and cargo jets amid a global fleet of almost 48,000 aircraft by 2038. The OEM noted the number of commercial aircraft in service worldwide will more than double over the 2019-2038 period, from nearly 23,000 in service now, expanding by a 4.3% annual growth rate. The emerging market will require 550,000 new pilots and 640,000 new technicians, according to Airbus. More specifically, Airbus foresees a need for 39,210 new passenger and freighter aircraft: 29,720 small aircraft; 5,370 medium aircraft, and 4,120 large aircraft. Of these, 25,000 aircraft represent new market growth, and 14,210 are seen replacing older aircraft. The Airbus figures contrast with rival Boeing's Current Market Outlook study for the same 20-year period. Boeing put the total market for commercial jets at 44,040 in its report issued in June of this year. Contrasting to both manufacturers' forecasts, investment bank UBS issued a study predicting that increasing concern about commercial aviation's impact on the environment will contribute to lower passenger volumes and reduced jet demand. Citing surveys of passengers who claim to be cutting their air travel over climate concerns, as well as new European ticket taxes meant to discourage domestic and long-distance travel, UBS's model predicts intra-European traffic over the next 20 years will grow by just 1.5%/year. Airbus maintains that air traffic has more than doubled since 2000, and is increasingly important in connecting large population centers, even in emerging markets where travel costs frequently are highest. Airbus noted that about 25% of the world's urban population is responsible for more than 25% of global GDP, implying that "aviation mega cities (AMCs)" will continue to drive growth for global aviation. Developments in fuel efficiency also are driving new-aircraft demand, to replace less fuel-efficient aircraft. https://www.americanmachinist.com/news/airbus-sees-commercial-jet-demand- growing-43 Back to Top Relativity, a new star in the space race, raises $140 million for its 3-D printed rockets With $140 million in new financing, Relativity Space is now one step closer to fulfilling its founders' vision of making the first rockets on Mars. Tagging along for the ride are a motley assortment of millionaires and billionaires, movie stars and media moguls that are providing the money the rocket launch services provider and manufacturer of large-scale, 3-D printers needs to achieve its goals. The new financing will give Relativity the cash to fully build its "Stargate" factory, a semi-autonomous, full-scale production facility that will house the company's massive 3- D printers and produce its first rocket, the Terran 1. Using its proprietary printing technology, Relativity says it can slash the time it takes to develop a rocket from design to launch by up to two years. Manufacturing can be done within 60 days, according to the company's claims, and its vehicles have a payload capacity of up to 1250 kilograms (SpaceX's largest rockets will have roughly 100 times that payload capacity). Space startups and established companies alike are now rocketing forward with plans to support the race to establish a foothold on the surface of the Moon as a first step toward getting humanity's first footsteps on Mars. Even as Relativity was finalizing the details of this new financing round, Elon Musk was unveiling new details . about his Starship, designed to carry heavy payloads to the Moon and Mars; and NASA began doling out cash to companies that would provide transportation, infrastructure, and support for future lunar missions. For now, Relativity remains focused on the clear, near-term business opportunity of getting more satellites into the Earth's orbit for telecommunications companies. The financiers funding the company's plans are a mix of Silicon Valley venture capital firms and members of Hollywood's elite, which is only fitting for a company whose headquarters are in Los Angeles, but whose business takes it to the far flung research centers and launch facilities which support the U.S. space industry. From Hollywood, Relativity has managed to coax cash from the founder of the Creative Artists Agency, Michael Ovitz, and the Academy Award-winning actor Jared Leto (whose venture capital portfolio is as impressive as it is diverse). Zillow co-founder Spencer Rascoff and Lee Fixel, the former superstar investor for Tiger Global, are also on board. The two firms leading the deal are Bond Capital, a relatively new growth capital investment firm co-founded by the celebrated Wall Street financial analyst, Mary Meeker, and former private equity investor, Noah Knauf (after their stint running KPCB's growth capital arm); and Tribe Capital, which was formed in the wake of the dissolution of Social Capital. Relativity Space chief technology officer Jordan Noone next to one of the company's 3-D printers If anything, the presence