Flight Safety Information November 13, 2019 - No. 234 In This Issue Some U.S. airlines willing to take 737 MAX jets before pilot training approval: sources Indonesia waiting on major global aviation regulators for return of 737 MAX: official Boeing gives pilot new job after firestorm over leaked messages Incident: Spirit A319 at Sacramento on Nov 11th 2019, fumes in cockpit Incident: Southwest B737 at Santa Ana on Nov 10th 2019, gear and speed control problem on departure Incident: Ryanair Sun B738 at Krakow on Nov 12th 2019, gear problem on departure Incident: Delta A332 at Zurich on Nov 12th 2019, engine shut down in flight Incident: China Eastern A333 near Nanchang on Nov 12th 2019, loss of cabin pressure Accident: UPS MD11 at Kansas City on Nov 7th 2019, flock of geese affecting all engines Bell 214B-1 Big Lifter - Hard Landing - Roll Over (Australia) Under fire for Boeing 737 Max crashes, FAA chief vows to examine how humans interact with automated How the big U.S. airlines managed an unprecedented 18-year safe streak Airport worker who fueled Tampa surgeon's plane before deadly crash had just been hired The Real ID deadline is really coming. Should airlines warn you? Fort Worth Brings Record for BBD Safety Standdown Passengers Evacuated From Flight After Man Boarded Plane Without Passport or Boarding Pass Court Rules Government Can't Search Your Phone At the Airport For No Reason Boeing head of commercial aircraft public relations resigns How Pilots Teach Us to Approach New Technology USAF Research Lab builds an 'open source' jet engine in 13 months This New Air Taxi Startup Wants to Help SoCal Commuters Bypass LA's Infamous Traffic German military refuses to take delivery of two Airbus A400M planes Why SpaceX's plan to put 25,000 satellites in orbit is bad news for astronomers CABIN CREW FATIGUE RESEARCH PROJECT Business Aviation Safety Consortium (BASC) BlazeTech Aircraft Fire Hazards, Protection and Investigation Course - May 26-28, 2020 in Woburn MA, USA Flight Data Solutions Applied International Aviation Meteorology" course - Nov 2019' Some U.S. airlines willing to take 737 MAX jets before pilot training approval: sources CHICAGO (Reuters) - Some U.S. airlines are willing to pick up their 737 MAX jets from Boeing Co as soon as December if the Federal Aviation Administration (FAA) approves delivery of the grounded planes before new pilot training is agreed, three people with knowledge of the matter said. FILE PHOTO: Grounded Boeing 737 MAX aircraft are seen parked in an aerial photo at Boeing Field in Seattle, Washington, U.S. July 1, 2019. REUTERS/Lindsey Wasson/File Photo Hundreds of 737 MAX jets have rolled off Boeing's Seattle production line in the months since two fatal crashes on the aircraft led to a global safety ban, forcing the planemaker to park un-flown jets at facilities across Washington state until regulators approve software and training updates. Boeing on Monday said the FAA could issue an order approving the plane's return to service in December, even though approval for training changes would take more time. The FAA has repeatedly said that it has set no time frame for the process. FAA Administrator Steve Dickson said on Tuesday that a decision for the MAX "will be made solely on our assessment of the sufficiency of Boeing's proposed software updates and pilot training." By starting to hand over 737 MAX jets, Boeing would get a head start on what airlines predict will be the biggest delivery logjam in civil aviation history, while also protecting output. The longer the 737 MAX grounding lasts, the longer it will take Boeing to work through deliveries and the higher the risk it will have to halt production of the money-spinning MAX. The people with knowledge of the situation spoke on condition of anonymity due to continued uncertainty surrounding a definitive return-to-service date. Southwest Airlines, American Airlines Group Inc and United Airlines, which had MAX aircraft in their fleets at the time of the March grounding and more on order, have had to repeatedly extend daily flight cancellations as they await regulatory approval. Alaska Air Group Inc was expecting to receive its first 737 MAX deliveries this year. The conditions for 737 MAX delivery or contract terms were not disclosed, raising questions on whether any movements would be more of a pre-positioning rather than an actual delivery. Aircraft deliveries entail extensive paperwork, lawyers, and crucially, payment. One benefit is that aircraft do not depreciate until they start flying, so while an aircraft may be sitting, it still retains the same value until it begins to fly, one person said. Some 737 MAX jets are in long-term storage with their engines sealed to prevent invasion from birds and wildlife, while others are receiving nearly daily checks that would enable a quicker return to flight. Either way, there is an expense. Boeing has already set aside billions to compensate airlines for the cost of the grounding. Still, Southwest, American and United have all said that they want their MAX orders as soon as possible. "Not being at the front of the line may impact each airline's delivery plans," said Greg Bowen, committee chairman for training and standards at the Southwest Airlines Pilots Association. https://www.reuters.com/article/us-boeing-737max-airlines-deliveries/some-u-s-airlines-willing-to-take-737-max-jets-before-pilot-training-approval-sources-idUSKBN1XM2W2 Back to Top Indonesia waiting on major global aviation regulators for return of 737 MAX: official Indonesia will not approve the return of the Boeing Co 737 MAX to its skies until after aviation regulators in the United States, Europe, Brazil, Canada and China do so, an official at Indonesia's aviation regulator said. A Lion Air 737 MAX crashed shortly after take-off from Jakarta last year, killing all 189 people on board, and the model was grounded globally following a second deadly crash in Ethiopia in March this year. Indonesian investigators last month released a final report into the Lion Air crash that included recommendations to Boeing, the U.S. Federal Aviation Administration (FAA) and the airline on improving safety practices. https://www.yahoo.com/finance/news/indonesia-waiting-major-global-aviation-070521993.html Back to Top Boeing gives pilot new job after firestorm over leaked messages - sources FILE PHOTO: Dozens of grounded Boeing 737 MAX aircraft are seen parked at Boeing Field in Seattle SEATTLE (Reuters) - One of two Boeing Co technical pilots who described flaws in a crucial flight control system in leaked 2016 instant messages has been transferred to a new job at the U.S. planemaker, two people familiar with the matter said on Tuesday. The 2016 conversation between the employee, Patrik Gustavsson, and then-colleague Mark Forkner, erased some $14 billion of its market value after they became public last month. Forkner's comments were among those pinpointed by U.S. lawmakers during back-to-back hearings in Washington as evidence Boeing knew about problems with flight control software well before the two crashes in the span of five months killed a total of 346 people. Gustavsson was a chief technical pilot for the 737 program at the time Forkner told him the jetliner's so-called MCAS stall-prevention system as "running rampant" in a flight simulator. Gustavsson later replied that other pilots had kept them "out of the loop" on changes to MCAS. Gustavsson was recently moved to a new job, two people said. One of them added that Gustavsson was transferred within the last two weeks to Boeing's Test & Evaluation group. That group includes pilots who put the actual 737 MAX aircraft through hundreds of hours of test flights before the jetliner entered service. Forkner is now a First Officer at Southwest Airlines after he left Boeing in 2018, according to his LinkedIn profile. Before the change, Gustavsson was a 737 technical pilot for roughly 5 years, according to his LinkedIn profile. Gustavsson and Forkner were part