Flight Safety Information March 30, 2020 - No. 064 In This Issue Incident: ANA B789 at Tokyo on Mar 28th 2020, dropped engine panel Incident: Martin B744 at Amsterdam on Mar 26th 2020, rejected takeoff due to bang from cargo Incident: Cargojet B752 at Hamilton on Mar 25th 2020, flaps disagree IAI Westwind jet crashes on takeoff from Manila Airport, Philippines Harbin Y-12E - Landed short (Nepal) Philippine medevac jet crash kills eight Philippines grounds company's aircraft after deadly fire Implementing Safety Management Systems in air medical operations TSA worker at Louisville Muhammad Ali International Airport tests positive for COVID-19 India suspends breath analyser test for aviation personnel HAI urges caution on FAA waiver announcement OneWeb, a satellite internet startup, files for Chapter 11 bankruptcy Call for Nominations For 2020 Laura Taber Barbour Air Safety Award WINING BACK PASSENGERS: WHAT AMERICA'S AIRLINES NEED TO DO NOW The USC Aviation Safety & Security Program Has Moved Online! Incident: ANA B789 at Tokyo on Mar 28th 2020, dropped engine panel An ANA All Nippon Airways Boeing 787-9, registration JA837A performing flight NH-919 from Tokyo Narita (Japan) to Shanghai Pudong (China), was in the initial climb out of Narita's runway 16R when a small plastics panel (size 30x16cm, 11x6 inches) departed the right hand engine (Trent 1000) without being noticed. The aircraft continued to Shanghai for a safe landing about 2.5 hours later. The aircraft also performed the return flight NH-920 on schedule. Japan's Ministry of Transport reported a small plastics panel, size 30x16 cm weighing 0.1kg was dropped by the aircraft near the dormitory of a police station. No injuries occurred. When the aircraft landed following the return flight NH-920, a post flight inspection found that the panel was missing from the right hand engine. http://avherald.com/h?article=4d526985&opt=0 Back to Top Incident: Martin B744 at Amsterdam on Mar 26th 2020, rejected takeoff due to bang from cargo A Martin Air Boeing 747-400 freighter, registration PH-CKA performing freight flight MP-7341 from Amsterdam (Netherlands) to Sao Paulo Viracopos,SP (Brazil) with 3 crew, was accelerating for takeoff from Amsterdam's runway 36L when the crew rejected takeoff at high speed (about 118 knots over ground) after they heard a loud bang from the cargo area. The aircraft slowed and stopped, emergency services were called to check the brakes indicating hot. The crew advised they were very heavy at about 410 tons, all their brakes were very warm. The left hand brakes began to cool some time later. The crew shut down all but the #1 engine (CF6, left outboard). Some time later the right hand brake temperatures also stopped to rise just before becoming critical (tyre deflation) and began to cool as well. The crew advised they had been at the limit for losing all tyres. A tow truck was dispatched, the crew shut the #1 engine down too and the aircraft was towed to the apron. The aircraft remained on the ground for about 3 hours, then departed for the flight. Emergency Services were told by tower, the crew had advised they rejected takeoff due to a bang from the cargo hold caused by some "omgevallen koffers" (toppled suitcases). http://avherald.com/h?article=4d51a212&opt=0 Back to Top Incident: Cargojet B752 at Hamilton on Mar 25th 2020, flaps disagree A Cargojet Boeing 757-200, registration C-GCJT performing flight W8-584 from Vancouver,BC to Hamilton,ON (Canada) with 2 crew, was on the downwind to Hamilton when the crew received a flaps disagree message with the flaps indicating between 0 and 1. The crew worked the related checklists, requested emergency services on stand by and performed another approach to Hamilton's runway 12 for a safe landing at about 142 knots over ground. The Canadian TSB reported: "This aircraft had same problem on the previous flight going into Vancouver (CYVR) on 17 March 2020 and maintenance were unable to duplicate the snag on ground. The aircraft was taken out of service. A verification flight was mandated upon rectification prior to placing it back in service. The aircraft carried out the verification flight on 22 March 2020 with no faults noted. Multiple components were inspected and replaced as a precaution. Maintenance is continuing to investigate the issue." See the previous occurrence Incident: Cargojet B752 at Vancouver on Mar 17th 2020, flaps disagree. (Editorial note: Following the occurrence of Mar 17th 2020 the aircraft returned to service and performed a number of flights on Mar 18th 2020. Following flight W8-588 from Vancouver to Hamilton on Mar 18th 2020 the aircraft remained on the ground and performed the said test flight on Mar 22nd 2020 before returning to service). https://flightaware.com/live/flight/CJT584/history/20200325/1310Z/CYVR/CYHM http://avherald.com/h?article=4d510e64&opt=0 Back