of a growth capital investment firm like Bond, which has not invested in companies operating in what some investors have considered to be frontier markets or technologies, speaks to the strength of the space industry as a whole. "Our entire investment strategy is to invest at the inflection points where things cross over from froniter to mainstream investments," says Knauf. "We've spoken to what amounts to billions of dollars in potential demand for the company over time... They need a faster, better, cheaper solution." Some of Bond's fears are likely alleviated by the fact that Relativity has already signed a number of agreements with satellite companies looking to get their equipment into space. To date, Relativity has publicly announced contracts with four vendors including: Telesat and Mu Space for their low earth orbit constellations, and Spaceflight and Momentus, which provide ride-share and in-space shuttle positioning services for small and medium-sized satellites. And, over the past year, the company has been steadily building out launch and manufacturing infrastructure to support its lofty ambitions and initial customers. Relativity has already built fully printed first and second stage structures; assembled the second stage of the Terran 1; completed its first turbopump tests; and conducted more than 200 engine hotfire tests at its facility in NASA's Stennis Space Center. Relativity has also completed tests of its avionics architecture and hardware and conducted an analysis of the vehicle's design and coupled loads. Relativity's launch, manufacturing and test facilities are spread among Cape Canaveral, NASA's Stennis Space Center and the company's Los Angeles headquarters. The company expects to secure a polar and Sun Synchronous Orbit (SSO) capable launch site by the end of 2019. It also doesn't hurt that the company has developed sophisticated manufacturing technologies that have terrestrial applications, if the rocket business fails to take off. "The fit here is perfect for rockets and perfect for aerospace categories," Knauf says of the company's proprietary 3-D printing technology. "These guys have built the world's largest 3-D printer." Those printers and the software-defined, flexible manufacturing capabilities that they enable have massive value on their own, but Relativity co-founders Tim Ellis (a former Blue Origin employee) and Jordan Noone (who worked at SpaceX previously) are focused on building and launching their own rockets - on Earth and eventually on Mars. "We're really really truly focused on the rockets for now," says Ellis. "Being an application layer company is what's more interesting ... [and] we're seeing so much demand for the rocket launches." Ellis also has his eyes fixed beyond the low Earth orbit launch services that the company currently provides. "We're building the future of humanity space," he says. "Everyone is on board with this vision of 3-D printing . on Mars." https://techcrunch.com/2019/10/01/relativity-a-new-star-in-the-space-race-raises-160- million-for-its-3-d-printed-rockets/ Back to Top RESEARCH SURVEY Dear Part 141 Flight School Senior Staff, The Ohio State University's Center of Aviation is conducting a comparative analysis of Part 141 program models through its student capstone course. The goal of the study is to better improve factors such as instructor retention, aircraft utilization, and general program attraction. All Part 141 flight schools are encouraged to participate! This survey is meant for Part 141 aviation program staff who have knowledge of current pay rates, CFI benefits, and fleet utilization data. The data received from this survey will be shared with collaborators, upon request. Although any feedback received will aid us in our analysis, all questions are considered optional. We understand that not all data requested may be available to you. We estimate this survey will take 20 minutes or less to complete. For more information or assistance with this survey, please contact Noel Benford at Benford.15@osu.edu. Survey https://qtrial2019q3az1.az1.qualtrics.com/jfe/form/SV_aVR6Y5B50Lu23qd Back to Top GRADUATE RESEARCH SURVEY Dear Participants, You are being asked to participate in a research study to assess a pilot's trust in air traffic controllers. This study is expected to take approximately 5 minutes of your time. In order to participate, you must be a resident of the United States, at least 18 years old, and a certified pilot. Participation in this study is voluntary, and you may choose to opt out of the study at any time. If you choose to opt out, your data will be immediately destroyed. We appreciate your consideration and time to complete our study. Please click on or copy and paste the URL below: https://forms.gle/JmvoYiUBb3BfJbgY9 For more information, please contact: Brad Baugh, Ph.D. in Aviation Candidate baughfd0@my.erau.edu We appreciate your interest