Flight Safety Information November 27, 2019 - No. 245 In This Issue FAA says it will be the sole issuer of new 737 MAX airworthiness certificates Incident: Delta B763 near Detroit on Nov 25th 2019, crew oxygen leak Incident: GoAir A320 at Mumbai on Nov 26th 2019, engine problem Incident: Antonov A124 at Ostend on Nov 26th 2019, rejected takeoff due to engine problem Incident: Spirit A321 near Grand Cayman on Nov 25th 2019, noisy overhead panel, fumes in cockpit Beechcraft B300 King Air 350 - Engine Shutdown (Japan) Terrifying: Fumes Nearly Incapacitate Both Pilots On British Airways A320 Report cites pilot error in 2016 Flydubai plane crash in Russia Cracked cockpit window forces plane to make emergency landing India requires 100 more pilots every year AirAsia crew 'increased panic' on 2017 Perth to Bali flight with commands such as 'crash position' NTSB releases factual report on fatal crash of NatureAir flight How Could Malaysia Get Its FAA Category 1 Safety Rating Back? FAA Releases Go/No-go Medications List Pilatus Aircraft Delivers 1,700th PC-12 China-made detecting aircraft for remote sensing delivered IATA Safety and Flight Ops Conference - Baku, Azerbaijan 31 March - 2 April, 2020 USC Aviation Safety & Security Program BlazeTech Aircraft Fire Hazards, Protection and Investigation Course - May 26- 28, 2020 in Woburn MA, USA FAA says it will be the sole issuer of new 737 MAX airworthiness certificates FILE PHOTO: Aerial photos show Boeing 737 Max airplanes on the tarmac in Seattle WASHINGTON (Reuters) - The Federal Aviation Administration said on Tuesday it notified Boeing Co that the agency will be the only issuer of airworthiness certificates for all new 737 MAX planes, a role that it had shared with the aircraft maker in the past. The U.S. air regulator also repeated that it has not completed its review of the 737 MAX aircraft design changes and associated pilot training. In a letter sent to Boeing on Tuesday, the FAA said it "has determined that the public interest and safety in air commerce require that the FAA retain authority to issue airworthiness certificates and export certificates of airworthiness for all 737 MAX airplanes." The agency said it will keep the authority to issue the certificates until it is confident Boeing has "fully functional quality control and verification processes in place" and that other Boeing procedures meet all regulatory standards. "We continue to follow the lead of the FAA and global regulators," Boeing spokesman Gordon Johndroe said by email. "They will determine when key milestones are achieved and when the fleet and training requirements are certified so the MAX can safely return to service." Boeing said earlier this month it expected the FAA would unground the 737 MAX planes around mid-December even though it did not expect the agency to complete its review of revised training requirements until January. The 737 MAX, Boeing's best-selling plane, has been grounded worldwide since March after crashes in Indonesia and Ethiopia killed 346 people. The company still has many hurdles to complete including a certification test flight that has not yet been scheduled and simulator work with international pilots. It must also complete a software documentation audit. https://www.yahoo.com/finance/news/faa-says-sole-issuer-737-222552512.html Back to Top Incident: Delta B763 near Detroit on Nov 25th 2019, crew oxygen leak A Delta Airlines Boeing 767-300, registration N183DN performing flight DL-2262 from Los Angeles,CA to New York JFK,NY (USA), was enroute at FL370 about 160nm southwest of Detroit,MI (USA) when the crew initiated a descent to 10,000 feet due to a crew oxygen leak. The aircraft diverted to Detroit for a safe landing about 40 minutes later. The aircraft remained on the ground for about one hour, then continued the journey and reached New York with a delay of about 2 hours. A passenger reported the crew indicated they needed to divert to Detroit due to a leak in the crew oxygen system when the aircraft was near Indianapolis, the aircraft subsequently descended at about 2000 feet per minute. After landing maintenance boarded the aircraft. About one hour after landing the aircraft could continue the flight. https://flightaware.com/live/flight/DAL2262/history/20191125/2225Z/KLAX/KJFK http://avherald.com/h?article=4cfcc710&opt=0 Back to Top Incident: GoAir A320 at Mumbai on Nov 26th 2019, engine problem A GoAir Airbus A320-200, registration VT-GOO performing flight G8-2610 from Mumbai to Lucknow (India) with 178 passengers, was in the initial climb out of Mumbai's runway 27 when the crew stopped the climb at 4000 feet due