of a team that worked on the flight manuals airlines now used since the 737 MAX entered service in 2017, and fielded operations and systems questions from dozens of global airlines operating thousands of 737 aircraft globally, former employees told Reuters in late October. Forkner had worked to calibrate the 737 MAX simulator software to identify and fix glitches and make it feel as much as possible like the aircraft itself. Before Boeing, Gustavsson spent 11 years in various roles such as simulator instructor at Ryanair Holdings PLC , his LinkedIn profile said. While Gustavsson's new role was not immediately clear. If he was made a test pilot in the Test & Evaluation group, he would have likely received a 15%-20% raise, one of the people said. https://www.yahoo.com/finance/news/boeing-gives-pilot-job-firestorm-204041960.html Back to Top Incident: Spirit A319 at Sacramento on Nov 11th 2019, fumes in cockpit A Spirit Airlines Airbus A319-100, registration N510NK performing positioning flight NK-8802 from Sacramento,CA to Las Vegas,NV (USA) with just crew on board, was climbing out of Sacramento's runway 16L when the crew donned their oxygen masks and stopped the climb at about 8000 feet reporting they were working a fumes event in the cockpit. The aircraft returned to Sacramento for a safe landing on runway 16L about 14 minutes after departure and taxied to the apron. The airport reported the aircraft had had maintenance issues earlier the day and was about to position to Las Vegas, when the aircraft turned around due to the smell of fumes. Emergency services checked and cleared the aircraft. There was smoke in the cockpit. The aircraft carried no passengers. https://flightaware.com/live/flight/NKS979/history/20191112/0539Z/KSMF/KSMF http://avherald.com/h?article=4cf2c029&opt=0 Back to Top Back to Top Incident: Southwest B737 at Santa Ana on Nov 10th 2019, gear and speed control problem on departure A Southwest Airlines Boeing 737-700, registration N7744A performing flight WN-4095 from Santa Ana,CA to Dallas Love,TX (USA) with 139 people on board, was climbing out of Santa Ana when the crew reported they had a gear issue. The aircraft levelled off at 5000 feet and prepared for a return to Santa Ana, the crew subsequently decided to divert to Los Angeles,CA (USA) where the aircraft landed safely on runway 25L about 35 minutes after departure. A replacement Boeing 737-700 registration N248WN reached Dallas with a delay of about 3 hours. Late Nov 12th 2019 (Pacific Standard Time) the FAA reported: "the crew advised they were experiencing speed-control issues after departing". With that information on hand a previously unreadable portion of their transmissions became understandable, the crew reported a gear problem and subsequently added: "we are not able to bring the power back on the aircraft without gear being down" and again clarified they could not get the aircraft to accelerate, slow down for the approach would not be a problem, the gear was down. The crew indicated to return to Santa Ana, later deciding to divert to Los Angeles. https://flightaware.com/live/flight/SWA4095/history/20191111/0045Z/KSNA/KDAL http://avherald.com/h?article=4cf22a49&opt=0 Back to Top Incident: Ryanair Sun B738 at Krakow on Nov 12th 2019, gear problem on departure A Ryanair Sun Boeing 737-800, registration SP-RSA performing flight FR-6864 from Krakow (Poland) to Palermo (Italy), was climbing out of Krakow's runway 07 when the crew requested to level off at 6000 feet due to a gear problem. The crew entered a hold to work the related checklists, decided to return to Krakow and landed safely back on runway 07 about 55 minutes after departure. A replacement Boeing 737-800 registration SP-RST reached Palermo as flight FR-6866 with a delay of 3 hours. http://avherald.com/h?article=4cf2d8c7&opt=0 Back to Top Incident: Delta A332 at Zurich on Nov 12th 2019, engine shut down in flight A Delta Airlines Airbus A330-200, registration N859NW performing flight DL-408 (dep Nov 11th) from New York JFK,NY (USA) to Zurich (Switzerland), was descending through FL120 towards Zurich when the right hand engine (PW4168) stalled and failed prompting the crew to shut the engine down. The aircraft entered a hold at 7000 feet for about 30 minutes for the crew to work the related checklists and prepare for landing. The aircraft landed safely on runway 16 and taxied to the apron. The return flight DL-407 was cancelled, the passengers rebooked onto other flights. The occurrence aircraft is still on the ground in Zurich about 12 hours after landing. http://avherald.com/h?article=4cf2d514&opt=0 Back to Top Incident: China Eastern A333 near Nanchang on Nov 12th 2019, loss of cabin pressure A China Eastern Airlines Airbus A330-300, registration B-6083 performing flight MU-5352 from Shenzhen to Shanghai Hongqiao (China), was enroute at 10100 meters (FL331) about 160nm south of Nanchang (China) when the crew initiated an emergency descent to 3600 meters (FL118) due to the loss of cabin pressure. The aircraft diverted to Nanchang about 40 minutes after leaving 10100 meters. A replacement Airbus A321-200 registration B-8572 reached Shanghai with a delay of about 5 hours. The occurrence aircraft is still on the ground about 8 hours after landing. The airline reported the aircraft diverted due to a mechanical failure. http://avherald.com/h?article=4cf2d0ec&opt=0 Back to Top Accident: UPS MD11 at Kansas City on Nov 7th 2019, flock of geese affecting all engines A UPS United Parcel Service McDonnell Douglas MD-11, registration N256UP performing freight flight 5X-661 from Kansas City,MO to Louisville,KY (USA) with 2 crew, was climbing through about 8000 feet out of Kansas City's runway 01L when the crew reported they had flown through a large flock of geese, all engines (CF6) were still running though with vibrations, they wanted to return immediately. The crew advised they would stop on the runway. The aircraft landed safely on runway 01L about 11 minutes after departure and stopped on the runway for a brief stop before taxiing to the apron. The crew advised during taxi, they saw at least a dozen geese, the #1 (left hand) engine was worst affected. The FAA reported the aircraft received minor damage while flying through a flock of geese about 5nm northeast of the airport. https://flightaware.com/live/flight/UPS661/history/20191108/0345Z/KMCI/KSDF http://avherald.com/h?article=4cf2c380&opt=0 Back to Top Bell 214B-1 Big Lifter - Hard Landing - Roll Over (Australia) Date: 13-NOV-2019 Time: 14:00 Type: Bell 214B-1 Big Lifter Owner/operator: McDermott Aviation Registration: P2-MLJ C/n / msn: 28066 Fatalities: Fatalities: 0 / Occupants: 1 Other fatalities: 0 Aircraft damage: Substantial Location: Pechey, west of Brisbane, QLD - Australia Phase: Landing Nature: Fire fighting Departure airport: Destination airport: Narrative: A firefighting helicopter made a hard landing and came to rest on its side. The pilot survived the crash. https://aviation-safety.net/wikibase/230603 Back to Top Under fire for Boeing 737 Max crashes, FAA chief vows to examine how humans interact with automated aircraft systems • After two fatal crashes, the FAA has been under fire for certifying Boeing's 737 Max. • The agency's head says it is examining how humans interact with ever-more automated planes. • Pilots on both 737 Max planes that crashed were battling an automated flight-control system. Steve Dickson The Federal Aviation Administration, under fire for its approval of the now-grounded Boeing 737 Max, will work to better assess how human pilots interact with increasingly automated and complex aircraft, the agency's chief said Tuesday. The pilots on two flights of the 737 Max - Lion Air Flight 610 in Indonesia in October 2018 and Ethiopian Airlines Flight 302 in March - were battling an automated flight-control system that repeatedly pushed the nose of the planes down before they crashed. Regulators ordered airlines to stop flying the planes after the second crash. Together, the