and participation! Back to Top Back to Top Manager, Internal Evaluation Program Internal Evaluation is an essential component of Safety Management Systems (SMS). This role will partner with the SMS Director to help department heads implement best practices and measure their success against established metrics. Responsible for developing and executing the internal audit process to evaluate NetJets Aviation's operational policies and procedures. Design audit standards that will objectively examine internal processes for conformity to accepted best practices and compliance with regulatory standards. Report findings to the responsible department heads and assist in developing corrective action plans. The position will also coordinate third-party audits performed on NetJets Aviation and may serve as a Point of Contact for audit vendors. 30%: Develop and maintain internal audit processes, procedures, and documentation to analyze NetJets Aviation flight operations, training, and maintenance policies. 30%: Conduct internal audits on a schedule to be adjusted annually; report findings and observations to affected managers. 20%: Conduct all federal and other relevant regulatory compliance analysis related to flight and maintenance operations as assigned. 10%: Coordinate audits performed on NetJets by third-party vendors and prepare departments for external audits. 10%: Support SMS change-management initiatives as a subject matter expert or team leader as required. Education Level: Bachelor's Degree Course of Study/Major: Aviation / Business or related field, or equivalent combination of training and experience. Type of Credentials/Licenses: FAA Commercial Pilot, Aircraft Dispatcher, or Maintenance Technician Related Work Experience: 6-8 years * 2+ years in an aviation management position (dispatch, maintenance, scheduling, in-flight), or as a line pilot, with a certified air carrier (91K, 135, or 121). * In-depth knowledge of SMS concepts and the carrier's regulatory environment. * Working knowledge of auditing principles, standards, and practices. * Experience with root-cause analysis and process development. * Excellent written and oral communication skills. * Demonstrated leadership skills and ability to manage multiple projects and/or working groups. * Outstanding analytical and problem-solving abilities. To apply, please visit www.netjets.com/careers Back to Top Maintenance Safety Specialist The Maintenance Safety Specialist position assists the Director, Maintenance Safety in the execution of the comprehensive NetJets Safety Program. This includes reviewing, evaluating and processing safety reports, analyzing data, assessing risks and making recommendations on how to minimize the risks involved in NetJets flight and maintenance operations. Assist the Director, Maintenance Safety in development and execution of the NJA safety programs through: 50%: Evaluate, analyze and process safety reports submitted to any of the NJA administered Aviation Safety Action Programs (ASAP) including but not limited to: * Investigating the issues raised in each safety report * Make recommendations to management regarding changes to policy, procedures and practices to enhance safety * Collection and analysis of policy, maintenance records, and fatigue assessments to determine if safety enhancements are available or warranted. * Provide opinion and interpretation of collected materials to the ASAP ERC. * Act and speak on behalf of NJA as the ASAP Event Review Committee (ERC) representative on a rotating basis. * Administer corrective actions in response to ASAP ERC findings. 20%: Participate in, or conduct research into irregular events occurring during NJA maintenance flight operations 10%: Research and analyze trend data in the NetJets Safety Program and other industry data. 10%: Track ASAP related safety recommendations and corrective actions to ensure that follow-up actions have been taken that are effective. Determine if the actions have been effective and if not, make recommendations for additional changes or corrective action. 5%: Contribute to the production of the NetJets Aviation Safety Action Program (ASAP) quarterly newsletters. 