to Top IAI Westwind jet crashes on takeoff from Manila Airport, Philippines Date: Sunday 29 March 2020 Time: ca 20:00 Type: IAI 1124A Westwind II Operator: Lionair Inc. Registration: RP-C5880 C/n / msn: 353 First flight: 1981 Crew: Fatalities: 2 / Occupants: 2 Passengers: Fatalities: 6 / Occupants: 6 Total: Fatalities: 8 / Occupants: 8 Aircraft damage: Destroyed Aircraft fate: Written off (damaged beyond repair) Location: Manila-Ninoy Aquino International Airport (MNL) ( Philippines) Phase: Takeoff (TOF) Nature: Ambulance Departure airport: Manila-Ninoy Aquino International Airport (MNL/RPLL), Philippines Destination airport: Tokyo-Haneda Airport (HND/RJTT), Japan Narrative: The IAI 1124A Westwind crashed on takeoff from runwau 24 and burst into flames at Manila-Ninoy Aquino International Airport, Philippines. The aircraft carried out a medical evacuation flight to Tokyo, Japan. https://aviation-safety.net/database/record.php?id=20200329-0 Back to Top Harbin Y-12E - Landed short (Nepal) Date: 28-MAR-2020 Time: Type: Harbin Y-12E Owner/operator: Nepal Airlines Registration: 9N-AKU C/n / msn: 028 Fatalities: Fatalities: 0 / Occupants: 4 Other fatalities: 0 Aircraft damage: Unknown Location: Nepalganj Airport (KEP/VNNG) - Nepal Phase: Landing Nature: Cargo Departure airport: Kathmandu-Tribhuvan Airport (KTM/VNKT) Destination airport: Nepalganj Airport (KEP/VNNG) Narrative: A Nepal Airlines Y-12E aircraft reportedly touched down short of the runway at Nepalganj Airport. It came to a stop in vegetation at the side of the runway. The flight had taken off from Kathmandu at 10:00 local time with medical supplies and a medical doctor on board https://aviation-safety.net/wikibase/234466 Back to Top Philippine medevac jet crash kills eight An IAI Westwind 1124A private jet operating a medical evacuation flight from Manila Ninoy Aquino International Airport to Tokyo Haneda crashed during takeoff, killing all eight aboard. The Manila International Airport Authority (MIAA) confirms that the crash happened at 19:57 local time on 29 March as the aircraft (RP-C5880) attempted to take off from runway 24. The wreckage of the Westwind 1124A, and its cockpit voice recorder "Just before taking off, the aircraft, a Westwind 1124A business jet, suddenly burst into flames and stopped just meters before the end of the runway," says MIAA. "Seeing the incident, the Manila Control Tower immediately dispatched the MIAA Fire and Rescue team to the site and were able to put out the fire of the burning plane. However, all passengers and crew perished even before the fire was put out." The crash forced the runway to close for the night while the debris was cleared. It re-opened at 0420. The cockpit voice recorder of the crashed jet has been recovered. According to the MIAA, the aircraft was carrying three flight crew, three medical personnel, and two patients, one of whom was American, the other Canadian. Cirium fleets data show that RP-C5880 was originally delivered in November 1981 and served with several corporate customers over its 40-year service life. In 2009 it was obtained by Philippine charter carrier Lionair, which is not related to Indonesian low cost carrier Lion Air. While Lionair remained the aircraft's owner, its operator is listed as Executive Jets Asia. During the investigation, Philippine authorities have grounded Lionair's fleet. "Tthe Flight Safety Investigation Committee (FSIC) will look into if there are aviation safety procedures violated by the aircraft operator and/or the crew," adds CAAP. https://www.flightglobal.com/philippine-medevac-jet-crash-kills-eight/137607.article Back to Top Philippines grounds company's aircraft after deadly fire MANILA, Philippines (AP) - Philippine aviation officials on Monday grounded all aircraft belonging to a company that owns a plane that caught fire while taking off from Manila's airport, killing all eight people on board. All of Lionair Inc.'s aircraft will remain grounded during the investigation of the burning of its Westwind 24 plane late Sunday, they said. The plane had been used earlier to transport medical supplies for the coronavirus outbreak. Lionair, a Philippine-based charter company, is not related to Lion Air, an Indonesian low-cost airline. The twin-engine aircraft was on a medical evacuation mission when it caught fire. The two passengers - from the U.S. and Canada - and six Filipino flight crew and medical personnel died when the Tokyo-bound plane burst into flames on the main runway, airport general manager Ed Monreal said. The fire prompted the closure of the airport's main runway and caused one international flight to be diverted. The aircraft's cockpit voice recorder has been recovered by investigators, officials said. Lionair has not issued any statement about the accident. It leases executive jets, helicopters and turbo-propeller planes for domestic