crashes killed all 346 people on board. The National Transportation Safety Board in a September report criticized Boeing for overestimating how pilots would react to a flurry of cockpit alerts during a malfunction, as occurred on the two flights. Steve Dickson, who was sworn in as administrator for a five-year term in August, told an industry conference in Washington, D.C., that human factors should be considered "throughout the design process." He also called for better data sharing as the FAA oversees aircraft and a "more holistic approach versus a transactional item-by-line-item approach to aircraft certification." Lawmakers have criticized the agency's relationship with Boeing as too cozy, since the FAA outsourced some certification procedures to the company, under a decades-old delegation program. The FAA is reviewing Boeing's software changes to the 737 Max that aim to make the system implicated in both crashes less aggressive. Boeing is also planning to feed the system with a second sensor, instead of a single sensor. In the crashes, that single sensor received an inaccurate reading and triggered the flight-control system, known as MCAS. Boeing's CEO, Dennis Muilenburg, repeatedly apologized in front of lawmakers on Capitol Hill last month, acknowledging the company made "mistakes" in its design process for the planes. Dickson said Tuesday that the plane will only fly based on the FAA's assessment. "We are not delegating anything in this process," said Dickson. A former Delta Air Lines executive and captain, Dickson reiterated that he would fly the revamped 737 Max himself before certifying it. The FAA was the last major aviation authority in the world to ground the planes in March, a shift from previous years when other nations would follow the FAA's lead. https://www.cnbc.com/2019/11/12/faa-chief-vows-to-examine-how-humans-interact-with-aircraft-systems.html Back to Top How the big U.S. airlines managed an unprecedented 18-year safe streak Patrick Smith This post contains references to products from one or more of our advertisers. We may receive compensation when you click on links to those products. Terms apply to the offers listed on this page. For an explanation of our Advertising Policy, visit this page. Eighteeen years ago today, on the sunny morning of Nov. 12, 2001, American Airlines Flight 587, an Airbus A300 bound for the Dominican Republic, crashed after takeoff from Kennedy Airport in New York City. Seconds into its climb, the flight encountered wake turbulence spun from a Japan Airlines 747 that had departed a few minutes earlier. The wake itself was nothing deadly, but the first officer, Sten Molin, who was at the controls, overreacted, rapidly and repeatedly moving the widebody jet's rudder from side to side, to maximum deflection. The rudder is a large hinged surface attached to the tail, used to help maintain lateral stability, and Molin was swinging it back and forth in a manner it wasn't designed for. Planes can take a surprising amount of punishment, but airworthiness standards are not based on applications of such extreme force. In addition, the A300's rudder controls were designed to be unusually sensitive, meaning that pilot inputs, even at low speeds, could be more severe than intended. In other words, the pilot didn't realize the level of stress he was putting on the tail. The vigor of his inputs caused the entire tail to fracture and fall off. Quickly out of control, the plane plunged into the Belle Harbor neighborhood of Queens, a skinny section of Rockaway only a few blocks wide, with ocean on both sides. All 260 passengers and crew were killed, as were five people on the ground. It remains the second-deadliest aviation accident ever on U.S. soil, behind only that of American Flight 191 in Chicago, in 1979. Flight 587 was well known among New York City's Dominican community. In 1996, merengue star Kinito Mendez paid a sadly foreboding tribute with his song El Avión. "How joyful it could be to go on Flight 587," he sang, immortalizing the popular daily nonstop. This was a catastrophe, to be sure. It was also the last multiple-fatality crash involving a major American airline. Since the crash of Flight 587, approximately 20 billion passengers have flown safely aboard our largest airlines. To get a sense of how momentous a streak this has been, one needs only too flip through the accident archives of the 1960s, 1970s, 1980s and 1990s. Rarely did a span of two or three years pass without a legacy airline recording at least one major accident. In some years there were two, even three. The idea that eighteen years could pass without a disaster was once unthinkable. Yet here we are. A view of runway 31L at JFK from an airplane about to take off on it (Photo by Alberto Riva/TPG) To be clear, there have been a number of tragedies involving regional carriers and freighters, from the UPS accidents in Dubai and Birmingham, to the Colgan Air and Comair crashes, in which dozens died. In 2005 a young boy in a car was killed when a Southwest Airlines 737 overran a runway in Chicago, and in 2018 a woman on a Southwest Airlines 737 was killed after being partially ejected through a blown-out cabin window. Some will argue that it's unfair to gerrymander statistics in this fashion, separating airlines into categories of convenience. However, it's necessary. Regional carriers, for instance, can have substantially different cultural and operational environments than their legacy carrier affiliates. It's the majors that set the standard, and it's only fair that we measure from there. Despite seething public contempt for the industry at large, and despite the fiscal devastation it has been through (at least five bankruptcies during the 2000s), the nation's mainline carriers have nevertheless maintained an almost perfect safety record. How we got here is mainly the result of better training, better technology, and the collaborative efforts of airlines, pilot groups, and regulators. We've engineered away what used to be the most common causes of accidents. Yes, we've been lucky too, and lack of a headline tragedy does not mean we should rest on our laurels. Complacency is about the worst response we could have. Air safety is all about being proactive - even a little cynical. Our air traffic control system needs upgrades, our airports need investment. Terrorism and sabotage remain threats, and regulatory loopholes need closing. The ongoing saga of the 737 MAX is a cautionary window into just how fortunate we've been, and has exposed some pretty glaring weaknesses. Duly noted, but a congratulatory moment is, for today, well earned. This isn't a minor story. On the contrary, it's one of the most significant and impressive accomplishments in U.S. aviation history. Predictably, however, the media is silent. Plane crashes, not a lack of them, are usually the juicier news. At the five-year mark, the 10-year mark... nowhere along the way has this streak been acknowledged. Neither will it be acknowledged, I'm afraid, when the inevitable accident finally comes. So, let's acknowledge it now. And, knock on wood, we hope to be revisiting this story in another 24 months, when the streak hits 20 https://thepointsguy.com/news/how-the-big-us-airlines-managed-an-unprecedented-18-year-safe-streak/ Back to Top Airport worker who fueled Tampa surgeon's plane before deadly crash had just been hired TAMPA, Fla. (WFLA) - A well-known Tampa Bay area plastic surgeon was killed after the wrong fuel was put in his plane on Oct. 5, according to the National Transportation Safety Board. 