to a problem with one of the engines (CFM56). The aircraft returned to Mumbai for a safe landing about 30 minutes after departure. A replacement A320-200Neo registration VT-WGM reached Lucknow with a delay of about 2 hours. The occurrence aircraft is still on the ground about 8 hours after landing. http://avherald.com/h?article=4cfcc249&opt=0 Back to Top Incident: Antonov A124 at Ostend on Nov 26th 2019, rejected takeoff due to engine problem An Antonov Design Bureau Antonov AN-124-100, registration UR-82072 performing flight ADB-5250 from Ostend (Belgium) to Mazar-i-Sharif (Afghanistan), was accelerating for takeoff from Ostend's runway 26 at about 19:05L (18:05Z) when the crew rejected takeoff at high speed (about 110 knots over ground) due to a poblem with the #2 engine (D-18T, inboard left hand). The aircraft slowed safely and returned to the apron. Engine debris was collected from the runway. http://avherald.com/h?article=4cfcb737&opt=0 Back to Top Incident: Spirit A321 near Grand Cayman on Nov 25th 2019, noisy overhead panel, fumes in cockpit A Spirit Airlines Airbus A321-200, registration N675NK performing flight NK-756 from San Jose (Costa Rica) to Fort Lauderdale,FL (USA) with 177 people on board, was enroute at FL340 about 80nm southsouthwest of George Town (Cayman Islands) when the crew decided to divert to George Town due to loud noise, that the crew could not completely locate either from the outside of the aircraft or the overhead panel, fumes developed in the cockpit. The aircraft landed safely in George Town about 18 minutes after leaving FL340. The occurrence aircraft remained on the ground for about 15.5 hours, then positioned to Fort Lauderdale. According to information received from Grand Cayman something in the overhead panel was shaking, there were fumes in the cockpit. https://flightaware.com/live/flight/NKS756/history/20191125/2000Z/MROC/KFLL http://avherald.com/h?article=4cfcb3b4&opt=0 Back to Top Back to Top Beechcraft B300 King Air 350 - Engine Shutdown (Japan) Date: 26-NOV-2019 Time: 11:40 LT Type: Beechcraft B300 King Air 350 Owner/operator: Japan Coast Guard Registration: JA864A C/n / msn: FL-193 Fatalities: Fatalities: 0 / Occupants: 7 Other fatalities: 0 Aircraft damage: Minor Location: 486 km WNW of Niigata Airport (KIJ) - Japan Phase: En route Nature: Military Departure airport: Niigata Airport (KIJ/RJSN) Destination airport: Niigata Airport (KIJ/RJSN) Narrative: A Japan Coast Guard's Beechcraft B300 King Air 350, named Toki (Japanese crested ibis), suffered low oil warning on the No.2 engine during a patrol mission over the Sea of Japan at 11:40 LT. The crew shut down the troubled engine, and made an emergency landing at Niigata Airport (KIJ/RJSN) safely at 13:15 LT. Oil leak from the right engine was found in the inspection after landing. https://aviation-safety.net/wikibase/230912 Back to Top Terrifying: Fumes Nearly Incapacitate Both Pilots On British Airways A320 We've seen an increase in fume related incidents on commercial flights. In some cases this impacts the crew, in other cases it impacts passengers, and in some cases it impacts everyone. This has led to all kinds of diversions. Well, AvHerald has the rundown of what's possibly the most terrifying fume related incident we've seen in quite a while. This incident involves BA2676 on October 19, 2019. This was a British Airways A320 operating a flight from London Gatwick to Paphos in Cyprus. The plane was descending through 8,000 feet to 6,000 feet when the first officer noticed an unusual odor in the cockpit (which he described as smelling like onion bajhis... yum!), and even asked the captain if he smelled it. The captain said he didn't smell it. Just 30 seconds later the first officer felt his arms and legs tingling and had the impression he was about to faint, so he put on his oxygen mask and set the oxygen level to 100%. He then turned to the captain to tell him he wasn't feeling well, but when he did, there was no response, as the captain was incapacitated. After a couple of seconds the captain reacted slowly, saying he didn't feel well either, and he also put on his oxygen mask and turned the oxygen level to 100%. During this period the pilots missed several calls from ATC to descend to 4,000 feet, since obviously their primary focus was making sure they could safely operate the plane. Since both pilots had oxygen masks on they couldn't talk to one another, so they communicated with hand signals, as the captain flew the plane while the first officer went through the checklist, operated the levers, etc. The plane landed safely 13 minutes after the trouble started, and