and foreign travel, including medical emergency flights. It was not immediately clear how many aircraft the company operates. The Department of Health said Monday that Lionair has helped transport medical supplies, including ones used to fight the coronavirus outbreak, from Manila to central and southern provinces. The pilot and crew of the plane that caught fire at the airport had transported medical supplies to four provinces before they perished, Health Undersecretary Maria Rosario Vergeire said. The Manila airport had only minimal staff due to air travel restrictions that are part of a monthlong lockdown imposed by the government in the northern Philippine region of Luzon to fight the coronavirus outbreak, officials said. https://www.heraldextra.com/news/world/philippines-grounds-company-s-aircraft-after-deadly-fire/article_4e11d7d9-a54c-57dc-97cf-da6c3f011495.html Back to Top Implementing Safety Management Systems in air medical operations Mario Pierobon spoke to industry experts and air ambulance providers about the challenges of implementing safety management systems in air medical operations Safety management systems (SMS) have been at the forefront of safety-related initiatives in the aviation industry for the last several years. There are numerous associations hosting and providing presentations on safety at industry conferences. There are private and government entities that contribute to safety, both occupational and operational. Safety management programmes at individual operators include daily briefings on safety topics and some organizations even hold events to promote safety. But what are the distinctive features of SMS in the air medical industry? Safety in helicopter operations under increased scrutiny by IHSF The International Helicopter Safety Foundation is initiating its sixth annual survey of civil helicopter operators located in key regions around the world in order to gain a broader understanding of... SMS related initiatives Safety is indeed a key ingredient in all aviation operations and industry bodies are committing efforts through SMS-related initiatives in the air medical sector. One such body is the National Accreditation Alliance of Medical Transport Applications (NAAMTA). "Our view on successful SMS begins with regulatory criteria in written policies, includes clear processes that look at safety from various perspectives and sets goals to measure if the desired outcomes are being met. This sentence may make it sound easy, but the key ingredient to success is understanding the needs and personality of the organization. Initiating an SMS has to fit the organization and may begin with a few steps to develop its program and a plan to grow the system as foundations solidify," said Roylen Griffin, Executive Director of NAAMTA. "As an ISO 9001:2015 quality management system company, we incorporate the 'plan, do, check, act' quality management techniques into our accreditation standards. This requires compliance with quality, safety, risk, and fatigue management criteria for our accredited operators." Bill Cline, Chief Pilot of US-based Air Ambulance Worldwide, explained that currently, only FAR Part 121 air carriers are required to utilize SMS in their everyday operations. He added: "FAR Part 135 air carriers are invited to participate, but it is a voluntary program. Air Ambulance Worldwide and its air carrier, Air Gato Enterprises, have begun implementation of our SMS program through the FAA." Industry associations in the US are encouraging their membership to actively participate in the Federal Aviation Administration's (FAA's) voluntary SMS program. "This is done through the sharing of best practices and experiences by members, as well as engaging directly with the FAA's SMS program office, AFS-910, and having them present at association meetings. This integration provides great opportunities for guidance from the FAA office responsible for the program, as well as feedback from the operators on challenges and opportunities," said Joseph Resnik, Vice-President of Safety at Air Methods. SMS requirements The Commission on Accreditation of Medical Transport Systems (CAMTS) also sets out SMS implementation requirements in its standards. "The mission is to improve patient care and safety of the transport environment. Requiring that a medical transport service has an SMS is just part of the overall safety expectations," said Eileen Frazer, Executive Director of CAMTS. "Specifically, since 2010 the standards require that SMS must include a statement of policy commitment from the accountable executive, a risk identification process and risk management plan that include a non-punitive system for employees to report hazards, risks and safety concerns, a system to track, trend and mitigate errors or hazards, a system to track and document incident root cause analysis, a safety manual (electronic or hard copy), a system to audit and review organizational policy and procedures, ongoing safety training for all personnel (including managers) and a system of proactive and reactive procedures to ensure compliance." In the US, the FAA has specific guidelines and implementation procedures that have to be followed. "SMS has been a part of FAR Part 121 air carriers for a while now and [the FAA] have seen the improvement and success of the program. While it has not been mandated by the FAA for FAR Part 135 air carriers, the design and planned events / benchmarks are similar. The FAA inspectors that are a part of the process for 135 air carriers welcome the participation and have been working closely with us to implement our system. It is a very long and detailed process, one that requires co-ordination and participation by both parties," Cline told AirMed&Rescue. One of the main SMS requirements is that having a full implementation plan is essential. The expectation would be for an initial reactive SMS with details of how it will move forward to a generative SMS In the past, as NAAMTA audited documented safety programs and interviewed personnel, it was learnt that the policies existed, but the documentation of safety-related items were less consistent across the board. "When one considers the high risk associated with medical transports, most organizations are safe in their actions, but the documentation to demonstrate their safety practices or to follow through on items gets pushed aside as other priorities arise. Monitoring events, identifying resolutions, and ensuring they can be closed prevents reoccurrence. We can learn from others, as long as we understand the processes involved. Understanding the what, why and how of problems helps us close the problem out and share what was learned," said Griffin. Another important aspect is that the unique circumstances of aeromedical transports require pieces from various resources, but putting the safety puzzle together continues to lack the complete picture, observes Griffin. "Using the puzzle concept, pieces must be utilized from the aviation industry, additional pieces come from the medical industry, more from maintenance and each entity has good input," he said. "Now that the FAA is moving forward with the requirement of an SMS, NAAMTA is ramping up its safety standards. These new standards will incorporate input from the ISO 45001 Health and Safety Standard. As our accredited members submit their quarterly reporting for quality, safety, risk and fatigue management, trends can be identified and shared with our alliance members. Through this process, we have seen much progress in the world of safety of our organizations." CAMTS standards also specifically address safety culture. "A Safety Culture Survey is sent to each employee prior to a site visit and is an important part of the board of director's final review. It was originally based on the AHRQ Patient Safety Culture and it has been redesigned based on the Safety Attitudes Questionnaire (SAQ) by the University of Texas Center for Excellence. The final analysis of the data results in a report sent to the program that compares their scores to other programs," said Eileen Frazer. "Questions are carefully designed to measure thoughts and attitudes about teamwork, safety climate, job satisfaction, stress recognition, perception of management and working conditions. The individual taking the survey is also able to submit comments that may help the site surveyors frame their questions during interviews." A major challenge for aeromedical services is that an aviation operator may have an SMS that fulfils the requirements of the FAA or European Aviation Safety Agency (EASA), but does not incorporate the medical crew factors of teamwork and patient care issues. "If the aviation operator does not employ the medical crews, we often find two different SMS. In this case, we will encourage that the staff understands each SMS and their responsibilities of reporting safety concerns through the appropriate chain of command for an open and transparent process," said Frazer. Organisational experiences Through SMS implementation, there is an opportunity for significant improvement in change management. "With SMS, there is a more formalized and structured way of identifying risks on the front end of projects and putting mitigations in place prior to implementation. It provides a more proactive culture as opposed to a reactive culture. It is a culture change for an organization," said Resnik. The safety culture must be driven from top management to each base and each employee. The safety culture must be driven from top management to each base and each employee. "Implementing a process to document, record action items, and create a loop-closure to verify that safety issues are not just closed, but that the resolution