8 On Your Side Investigative Reporter Mahsa Saeidi has now learned the airport employee who fueled the plane had been on the job just six weeks. Dr. Daniel Greenwald was flying a Piper Aerostar 602P in central Indiana when he crashed in a field last month. The 59-year-old died from blunt-force trauma in the crash, according to an Indiana coroner. NTSB officials say jet fuel was put into the plane Greenwald was flying instead of the regular aviation gasoline that should have been used. 8 On Your Side spoke with aviation expert, Captain John Cox, who tells us jet fuel would have caused the engine to quit. 8 On Your Side Investigates has received new information about this case from Beth Copeland, the attorney for the City of Kokomo in Indiana. According to Copeland, the fueling technician was hired by the city on Aug. 26, 2019. The college student was paid $11 an hour. His previous experience included jobs at the YMCA and Burger King but nothing in the aviation field. Investigators say the plane crash happened shortly after Greenwald left the Kokomo Municipal Airport. According to the NTSB report, the airport employee who fueled the plane says he asked Greenwald twice if he wanted jet fuel. That employee claims Greenwald said "yes" both times. However, Greenwald was an experienced general aviation pilot with hundreds of hours of flight time experience. Friends say Greenwald would have known the effect the jet fuel would have had on the plane's engine. The NTSB has not issued its final report but this case raises questions about the training of workers at smaller airports across the country. Right now, it's unclear if the new technician was being supervised when he reportedly pumped jet fuel into Dr. Greenwald's plane. "It is a place that a lot of people in aviation start, myself included," said Captain Cox. "This type of error has happened before and unfortunately, I don't think this is the last time we'll see it." According to an Advisory Circular obtained by 8 On Your Side Investigates, the FAA can require specific training at big airports like Tampa International but they can only make recommendations at smaller airports. "The responsibility lies with the operator to provide adequate training," said Captain Cox. Copeland sent 8 On Your Side Investigates the job description for the technician's position. In addition to fueling, he was responsible for maintaining fuel trucks and servicing airplanes. 8 On Your Side has asked the City of Kokomo to provide details about the technician's training. We are waiting to hear back. In the meantime, NTSB investigators say the technician reported difficulty in refueling the doctor's plane because the nozzle didn't fit. "Should be a red flag?" asked investigative reporter Mahsa Saeidi. "It should certainly have caused him to ask questions," said Captain Cox. The NTSB is still investigating. https://www.wfla.com/8-on-your-side/airport-worker-who-fueled-tampa-surgeons-plane-before-deadly-crash-was-newly-hired/ Back to Top The Real ID deadline is really coming. Should airlines warn you? Starting Oct. 1, the TSA won't accept traditional state-issued driver's licenses or ID cards to board a commercial plane. Federal law will require passengers have an enhanced driver's license or identification card, called Real ID, or a valid passport or military ID card.(Scott Olson, Getty Images) Four of the country's largest airlines have begun to accept reservations to fly on or after Oct. 1, 2020, but those carriers offer little, if any, warning on their booking sites about the new security documents that will be required to board a plane after that date. Under federal law, a traditional state-issued drivers license or identification card won't be accepted to board a plane. Starting Oct. 1, passengers can only fly with an enhanced identification card or drivers license - known as a Real ID - or a federally approved form of identification such as a passport or military ID. Travel industry experts estimates that 99 million Americans currently don't have a Real ID, passport or another valid ID, according to a survey commissioned by the U.S. Travel Assn. That means nearly 40% of American adults won't be able to board an airline to visit family for the holidays next year. "Imagine the novice traveler, a grandma who only travels once or twice a year," said Tori Barnes, an executive vice president for the U.S. Travel Assn., the travel industry's trade group. "She can't come home to her family. It's really going to be a significant problem." The nation's travel industry has been enjoying robust growth over the last six years, with domestic travelers spending $933 billion in 2018, up nearly 6% over 2017. International travelers spent $156 billion last year, an increase of only 0.3% from 2017, according to the travel trade group. But travel industry leaders worry that a security measure that blocks nearly four out of 10 U.S. adults from boarding commercial flights could derail that growth. In hopes of avoiding that catastrophe, the U.S. Travel Assn. is pushing airlines to post direct warnings to travelers about the new requirement, including notices to each flier who tries to book a flight on or after Oct. 1. Real I.D. sample. American, United, Delta and Alaska have all begun to sell tickets for flights on or after Oct. 1. Other carriers, such as JetBlue and Southwest, have yet to begin booking flights that far into the future. But United, Delta and Alaska Airlines don't include a warning about the requirement in their online booking sites. Representatives for the three airlines say the carriers plan to post notices as the deadline gets closer. "We will communicate more with our customers as we move towards Oct. 1," United Airlines spokesman Charles Hobart said. Alaska Airlines wrote about the deadline on its blog site and airline spokesman Ray Lane said the carrier plans to spread the word in the future. "Our aim is to start doing even more after we get through the holidays," he said. American Airlines, however, has taken a more proactive approach, adding warnings about the new security measure at several places on its website, including its booking page. A link on the booking page, titled "ID requirements are changing" opens to another page that explains the Oct. 1 deadline for the Real ID requirement, along with another link to a U.S. Department of Homeland Security webpage with more information. Airlines for America, a trade group for the country's largest carriers, said airlines are trying to get the word out about the requirement through websites, in-flight magazines, social media and videos on their in-flight entertainment systems. "We are committed to keeping up the momentum in educating the public to ensure that the 2.4 million people who travel every day will be able to flow through the system as seamlessly as possible next October," the trade group said in a statement. Airlines representatives say the carriers have no way of determining if a potential passenger has valid identification before selling them a ticket. Barnes wants airlines to do more immediately rather than waiting until closer to the kickoff date. "We need to be talking about it now and throughout next year," she said. Real ID Ontario International Airport has posted signs in its terminals, notifying fliers about the deadline for the Real ID. Congress passed the Real ID act in 2005, based on the recommendations of the 9/11 Commission, to set a nationwide standard for state-issued identification cards and driver's licenses. But the deadline to impose the changes on all 50 states has been postponed several times over the last few years. Forty-seven of the nation's 50 states are now issuing the enhanced identification cards and drivers licenses that comply with the new standards. The Real ID cards and license are identified with a gold or black star in the top right corner. Oregon and Oklahoma have been given extensions to comply with the law and New Jersey's ID is under review. The Department of Homeland Security issued a request Nov. 8 to private firms that do business with the federal government for technologies that could streamline the process for applying for a Real ID card or license. The move opens the way for development of faster application online and the potential of carrying the enhanced identification on phones. In California, residents need to produce several forms of identification to obtain a Real ID