the crew opened the cockpit windows as soon as they landed. The captain went to the lavatory after landing, and the first officer went into the cabin to make sure everything was okay. While everything in the cabin was alright, the flight attendant noticed how pale the first officer was, and noted that there was a strong smell of fuel when the cockpit door opened. The pilots were hospitalized and were diagnosed with low blood oxygen saturation and fever. The pilots ended up flying back to London the next day as passengers. The plane returned to London Gatwick the next day, about 27 hours after it landed in Paphos. The plane in question has the tail number G-GATL, and it's 17 years old, and it first flew for ACES Colombia, then Wizz Air, and then British Airways as of 2015. It's also interesting to note that on October 2 the plane diverted to Athens due to smoke in the cabin, and on October 17 the plane diverted to Porto while enroute to Marrakech. The fourth flight after that was the flight that ended up having this issue. https://onemileatatime.com/pilots-incapacitated-fumes/ Back to Top Report cites pilot error in 2016 Flydubai plane crash in Russia Emergencies Ministry members work at the crash site of a Boeing 737-800 Flight FZ981 operated by Dubai-based budget carrier Flydubai, at the airport of Rostov-On-Don MOSCOW (Reuters) - Pilot error and possible crew disorientation during bad weather at night led to the fatal 2016 crash of a Flydubai passenger jet in Russia, Russia's Interstate Aviation Committee said in a report issued on Tuesday. The Boeing 737-800 from Dubai, operated by the Dubai-based budget carrier Flydubai, came down in the early hours of March 19, 2016 at Rostov-on-Don airport in southern Russia after aborting a second landing attempt in high winds. All 62 people on board died. "The fatal air accident...occurred during the second go-around, due to an incorrect aircraft configuration and crew piloting (and) the subsequent loss of the (commanding pilot's) situational awareness at night-time," the report said. It said bad weather including treacherous gusts known as wind shear were also factors. "This resulted in a loss of control of the aircraft and its impact with the ground," it said. The Boeing 737 was being flown by the captain at the time of the crash. Both crew were relatively experienced. Addressing one of the most publicized concerns after the crash, the report said the pilots had had enough pre-flight rest, but that the possible "operational" tiredness of the crew as the flight progressed may have been a contributing factor. Media reports citing unnamed pilots and leaked documents after the crash raised concerns of pilots being "fatigued," a chronic condition less easily relieved by rest than tiredness. Flydubai has dismissed suggestions of chronic fatigue. On Tuesday, the airline acknowledged the conclusions and recommendations of the report and listed a number of changes it had carried out, but said fatigue was already covered by existing safety initiatives. "We take pilot welfare extremely seriously," a Flydubai spokesman said. DISORIENTATION The accident involved a Boeing 737-800, the predecessor to the Boeing 737 MAX, which remains grounded after two fatal crashes since 2018. The 737-800 does not contain the MCAS software implicated in those crashes. The report also cited possible confusion among the crew over which go-around maneuver to make during the second landing attempt - a standard one using almost full power and flaps to provide lift, or a second, more aggressive one designed to escape wind shear that uses an even higher thrust setting without flaps. The report said the crew's uncoordinated actions combined the two different options, using the maximum available thrust. Flying one third full and with no cargo, and with less fuel due to the time spent holding due to bad weather, the jet was now light and its nose automatically rose as power increased. Despite reminders from the co-pilot, the captain countered this by pushing the nose down and later reinforced the maneuver by sending trim commands to the tail for an unusually long 12 seconds, at which point the aircraft dived out of control. The report said the captain may have been suffering a form of spatial disorientation called a "somatogravic illusion" - in which pilots think the nose is higher than it actually is. Before making the doomed second attempt to land, pilots also discussed diverting to an alternate airport. The report said they were concerned about exceeding their maximum duty time for the return flight and "the recommendation of the airline on the priority of