is verified and validated is key. The time frame to incorporate all SMS requirements is dependent upon the personality of the organization. Another factor is the amount of resources the company applies to the safety system, as it makes the difference in timing. This is not an overnight solution, but if everyone in the company shares in the process, the safety culture comes together," said Griffin. SMS implementation also comes with some hurdles to overcome, as Resnik pointed out: "A main part of risk mitigation is engaging all parts of the organization that may be affected by a change or identified hazard / risk. Creating that engagement and collaboration as a normal rhythm within the company's culture can be a challenge." "For Air Methods, [SMS implementation] has been a matter of integrating the safety organization as a facilitator of the risk assessments, actively engaging the other departments to know they have our support from the top down. Additionally, engaging the senior leaders to ensure they are driving their teams in the right direction and setting the expectation has been a tremendous help. Because we already had the basic structure in place, we have been able to move quickly and expect to have full conformance in 2020. Typically, the initial gap analysis and development of the implementation plan can take up to a year with full implementation and conformance completed within 36 months after the FAA's acceptance of the plan," said Resnik. When there is commonality in the desired outcome and employees are engaged in the process, the entire organization maintains an awareness of the overall safety goals. "Truly, there is no end to building a SMS, just progress," said Griffin. "An organization has to consider how it will measure progress and assess whether each department is setting indicators for safety compliance and whether these mesh with company goals. These indicators or goals should be measurable. With these measures, one can assess the activities, determine if the desired outcome is achieved, and then determine if a focus needs to be placed on another factor of safety for the next quarter. The SMS takes on a life that evolves, circles back, and moves forward as the needs of the organisation are monitored." Air medical operations There are specific aspects that air operators have to consider when conducting air medical operations as opposed to regular commercial operations. The Royal Flying Doctor Service of Australia was established in 1928 as a charitable organization to provide health services to remote and isolated communities. The focus has always been on the provision of healthcare. "Engagement with the clinical side of the organization on aviation safety matters has naturally presented some cultural challenges. For example, medical and aviation risks are measured differently, medical focusses more on what was the level of harm done, if any, while aviation assesses what was the potential for harm," said Alexandra. "We have the same goals, but speak different languages, which naturally presents its own challenges. Fortunately, we have clear lines of communication within the organization to help overcome these obstacles." By assessing all the contributing factors of a medical transport, it is possible to see the variety and the need for documented processes and a solid SMS. "The most important thing is to start with the needs of the patient and assess if a solution can be provided. Then it is necessary to consider who is making the transport request and if there is an insurance or an assistance company involved in the process with specific criteria that need to be factored," said Griffin. "Questions that typically need to be asked include: Is the information provided accurate? Is the timeframe realistic? Will the transport require a crew change? Is the receiving facility verified with a bed for the patient? One then needs to add the elements of aviation, the lifesaving efforts of the medical crew, the unique and varying needs of the patient, the potential dynamics of accompanying family members." The realisation of every variable can be a demanding task. "The challenge is to start with building the foundation and then adding elements to reach the desired outcome. No transport is ever alike; therefore, we learn as we experience, we document and share the lessons learned," said Griffin. Indeed, each air ambulance mission is a unique undertaking. "Whereas commercial scheduled operators know their routings a year in advance, we typically receive our callouts two hours before wheels up. This presents a risk that commercial carriers do not typically face and therefore air ambulance operators see a huge benefit from creating and implementing an SMS programme," said Cline. "Our type of operation demands different types of people, backgrounds, professions, to be brought together. Being