card, including utility bills, a birth certificate, a social security card or tax forms. The state will continue to issue traditional driver's licenses or ID cards that can be renewed by mail but those can't be used to board a commercial plane starting Oct.1. Department of Motor Vehicles officials say they expect a rush of Californians trying to obtain the new identification card and enhanced driver's licenses as the Oct. 1 deadline approaches. "We are telling folks that they need to think ahead," DMV spokesman Jaime Garza said. Americans who don't have an enhanced ID card or license should take a look at the list of the required documents from the DMV website and make an appointment to present them at a DMV office, he said. A Real ID application takes about seven to 10 days to process. "Make sure you don't leave on a flight Sept. 28 and can't come home after Oct. 1 because you don't have the proper documents," Garza said. The Transportation Security Administration, which for months has been posting signs about the requirement at airports across the country, doesn't plan to delay the implementation of the new requirements again, TSA spokeswoman Lorie Dankers said. "The TSA does not encourage people to wait," she said. "Waiting is not a good strategy." The worst-case scenario, said Barnes of the travel trade group, is that Americans ignore the requirements until next fall when more than 80,000 Americans who don't have the proper identification documents show up at airports across the country to travel for the Thanksgiving holiday only to be turned away. "Think of all the other negative impacts, not only to the airlines but to hotels and rental car agencies," she said. https://www.latimes.com/business/story/2019-11-13/real-id-passport-airlines-prepare-for-change Back to Top Fort Worth Brings Record for BBD Safety Standdown Bombardier Safety Standdown 2019 Dr. Tony Kern of Convergent Performance speaks at the 2019 Bombardier Safety Standdown in Fort Worth Texas. Keeping to this year's Safety Standdown theme of "Elevate Your Standards," he explained what it takes to move something at rest to a new and higher position. (Photo: Bombardier Aviation) Bombardier kicked off its 23rd annual Safety Standdown this morning for the first time in Fort Worth, Texas, drawing a crowd of more than 500 and maintaining a focus on this year's theme: "Elevate Your Standards." The location marked a departure from the decades Bombardier has hosted the event in Wichita, but Bombardier demo pilot and Safety Standdown host Franco Pietracupa opened the three-day event informing attendees that "you are in the record books" by filling all available slots within eight days of the opening of registration this past August. The event built a waitlist of 168 and is anticipated to draw at least twice the attendees on the webcast. Last year the webcast drew 1,300 views from 17 countries, and Pietracupa said he is looking to draw an audience from 20 countries this year. While the event has a new locale, there still are a number of familiar faces, including perennial favorites retired USAF Lt. Col. Tony Kern of Convergent Performance and Dan Boedigheimer of Advanced Aircrew Academy. Kern, who said he was speaking at his 22nd Safety Standdown, once again turned to a persona to emphasize safety, this year becoming "TK Thrilla" with a rap to celebrate safety standdown. He drove home the point of pushing personal standards beyond the organizational or regulatory standard through professionalism and making a commitment, rather than intent, to execute the improvement. Also opening Safety Standdown was Tim Miller, director of Office of Air Carrier Safety Assurance for the FAA, who highlighted how the increase in transparency between the agency and industry was elevating standards. NBAA COO Steve Brown called Safety Standdown a "must-attend event," and discussed key safety focus areas for the industry, saying it needs to redouble efforts because one accident is too many. Benoit Rocheleau, CAE's head of operations for business aviation, helicopter, and maintenance training, underscored the importance of sharing knowledge through events such as Safety Standdown, especially given the anticipated expansion of the pilot population. Boedigheimer, meanwhile, was on the slate with a theme that matched Bombardier Safety Standdown's mantra: "Learn, Apply, Share." https://www.ainonline.com/aviation-news/business-aviation/2019-11-12/fort-worth-brings-record-bbd-safety-standdown Back to Top Passengers Evacuated From Flight After Man Boarded Plane Without Passport or Boarding Pass A flight from Barcelona to Dublin was evacuated on Monday after a man snuck onto a plane and tried to barricade himself in the bathroom, according to reports. The man had managed to get onto the Spain-based Vueling Airlines plane without a boarding pass and a fake passport before locking himself in the airplane restroom, according to the airline. Passengers had to be taken off the flight while video shared by Yahoo News showed officials boarding the plane and walking toward the bathrooms in the back. "Vueling disembarked all passengers safely and proceeded to change aircraft so our customers were able to continue their journey to their destination," an airline representative told Travel + Leisure on Tuesday. "There was no impact on passengers and cabin crew and the local authorities were in full charge of the situation." The plane was originally scheduled to leave at 12:40 p.m. local time and was delayed for more than two hours, eventually taking off just after 3:20 p.m., Fox News reported. Passengers Mark Megarry and Paul Steward told Dublin Live that the man was sitting in front of them and had bolted as soon as he realized he was caught. "An air hostess began asking everyone on the plane for their boarding passes and passports," they said. "The man was sitting in front of us and after the air hostess had checked ours, he jumped up out of his seat and ran." "He pushed his way past the air hostess," they added. "A passenger near the back jumped out of their seat and tried to stop him also but he pushed them out of the way too and locked himself in the bathroom." Following the incident, a passenger tweeted about the lack of available information, angrily asking Vueling: "When is someone going to come and let us know what is going on VY8720." Vueling responded saying that they were changing the flight and were "working in order to speed the process up. Our colleagues will inform you in the shortest time possible." The airline later followed up that they would re-check-in all passengers on the flight and they were "doing our best in order to depart as soon as possible." It was not immediately clear if the man was charged in the incident. https://www.travelandleisure.com/airlines-airports/vueling-airlines-flight-delayed-after-man-barricaded-locked-in-bathroom Back to Top Court Rules Government Can't Search Your Phone At the Airport For No Reason The ruling is a significant win for privacy rights of Americans and tourists traveling to the United States. A federal court in Boston has ruled that US government agents cannot search travelers' electronic devices at the border without reasonable suspicion, marking a significant win for privacy rights. The US District Court of Massachusetts issued an order on Tuesday, ruling that agents need specific and individual suspicion of illegal contraband to search a traveler's phone, laptop, or other digital device. US Customs and Border Patrol (CBP), as well as Immigration and Customs Enforcement (ICE), have long argued that there are no Fourth Amendment protections for travelers at the border, meaning agents can search the contents of laptops or phones without having to get a warrant, or even justify it with specific suspicions of wrongdoing. Several travelers have complained about border agents' invasive searches in recent years. In 2017, a US citizen was detained for hours at Los Angeles International Airport after passing through a TSA