landing". Flydubai officials said the airline's control center, contacted while the aircraft was waiting for weather to clear, had recommended trying to land but had left the final decision to the captain. The Russian agency also recommended Boeing revise procedures to make it clearer which go-around procedure is being used. In a statement emailed to Reuters, Boeing said it was reviewing the details of the committee report and would work with the U.S. Federal Aviation Administration and global regulators to consider the safety recommendations. Boeing said it supported the Russian committee in its investigation into the crash. https://www.yahoo.com/news/pilot-error-caused-fatal-2016-142208479.html Back to Top Cracked cockpit window forces plane to make emergency landing A transatlantic flight was forced to divert to Ireland when pilots noticed a crack in the cockpit windscreen while flying at 38,000ft. Air Canada flight AC857 was flying from London Heathrow to Toronto when a crack in the side window was discovered mid-flight. The Boeing 787 Dreamliner aircraft had passed Ireland and was beginning its journey across the Atlantic when the decision was made to turn back and land in Dublin. Data from flight tracking site Flight Radar 24 shows the plane making a sharp U-turn over the water before landing in the Irish capital. A spokesperson for Air Canada told Dublin Live: "On November 23 2019, AC857, operated with a Boeing 787 Dreamliner, from London Heathrow to Toronto, diverted to Dublin due to a cracked Captain's side window. "There were 254 passengers onboard, who were put in hotels for the night. Another aircraft was dispatched to bring the customers home the next day and the original aircraft was repaired and has since returned to service." It's not the first time a cockpit windscreen has cracked. In May, a mid-air hailstorm shattered the windscreen of a plane as it was flying at 37,000 feet above China. The China Southern Airlines Airbus A380 was flying from Guangzhou to Beijing when it was hit by freak weather. https://www.yahoo.com/news/cracked-cockpit-window-forces-plane-095055051.html Back to Top India requires 100 more pilots every year The aviation sector requires around 100 more pilots every year and the government would upgrade its flying training academies to bridge the shortfall. NEW DELHI: The aviation sector requires around 100 more pilots every year and the government would upgrade its flying training academies to bridge the shortfall.' According to Minister of Civil Aviation Hardeep Singh Puri, there are 32 Flying Training Organisations (FTOs) in the country, which train around 350 pilots every year. In this 23 FTOs are in the private sector and rest nine are with the Centre and various state governments. "We require 100 more pilots every year because we are inducting 100 planes, which means around 700 pilots are required," said Puri in Rajya Sabha. "We are training around 350 pilots. We get some retired pilots from the Air Force and Navy personnel," he said. According to the minister, half of the total 9,000 pilots are in the commander level and rest in other categories. "We require foreign pilots in some categories," he said. The minister said, "We are in the process of upgrading our facilities so that instead of 350 or so pilots, we take this number by a few hundreds". However, on being asked about the places where the academies would come up, Puri said, "I am not in a position to take commitment where it would be located." The minister was replying to a supplementary question asked by Ravi Prakash Verma on conversion of Balia airstrip in Lakhimpur Kheri into a pilot training academy. https://economictimes.indiatimes.com/industry/transportation/airlines-/-aviation/india- requires-100-more-pilots-every-year-h-s-puri/articleshow/72259427.cms Back to Top AirAsia crew 'increased panic' on 2017 Perth to Bali flight with commands such as 'crash position', says safety watchdog AirAsia Indonesia cabin crew shouted inappropriate commands to passengers including "crash position" during a depressurisation on a Perth-Bali flight, which added to panic, the air safety watchdog says. About 30 minutes into the October 2017 journey, crew initiated an emergency descent in response to the depressurisation but some oxygen masks did not deploy and passengers felt they were not receiving oxygen. Some then moved around the cabin to find a functioning oxygen mask, but cabin crew shouted commands such as "brace" and "get down", increasing confusion and panic. The plane returned to Perth Airport and landed safely. The Australian Transport Safety Bureau said in a report on