5%: Acts as an information conduit to bring safety of flight issues to the attention of management and to deliver safety information to NJA employees. Education Level: High School Graduate Type of Credentials/Licenses: Maintenance Technician Certificate, A&P License Related Work Experience: 2 years or equivalent experience Required: * Must be able to work independently and use independent discretion and judgment. * Exposure to responding to irregular events as well as identifying, evaluating and writing risk assessments for said events. * Familiarity with safety analysis, trending and risk assessment. * Ability to use sound judgment in analyzing reports, assessing risks and making recommendations. * Must possess a demonstrated high degree of personal and professional integrity with the ability to maintain confidentiality. * Detail oriented characteristics with an ability to prioritize multiple objectives in a dynamic environment with constantly shifting priorities. * Strong verbal and written communication with the ability to write effective reports, business correspondence and procedure manuals. * Technical computer expertise and proficient knowledge in commercial off-the-shelf applications, such as Microsoft Office (Word, Excel, and PowerPoint). * Must be effective working both individually as well as in a team environment with the ability to interact in a tactful manner. * Able to read and interpret general business periodicals, professional journals, technical procedures and governmental regulations with a working knowledge of applicable Federal Aviation Regulations. * Demonstrated ability to interact with people at varying levels of authority. Desired: * Operational Experience within Aviation Safety, Flight Operations, Maintenance, or equivalent transportation industry. * Professional training and/or education in safety or investigation fundamentals. * Experience or training in Aviation Safety Action Program (ASAP). * Professional experience and/or education in aviation safety investigations with particular experience or training in Aviation Safety Action Program (ASAP). * Professional experience and/or education in aviation safety. * Demonstrated public speaking and presentation skills with the ability to effectively present on both the individual level and to large audiences, including NetJets employees, industry professionals and federal agencies. To apply, please visit www.netjets.com/careers Back to Top Technical and Training Manager Flight Safety Foundation l BARS Melbourne, Australia An exciting role for a high-performing aviation expert as Technical and Training Manager with Flight Safety Foundation. Flight Safety Foundation is a non-profit organization staffed and managed by a small group of specialists in aviation safety and aviation communications. Operations are overseen by a board of governors, with primary guidance by a foundation governance council. The board is composed of executives from all segments of the global aviation industry to provide as broad a view of issues as possible. In addition, several standing advisory committees and ad hoc study groups provide focused, detailed direction and assistance in identifying and addressing opportunities for the continual improvement of aviation safety worldwide. Founded in 1947, today, membership includes more than 1,000 organizations and individuals in 150 countries. The Foundation is based in Alexandria, Virginia, USA and has a regional office in Melbourne, Australia. The predominant purpose of the Melbourne office of FSF is to run the BARS Program. The BARS Program is made up of a suite of risk-based aviation industry Standards with supporting Implementation Guidelines. There are dedicated Standards for Contracted Aviation Operations, Offshore Helicopter Operations, Aerial Mustering and Remotely Piloted Aerial Systems. The role of Technical and Training Manager has been created to support the Managing Director in the delivery of the BARS Program objectives and support the Technical team in the function of the Audit Program delivery and quality control. We are seeking to appoint a candidate with the following credentials: - Relevant tertiary qualifications in Business and/or Engineering, * Extensive experience (10-15+ years) in either flight operations (pilot or flight engineer) roles or a maintenance & engineering role. * Aviation background and knowledge-based leadership (through aviation technical expertise) is critical to the success of the role * The ability to lead and coach the Technical team by developing and educating them in areas of aviation safety. * Deep understanding of Safety Management Systems (SMS) (ICAO Annex 19 and Doc 9859) and Quality principles (ISO 9001:2016 or ISO 9000). * Experience in delivering training in a classroom environment. * Excellent written skills to undertake data analysis and prepare reports. * Excellent communications skills and the ability to confidently present at Public Speaking events * Strong analytical skills to interpret complex data * Strong organisational and project management skills * Competent with Microsoft Office - Word, Excel PowerPoint and Outlook * Tableau or Power BI would be an advantage * Prepared to travel domestically and internationally regularly (unrestricted passport) * Pilots - Accident free record This role will be based in Collins Street, Melbourne, Australia For a confidential discussion about this role or to receive a copy of a detailed Position Description, please contact Jennifer Galvin-Rowley on +61 410 477 235 or email jen@galvinrowley.com.au Applications should be made online by visiting www.galvinrowley.com.au Curt Lewis