checkpoint on his way out of the country. The man filed a lawsuit against the US government last year, claiming border agents pressured him to unlock his phone before boarding his flight. In 2016, a Wall Street Journal correspondent returning from Beirut, Lebanon was detained at the airport, questioned by CBP agents, and told to hand over her devices. The judge's ruling is the result of a lawsuit launched by the Electronic Frontier Foundation and the American Civil Liberties Union on behalf of 11 travelers who had their laptops and phones searched at the border. "These searches provided access to the photographs, contacts and data of both a personally and professionally sensitive nature," District Court Judge Denise J. Casper wrote in the ruling. "Agents and officials must have reasonable suspicion to conduct any search of entrants' electronic devices under the 'basic' searches and 'advanced' searches as now defined by the CBP and ICE policies. This requirement reflects both the important privacy interests involved in searching electronic devices and the Defendant's governmental interests at the border." "This ruling significantly advances Fourth Amendment protections for millions of international travelers who enter the United States every year," Esha Bhandari, staff attorney with the ACLU's Speech, Privacy, and Technology Project, said in a press release. "By putting an end to the government's ability to conduct suspicionless fishing expeditions, the court reaffirms that the border is not a lawless place and that we don't lose our privacy rights when we travel." This ruling does not create a binding precedent for future cases, according to Brian Owsley, a law professor at the University of North Texas in Dallas, but it will force the government to change its practices. "The status quo has been that DHS and ICE basically searched devices of people when they entered the United States even if people objected," Owsley told Motherboard in an email. "After this decision, I think it is more difficult for the government to do that." In other words, travelers who get stopped in the future without a reasonable suspicion that they're doing anything wrong will be able to point to this ruling. "I think that going forward, the government would be wise to ensure that it had reasonable suspicion for any cell phones it searched at border entries whether in Boston or the Rio Grande Valley," Owsley explained in an email. "If it does not have reasonable suspicion, the government risks having a similar decision as the one issued here." https://www.vice.com/en_us/article/a35pab/court-rules-government-cant-search-your-phone-at-the-airport-for-no-reason Back to Top Boeing head of commercial aircraft public relations resigns Former Boeing Global Services vice-president of communications Conrad Chun has succeeded Linda Mills as vice-president of communications for Boeing Commercial Airplanes, effective immediately. Chun will report to Boeing senior vice-president of communications Anne Toulouse and Stan Deal, chief executive of Boeing Commercial airplanes. Mills, who had been head of Commercial Airplanes communications since February 2018, "announced she is leaving the company", Boeing says. Chun, a former US Navy captain, joined Boeing in 2010. He has been director of communications for Boeing Global Services and Support division as well as Boeing Military Aircraft. Those divisions were once part of Boeing's Defense, Space and Security business. https://www.flightglobal.com/news/articles/boeing-head-of-commercial-aircraft-public-relations-462175/ Back to Top How Pilots Teach Us to Approach New Technology Three years ago, I piloted an airplane solo for the first time. It was my goal for years and was an exhilarating accomplishment. But while I'd love to claim that it was made possible by my amazing skill, in truth it came to fruition because I followed a proven system. Others who have been lucky enough to fly an airplane solo can no doubt relate. How else would it be possible to take someone off the street and have them flying an aircraft themselves -- and living to tell about it -- in less than two months? Flight training requires time with an instructor and their personal sign-off to authorize the solo flight and, later, fitness for the final check-ride. Their guidance is essential to taking core concepts and not just turning them into action, but also burning them into your memory so they'll be instinctive. The system they follow is what makes commercial flights in particular super safe. I tell this story because flight training offers several lessons for those implementing new technologies in the service of a mission to improve business outcomes. Here are five ways flight training applies to implementing technology. Use checklists to drive everything. For example, the preflight inspection ensures all aircraft systems are checked prior to takeoff. As the saying goes, "I'd rather be on the ground wishing I was up there, rather than up there wishing I was down here." You should create a checklist based on best practices for the people, process and technology aspects to make evaluations and implementations go more smoothly and ensure no step is missed. Use self-assessments, and develop emotional intelligence. The IMSAFE mnemonic helps pilots determine their own fitness to fly. Similarly, with new technology, it's important to have a methodology around making good decisions for organizational fitness. Ask yourself: Do we have a clear vision as a company? Independent of any technology, what are the business outcomes we seek to achieve? Do we have executive buy-in (and long-term commitment)? Are all of the right stakeholders involved? Where are the holes in our business case for this technology? (Over)communicate to establish alignment. By using standard language to communicate with other pilots and ground control, everyone involved in a flight ensures they're aware of each other and their intentions. Pilots and ground control must communicate position in the air and on the ground, flight path, destination, intentions upon landing and so on. When they're flying using instruments (or flying under instrument flight rules), there's also a common language for exactly how they will approach and land at an airport. Everyone does it the same way, every time. Communicating every step of the way ensures the alignment of the entire "operation." Likewise, your organization will probably not adopt a new technology just because it's there. You'll need team buy-in and a comprehensive communication plan with regular repetition to drive adoption and ensure everyone remains aligned. Words are just code for the images in our heads, so establish a common basis for communication to help ensure the flight path is understood by all. Agree on, track and monitor a limited number of meaningful key performance indicators (KPIs), and distribute them widely. Plan for mistakes - they can be expensive. The majority of flight training focuses on what can go wrong. That includes running out of fuel, engine loss, stalls, radio communication outages and more. This applies not just to the initial training but also to ongoing pilot training. The goal is to leave as little to chance as possible by identifying and ranking risk factors. As the saying goes, "You don't have to take off, but you do have to land." When you're implementing new technologies to support business outcomes, you should plan properly and conduct a full evaluation of each technology under multiple identified scenarios to reduce risk and provide a proper understanding of capabilities and limitations. Document everything. Every detail is documented for pilots: how to operate the aircraft safely, passenger and cargo weight limits, changes to the aircraft, weather conditions, aircraft usage, and all policies and procedures related to flight operation. With technology, you should create an easily accessible, comprehensive resource for ongoing learning. In addition, "cheat sheets" and