Wednesday that the commands were inappropriate. It also found the pre-flight safety briefing and safety information card did not include a clear instruction on how to activate the flow of oxygen from the masks, and advise that the bag may not inflate when oxygen is flowing. "This incident highlights that an important aspect of managing abnormal passenger responses is the cabin crew's ability to recall and use appropriate standard commands," ATSB transport safety director Dr Stuart Godley said "Passengers generally responded well when appropriate commands were used, but incorrect commands resulted in some confusion and panic among in the cabin." https://www.perthnow.com.au/news/aviation/airasia-crew-increased-panic-on-2017- perth-to-bali-flight-with-commands-such-as-crash-position-says-safety-watchdog-ng- b881394818z Back to Top NTSB releases factual report on fatal crash of NatureAir flight The airplane involved in the Nature Air crash The National Transportation Safety Board (NTSB) has released a factual report detailing the Dec. 31, 2017 NatureAir crash that killed all 12 people on board. As the name suggests, a factual report "consolidates relevant factual information and is released at the conclusion of the fact-gathering phase of the investigation." A final report, which provides analysis and probable cause, is typically released within two months of the factual report. Below, we'll highlight some aspects of the NTSB report, which can be read in its entirety on the organization's website. Summary of the NatureAir crash On December 31, 2017, about 1156 central standard time, a Cessna 208B airplane, Costa Rican registration TI-BEI, crashed while maneuvering after takeoff from runway 3 at Islita Airport (MRIA), near Corozalito, Costa Rica. The 2 flight crewmembers and 10 passengers were fatally injured. The airplane was destroyed by impact forces and post- impact explosion and fire. The airplane was registered to and operated by Nature Air, San José, Costa Rica, as a commercial charter flight operating under Costa Rican flight regulations. Visual meteorological conditions prevailed for the flight, which was originating at the time of the accident with an intended destination of Juan Santamaría International Airport (MROC), San Jose, Costa Rica. The captain, first officer, and aircraft Limited documentation of the pilot's training was provided during the investigation. The training documents confirmed that the captain had received ground training starting in October 2017, but there were no records showing completion of required flight training or of any check flights or IOE. Training documents received during the investigation indicated that the first officer had received the specified training. The airplane [a Cessna 208B Caravan, serial number 208B0900] was maintained in accordance with an Approved Aircraft Inspection Program (AAIP). The airport and weather Islita Airport was a privately owned, nontower-controlled airport located near the town of Corozalito, Costa Rica. The airport had a single paved runway, runway 3/21, that was about 3,000 ft long and 30 ft wide. The runway pavement was cracked and had vegetation growing through the cracks at the south end. The runway was in a valley with rising terrain on all sides except to the south, which led to the Pacific Ocean. The Nature Air GOM stated that pilots would receive additional, airport-specific training before operating to or from airports with special characteristics; however, the operator provided no listing of such airports. [The airport] was equipped with two structures, one at each end of the airstrip's runway pavement, to accommodate windsocks; at the time of the accident, neither structure was equipped with a windsock. The wreckage and other evidence The airplane wreckage was removed from the accident site before NTSB arrival. The accident site was located on a heavily wooded hillside about 0.4 sm northeast (024°) of the departure end of runway 3 at an elevation of 238 ft msl. ... Based on the limited damage to surrounding tree canopy, the airplane impacted the slope in a near-vertical attitude. The airframe systems could not be examined due to the extensive fire and impact damage. Description of the crash [Based on surveillance footage], the airplane's groundspeed was estimated to be 68±3 kts shortly after takeoff and the airplane was climbing about 715 ft/minute. Several seconds later, the airplane was descending about 1,510 ft/minute and its groundspeed was 82±4 kts. Its bank angle reached up to 75º right-wing-up at that time; the airplane impacted the ground shortly thereafter. Additional information