quick reference guides for specific use cases and click paths can increase your chances for success. Each of the above steps helps flight teams either make a no-go decision or ensure a safe flight. They can also help drive enhanced business outcomes -- powered by new technologies -- from exploration through to a final decision. Pilots follow many of these principles not just in training, but also during each day on the job. This system makes it possible to fly millions of passengers to their destinations safely each day. If you apply these same lessons to your technology evaluation and implementation process, you can dramatically increase your organization's chances of reaching its desired business outcomes with less risk and more confidence in long-term success. https://www.forbes.com/sites/forbestechcouncil/2019/11/12/how-pilots-teach-us-to-approach-new-technology/#6ef7bafb924d Back to Top USAF Research Lab builds an 'open source' jet engine in 13 months The US Air Force Research Laboratory (AFRL) says it has designed, built and tested an "open source" engine in 13 months. The AFRL says its Responsive Open Source Engine was tested for the first time on 6 November at its headquarters, Wright-Patterson Air Force Base. The small jet engine was built by the Aerospace Systems Directorate and is the first turbine designed, assembled, and tested exclusively in-house, says AFRL. The lab did not disclose the jet engines thrust rating, though the small turbine appears to be sized to fit into a small unmanned air vehicle (UAV) or cruise missile. The AFRL developed the engine in-house to test the theory that it could create engines faster and cheaper than private companies. "We decided the best way to make a low-cost, expendable engine was to separate the development costs from procurement costs," said Frank Lieghley, Aerospace Systems Directorate Turbine Engine Division senior aerospace engineer and project manager. The US Air Force (USAF) owns the design and intellectual property of the small engine. "Therefore, once the engine is tested and qualified, the Air Force can forego the typical and often slow development process, instead opening the production opportunity to lower-cost manufacturers better able to economically produce the smaller production runs needed for new Air Force platforms," the service says. The AFRL says high costs for developing small jet engines have held back the creation and use of new aircraft. The lab is aiming to cut the cost of developing such turbines by 75%. "There's no end to what might be done, but it's all enabled by inexpensive production," says Greg Bloch, Aerospace Systems Directorate Turbine Engine Division chief engineer. "It's the ability to turn the economics of warfare around." The AFRL did not say how it was able to develop its Responsive Open Source Engine so quickly and for less money, though the process centered on empowering a small team of engineers to handle the entire process. That method echoes a similar development effort by Pratt & Whitney's (P&W) prototyping arm, GatorWorks. The company recently gave a team of about 15 hand-picked employees three performance specifications around which to develop a small turbine. By focusing only on thrust-rating, cost and size, the team was able to create a new engine core that was designed, built and tested in less than a year. P&W and AFRL are responding to demand for faster and cheaper engine development from the USAF. The service envisions hordes of low-cost missiles and attritable UAVs that can overwhelm, dodge or outdistance Chinese and Russian air defence systems. It needs cheaper and higher performance engines to power that strategy. The USAF's attritable concept comes from the word "attrition," meaning aircraft built cheaply and quickly enough to be affordably lost to attrition in combat. The AFRL has said it plans to invest up to $725 million in jet turbine research and development between fiscal years 2018 and 2026, through its Advanced Turbine Technologies for Affordable Mission programme. Beyond faster and cheaper development of engines, the AFRL also notes that giving its employees hands-on experience has other benefits. "By teaching our people to do this themselves, we're instilling in them a level of gravitas that will serve the Air Force well when we then apply that oversight to the traditional engine manufacturers," says Bloch. The AFRL says it is analysing data from its first engine test and plans to build a second version of the engine that will be smaller and lighter. The lab says with the tools and knowledge it gained from the first engine it should be able to finish the second engine in less time. https://www.flightglobal.com/news/articles/usaf-research-lab-builds-an-open-source-jet-engin-462171/ Back to Top This New Air Taxi Startup Wants to Help SoCal Commuters Bypass LA's Infamous Traffic Now a new commuter flight service thinks it can help with that. January will see the full-service launch of FLOAT (which stands for Fly Over All Traffic), a new service that will offer daily commuter flights throughout the Los Angeles market. The startup, which will begin trial routes in December, hopes that Angelenos sick and tired of spending weeks of their lives stuck in traffic will jump at the chance to bypass the infamous LA traffic-by flying over it. https://www.yahoo.com/lifestyle/air-taxi-startup-wants-help-000001184.html Back to Top German military refuses to take delivery of two Airbus A400M planes Germany's air force said on Wednesday it had decided not to accept delivery of two Airbus A400M planes, citing recurring technical problems with the military transporters. The air force said the A400M had participated in nearly 1,700 missions and formed the backbone of its air transport, being used for carrying personnel and material, air-to-air refueling, returning soldiers needing medical care and in humanitarian aid missions. It said 31 of a total of 53 ordered aircraft had already been handed over. https://www.yahoo.com/finance/news/german-military-refuses-two-airbus-100659467.html Back to Top Why SpaceX's plan to put 25,000 satellites in orbit is bad news for astronomers A SpaceX Falcon 9 rocket lifts off from Cape Canaveral Air Force Station carrying 60 Starlink satellites on November 11, 2019 in Cape Canaveral, Florida. The Starlink constellation will eventually consist of thousands of satellites designed to provide world wide high-speed internet service. Elon Musk's plot to put 25,000 satellites in Earth orbit will make ground-based astronomy much more difficult It is a truism that commercialization often comes at a detriment to science. The internet, once an academic and intellectual space free of advertisements, has been transformed into a digital billboard; likewise, the commercialization of radio airwaves has made Earth-based radio astronomy difficult due to interference from Wi-Fi, AM/FM and TV signals. Now, as capitalists are gearing up to commercialize space, astronomers have renewed reason to be upset by an announcement by SpaceX that could make ground-based observational astronomy much more difficult, forcing astronomers to work around the zipping of satellites across the night sky. The private, Elon Musk-founded company launched one of its reusable rockets from Cape Canaveral on Monday with 60 satellites onboard, as part of the Starlink constellation, which will collectively provide satellite internet around the world, among other uses. The launch was the second payload of a satellite constellation that will eventually be made up of tens of thousands of orbiting transmitters, if all goes as planned. However, despite the mission being disguised by a humanitarian cause, this week's launch brings forth ongoing worries many in the space science field have about the footprint of so many satellites, like reflected sunlight. "I am concerned [that] the SpaceX satellite launch marks the beginning of a new era," Avi Loeb, chair of Harvard's astronomy department, told Salon via email. In October, Musk announced that his company was requesting permission from the Federal Communications Commission to operate 30,000 satellites, in addition to the 12,000 that have already been approved. As of January 2019, there were about 5,000 satellites in space, 1,950 of which are still functioning. Musk's satellites would bring the number of satellites around Earth to a state astronomers have never dealt with before. "They are already requesting 30,000 new satellites beyond the 12,000 that were granted and the number will grow further without any space laws to moderate the growth," Loeb added. "It is essential to find a technological solution that would minimize the footprint of these satellites on telescope images (or else we will need to always avoid their predictable locations or relocate optical observatories to the Moon)." While satellites aren't necessarily a new problem for astronomers, the brightness of the SpaceX-launched satellites are of concern. "The problem is particularly acute for the Large Synoptic Survey Telescope (LSST) which will survey repeatedly a large fraction of the sky," Loeb explained. "There is no doubt that it will be addressed in the 2020 Decadal survey of Astronomy which will summarize the priorities of the Astronomy community for the next decade." The LSST will rely on a large camera to survey the entire sky once every three nights, at least, to study dark energy, dark matter, and asteroids. The project is set to start in 2022. Since it will survey such a wide field, satellites like the Starlink ones could affect it significantly. Currently LSST researchers are analyzing how 50,000 new satellites, according to filings by SpaceX, could affect LSST observations. According to Nature, early findings suggest that the telescope could lose significant amounts of observing time. The first batch of Starlinks that were launched into space in May have already caused some problems. In September, the European Space Agency (ESA) had to move its Aeolus wind-mapping satellite out of the way of a Starlink satellite to avoid a collision. "We see it as part of our changing environment," Stijn Lemmens, a space debris analyst at ESA, told Forbes at the time. "We want to raise awareness in this sense, that there's quite a bit of work that needs to be done on how to make sure that these type of operations will run smoothly in the future." After the first launch, the American Astronomical Society released a statement addressing their concerns, which extended beyond potential collisions and impacted observation times. "The number of such satellites is projected to grow into the tens of thousands over the next several years, creating the potential for substantial adverse impacts to ground- and space-based astronomy," the statement read. "These impacts could include significant disruption of optical and near-infrared observations by direct detection of satellites in reflected and emitted light; contamination of radio astronomical observations by electromagnetic radiation in satellite communication bands; and collision with space-based observatories." Indeed, those who study space fear these satellites are just the beginning of more technology commercializing space. "These mega-constellations are just beginning," Danica Remy, president of b612 told Salon in an emailed statement. "The LEO satellite traffic problem is only going to grow. At the same time with the growth of communication satellites, like the ones SpaceX launched, humanity is collectively launching many more constellations." She added: "They will be able to do things like track methane gas, illegal fishing in the seas, human migration from war and famine, water levels, fires, and fire management and many more things that we are just starting to imagine, develop and deploy." Loeb told Salon Monday's launch is another reminder of a growing conflict between the interest of the business world and science. "There is a precedence for that situation, namely radio band transmitters used for communication and self-driving cars introduces interference to radio telescopes," Loeb said. "As a result, there are federal regulations on the frequency bands that can be used for commercial purposes." "One can imagine analogous regulations on the number [of] or luminosity of satellites," he said. https://www.salon.com/2019/11/12/why-spacexs-plans-to-put-25000-satellites-in-orbit-could-ruin-astronomy/ Back to Top CABIN CREW FATIGUE RESEARCH PROJECT Fatigue is a pervasive issue that affects all airline cabin crew. Fatigue may impede cabin crews' ability to consistently and effectively manage passengers from safety, security and service perspectives. As part of our undergraduate research project at Swinburne University of Technology (Melbourne, Australia), we are conducting a survey of international cabin crew primarily engaged in long-haul (LH) and ultra long-haul (ULH) flight operations. This survey asks cabin crew for their views on various issues associated with work-related fatigue and stress. We also seek your views on the availability and effectiveness of various fatigue countermeasures. If you are working as LH or ULH cabin crew, you are invited to participate in this study. You will be asked to complete an online questionnaire, which also includes a consent form. The study takes approximately 20 minutes to complete. To access the study, please go to the following website: https://swinuw.au1.qualtrics.com/jfe/form/SV_8qBLCKgmpWlraxT Participants who complete the study will be eligible to enter a draw to win the latest iPad (6th Generation). This research project is being supervised by Peter Renshaw at the Department of Aviation, Swinburne University of Technology. If you have any questions, please contact Peter at prenshaw@swin.edu.au Back to Top Back to Top Aircraft Fire Hazards, Protection and Investigation Course presented by N. Albert Moussa, PhD, PE May 26 to 28, 2020 BlazeTech Corporation 29 B Montvale Ave, Woburn MA 01801 USA. Dear Colleague, While commercial air transport is very safe, the advent of new technologies poses fire safety challenges that will be treated in this course. This offering draws upon Dr. Moussa's work in this area since 1971 as well as related courses that BlazeTech has been teaching since 1998. Lectures will include an update on Li and Li-ion battery fires, flammability of carbon fiber and glass fiber composites, emerging aviation fluids, engine fires, fuel tank fire/explosion, fire extinguishment methods, protection methods, aircraft accident investigation, and fire/explosion pattern recognition. Recent requirements and accidents are continuously added to the course. For each type of fire, this course will provide a cohesive integrated presentation of fundamentals, small- and large-scale testing, computer modeling, standards and specifications, and real accident investigation - as outlined in the course brochure. This integrated approach will enable you to address safety issues related to current and new systems and circumstances, and to investigate one of a kind fire and explosion accidents. The course will benefit professionals who are responsible for commercial aircraft, helicopters and unmanned aerial vehicles including design, equipment selection, test, operation, maintenance, safety management system, hazard/risk assessment, and accident investigation. View Brochure for course content and registration form (also embedded below). View Testmonials of previous attendees and their Companies. View some of the technical references discussed in this course. We also offer this course at the client site as well as customized courses on fire and explosion in other areas. If you have any questions, please feel free to contact us. Albert Moussa, Ph.D., P.E. BlazeTech Corporation 29B Montvale Ave. Woburn, MA 01801-7021 781-759-0700 x200 781-759-0703 fax www.blazetech.com firecourse@blazetech.com LinkedIn Back to Top Contact: info@scaledanalytics.com Back to Top Contact: info@wxriskmanagement.com Curt Lewis