The NTSB is examining three different takeoff scenarios to determine if the airplane had sufficient climb performance to clear the terrain surrounding the airport. ... The airplane had been involved in a bird strike earlier that day. However, "the flight characteristics and controllability of the airplane would not have been adversely affected." https://ticotimes.net/2019/11/26/ntsb-releases-factual-report-on-fatal-crash-of- natureair-flight Back to Top How Could Malaysia Get Its FAA Category 1 Safety Rating Back? Earlier in November, the U.S. Federal Aviation Administration cut Malaysia's aviation safety ranking from category one to category two. It is a significant hit on Malaysia's aviation reputation and, while it doesn't prevent Malaysian carriers from flying into the United States, it does prevent them from adding extra flights. The FAA's decision may also cause other safety regulators to follow their lead. The FAA has made an adverse finding against Malaysia's aviation safety regulator, CAAM. Photo: Unknown via Pixabay. It puts Malaysia is the same company as Thailand, Costa Rica, Ghana and Bangladesh. So, what can Malaysia do to get its category one safety rating back? The problem lies with the regulator, not the airlines As Emily Derrick noted in Simple Flying earlier this month, a category two rating doesn't mean the country's airlines are unsafe. Rather, it is an assessment of that country's aviation regulator (in this case, the Civil Aviation Authority of Malaysia). This suggests that problems, if any, don't lie with local carriers like Malaysia Airlines or AirAsia, rather with the government agency assigned to oversee the airlines. Presently, only one Malaysian airline flies into the United States; AirAsia's service between Kuala Lumpur and Honolulu. These flights will be subject to further oversight by the FAA and any plans AirAsia may have had for further expansion into the United States will be put into hiatus. AirAsia is the only Malaysian carrier currently flying into the USA. Photo: Bidgee via Wikimedia Commons. American Airlines' codeshare agreement with local flag carrier, Malaysia Airlines, will also end. What the FAA said and how to fix it According to a report in Reuters, the FAA's decision arose from a review in April 2019. It means the FAA considers CAAM "deficient in one or more areas, such as technical expertise, trained personnel, record-keeping, and/or inspection procedures." The FAA's decision was based on CAAM meeting (or in this case, not meeting) International Civil Aviation Organization (ICAO) standards. ICAO is a United Nations technical agency that sets international standards and practices for aircraft operations and maintenance. Malaysia's aviation regulator, CAAM, acknowledged what had happened and said; "In carrying out its duties as an aviation regulator, some shortcomings exist. We wish to emphasize that the assessment only covered CAAM's role as an aviation regulator... Plans are already well underway to address the findings of the audit." The FAA's findings may be against CAAM but its ramifications are more widespread. Photo: Kentaro Iemota via Flickr. CAAM may have been expecting the bad news because its CEO resigned before the FAA made its decision public. As for the Malaysian Government, the Prime Minister, Mahathir Mohamad said; "If there is anything wrong with our civil aviation authority, we will take measures, we will correct the situation." A lack of clarity Neither the FAA or CAAM are saying where CAAM fell down or in how many areas. But the FAA's findings indicate Malaysia's aviation safety regulator needs an overhaul. The Prime Minister's statement suggests that the government is prepared to do this. CAAM itself seems willing to address the issue/s the FAA audit raised. In all, there has been a reasonable rather than a defensive response from Malaysia - which in itself is positive. CAAM has already said it wants to get its category one rating back and has sought a review in 2020. Whilst unfair, an inevitable consequence is that a lack of confidence in a nation's safety regular also undermines wider confidence in that nation's airlines. It also has knock-on effects at Malaysia airports, hotels and throughout the tourism industry. It is in a lot of people's interests to get that category one rating back. https://simpleflying.com/malaysia-category-1-safety-rating/ Back to Top FAA Releases Go/No-go Medications List As part of the ongoing industry/FAA campaign to stem loss-of-control inflight (LOC-I) accidents, the FAA recently released a go/no-go list and safety briefing to help pilots determine the safe use of over-the-counter medications while flying. In releasing this long-awaited information, the FAA noted that a 2011 study from the FAA's CAMI Toxicology Lab found that 42 percent of 1,353 pilots tested after fatal accidents were found with at least one of the drugs from the list in their system. Of those, 90 percent were flying under Part 91. "We all know that some drugs may compromise a pilot's ability to control the aircraft and/or adversely affect judgment and decision making. The difficulty comes for investigators in trying to quantify the known detriment that comes with various medications and the physical conditions that require their use," the FAA said. Also, the agency worries about pilots not disclosing medications to their aviation medical examiner. "Undisclosed treatments could hide potentially impairing drug interactions," the agency said. "In many cases, there are other treatment options that may allow you to continue flying, but your AME [aviation medical examiner] needs to know what medications you are using." In addition to listing go and no-go medications, the FAA list-What Over-the-Counter (OTC) medications can I take and still be safe to fly?-provides a checklist for pilots to determine whether they are fit for flight. Pilots are advised to wait five times the dosing interval of a "no-go" medication before flying. In other words, if the medicine has a recommended four-hour interval between doses, pilots should wait 20 hours from the last dosage before flying. Stay on the leading edge of the business jet industry with AIN's free daily newsletter. These efforts stemmed from "safety enhancements"-or calls to action-that the government/industry General Aviation Joint Steering Committee (GA-JSC) issued earlier this decade to address LOC-I. In all, the GA-JSC released close to three dozen such safety enhancements aimed at LOC-I, which remains the leading cause of fatal aircraft accidents. Among those were a couple aimed at the use of medication, including a recommendation for a "public education/outreach campaign to promote the understanding of the effects of medication" and one specifically calling on the FAA to provide an updated list of medications that should and should not be taken when flying. Richard McSpadden, executive director of the Aircraft Owners and Pilots Association (AOPA) Air Safety Institute and co-chair of the GA-JSC, welcomed the release of the list, saying the industry has pushed for it for years. "It's not as extensive as we'd like it to be, but at least it's a start where pilots can go," McSpadden added. AMEs have this information, but "we felt this should be information that all pilots can access," said GA-JSC members Lauren Lacey Haertlein, general counsel for the General Aviation Manufacturers Association. The NTSB has found that antihistamines were the most commonly found substances. Other top substances the NTSB found included marijuana, with an increasing incidence of positive tests, as well as hydrocodone, a legal prescription drug, according to Haertlein and GA-JSC member Peter Korns, manager of tax, operations, and workforce engagement for the NBAA, both of whom spoke at the Bombardier Safety Standdown earlier this month in Fort Worth, Texas. While these were just samples found in pilots and not representative of how much or whether the drugs were a factor in the accident, Haertlein said it is important to have a picture of what is happening with medication use. This has implications for the information that needs to be relayed to pilots, she said. It is particularly important given how much medication there is in the U.S., Haertlein said. The Centers for Disease Control and Prevention has found that 48.9 percent of the population uses a least one prescription drug in a 30-day period, she said, but added, "The most common thing we are seeing is over-the-counter medication." AOPA plans to continue to work with the FAA on expanding the list over time, the association said. Meanwhile, the association also offers its own medication database based on FAA decisions, along with a medical self-assessment course. https://www.ainonline.com/aviation-news/business-aviation/2019-11-26/faa-releases- go-no-go-medications-list Back to Top Pilatus Aircraft Delivers 1,700th PC-12 Luxembourg-based Jetfly took delivery of Pilatus Aircraft's milestone 1,700th PC-12. The European fractional provider has 40 PC-12s in its fleet. (Photo: Pilatus Aircraft) Pilatus Aircraft this week handed over the 1,700th PC-12 some 25 years after the turboprop single entered service. The milestone aircraft-S/N 1912-went to long-time fleet customer Jetfly Aviation, with the fractional provider's managing director, Maxime Bouchard, taking the keys during a ceremony at Pilatus's headquarters in Stans, Switzerland. "We are thrilled to be taking delivery of the 1,700th PC-12," said Jetfly CEO Cédric Lescop. "Jetfly operates the largest fleet of PC-12s in Europe, with 40 aircraft in service. The success of the Jetfly fractional program would not have been possible without this...aircraft." Meanwhile, Pilatus reported that the worldwide PC-12 fleet has logged more than seven million hours since the type entered service in mid-1994 with launch customer Royal Flying Doctor Service of Australia, which currently has 31 PC-12s and three PC-24s in its fleet. The Swiss aircraft manufacturer said it expects to deliver more than 80 PC-12s this year. https://www.ainonline.com/aviation-news/business-aviation/2019-11-26/pilatus- aircraft-delivers-1700th-pc-12 Back to Top China-made detecting aircraft for remote sensing delivered Photo taken on Nov. 27, 2019 shows a Xinzhou-60 aircraft for remote sensing in Xi'an, northwest China's Shaanxi Province. China's aircraft maker Xi'an Aircraft Industry Co. (XAC) has delivered two high-performance Xinzhou-60 aircraft for remote sensing to the Chinese Academy of Sciences (CAS) for aerial observation missions. Ding Yaxiu, chief designer of the aircraft, said the aerial observation aircraft is adapted from the Xinzhou- 60 aircraft developed by the company to better address the demand of carrying different functional equipment for diversified observation purposes. (Xinhua/Li Yibo) XI'AN, Nov. 27 (Xinhua) -- China's aircraft maker Xi'an Aircraft Industry Co. (XAC) has delivered two high-performance Xinzhou-60 aircraft for remote sensing to the Chinese Academy of Sciences (CAS) for aerial observation missions. The aircraft maker started to develop the aircraft in 2014. Wu Yirong, a CAS academician and president of the Aerospace Information Research Institute of the academy, said the new type of aircraft has obtained an airworthiness certification from the Civil Aviation Administration of China. Ding Yaxiu, chief designer of the aircraft, said the aerial observation aircraft is adapted from the Xinzhou-60 aircraft developed by the company to better address the demand of carrying different functional equipment for diversified observation purposes. The refitted Xinzhou-60 airplanes have wide applications in emergency support, disaster relief, agriculture and water conservancy, said Wu adding that researchers from around the world can make use of the science data collected by the aircraft. http://www.xinhuanet.com/english/2019-11/27/c_138587102.htm Back to Top Back to Top USC Aviation Safety & Security Program On-Site and Custom Courses To meet the diverse needs of all elements of the aviation community, the USC Aviation Safety & Security Program offers our courses to be conducted at your facility. Whether you are a small, medium or large organization; a private company, government agency, or the military...we can work with you to bring the right training to your facility. Choose from any of our courses. All of our courses can be customized to fit the specific needs of your organization. Don't see the exact course or subject you want? We have created courses, seminars, and presentations for companies - such as Safety Performance Indicators for Korean Air and Safety Auditing for Quanta Services. To bring USC Aviation Safety & Security Education to your organization, please contact us at hinaba@usc.edu or +1 (310) 342-1352. Earn Credit for FlightSafety Master Technician- Management Program Students taking the following USC courses will earn elective credits towards FlightSafety International's Master Technician-Management Program * Human Factors in Aviation Maintenance * Human Factors in Aviation Safety * Gas Turbine Accident Investigation * Helicopter Accident Investigation * Safety Management for Aviation Maintenance * Safety Management for Ground Operations Safety * Accident/Incident Response Preparedness Earn Points Toward NBAA Certified Aviation Manager Program Students taking the following USC courses will earn two points toward completing the application for the National Business Aviation Certified Aviation Manager Exam. * Aviation Safety Management Systems * Accident/Incident Response Preparedness * Human Factors in Aviation Safety * Aircraft Accident Investigation * SeMS Aviation Security Management Systems For further details, please visit our website or use the contact information below. Email: aviation@usc.edu Telephone: +1 (310) 342-1345 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 Curt Lewis