a cultural and regimented programme, all our groups work together to make the full SMS implementation a successful experience." https://www.airmedandrescue.com/latest/long-read/implementing-safety-management-systems-air-medical-operations Back to Top TSA worker at Louisville Muhammad Ali International Airport tests positive for COVID-19, officals say Louisville Metro Public Health and Wellness along with TSA-KY notified officials Saturday. LOUISVILLE, Ky. - Officials with the Louisville Regional Airport Authority have confirmed a case of COVID-19 at the Louisville Muhammad Ali International Airport. Louisville Metro Public Health and Wellness along with TSA-KY notified officials Saturday. They say the individual works for the TSA and due to the nature of that person's job, they had limited exposure to others and didn't work in the passenger screening area. "We take health concerns seriously and continue to work with LMPHW, TSA and other supporting agencies to follow-up on this information," officials said in a statement. Airport officials say they have established protocols since mid-February including increased cleaning of high-touched areas including handrails, elevator buttons, and restrooms. They also say they cleaned and sanitized areas where the individual worked and traveled in accordance to CDC guidelines. https://www.whas11.com/article/news/local/tsa-worker-at-louisville-muhammad-ali-international-airport-test-positive-for-covid-19-officals-say/417-dbf1c776-7b9a-4dad-a4fe-63c7de81debd Back to Top India suspends breath analyser test for aviation personnel Indian aviation regulatory body, Directorate General of Civil Aviation (DGCA) has temporarily suspended breath analyser (BA) test for aviation personnel across all airports in the country, in wake of the Covid-19 pandemic. The decision comes after Indian low-cost carrier Spicejet stated that one of its pilots tested positive for the virus, despite not flying any international flight in March this year. Air India pilots union is also said to have asked DGCA to temporarily suspend the BA test as it could lead to spread of infection. As per the DGCA notice "every aviation personnel, who is reporting for duty, is required to submit an undertaking in respect of the fact that he or she is not under the influence of alcohol and that he/she has not consumed alcohol/psychoactive substance in last 12 hours from the time of reporting for duty." The undertaking should also contain a warning that the license/approval will be suspended for a period of three years in case of violation of rules. Furthermore, employer organisations have also been asked to carry out random checks for pilots and cabin crew members to ensure the compliance of rule 24 of the Aircraft Rules 1937, dictating prohibition on consumption of intoxicating and psychoactive substances. https://www.businesstraveller.com/business-travel/2020/03/30/dgca-suspends-breath-analyser-test-for-aviation-personnel/ Back to Top HAI urges caution on FAA waiver announcement The US-based Helicopter Association International (HAI) has urged its members to contact their insurance company to check their requirements for medical certification for crewmembers in light of the FAA saying it would waive enforcement actions for the next three months For pilots or aircrewmens whose medical certificate will expire between March 31 and June 30, 2020, the FAA has announced that it is waiving enforcement actions if they are unable to obtain a new certificate in a timely manner due to the COVID-19 pandemic. However, Helicopter Association International (HAI) still recommends affected personnel do not delay in obtaining a current medical certificate. "I note that the document was signed by Legal, not Flight Standards," commented President and CEO James Viola. "It's also possible that insurance companies may not acknowledge this document as binding." FAA Docket No. FAA-2020-0312 provides the requirements for and duration of the waiver for medical certificates issued under 14 CFR Part 67. In posting the new policy, the agency released this summary: "Due to extraordinary circumstances related to the Novel Coronavirus Disease (COVID-19) pandemic, until June 30, 2020, the Federal Aviation Administration (FAA) will not take legal enforcement action against any person serving as a required pilot flight crewmember or flight engineer based on noncompliance with medical certificate duration standards when expiration of the required medical certificate occurs from March 31, 2020, through June 30, 2020." HAI further suggests contacting the operator's insurance company if crewmembers intend to operate with an expired certificate. HAI is seeking further clarification on this FAA policy change and will provide additional guidance when it is available. In the meantime, HAI members should contact ops@rotor.org with questions about this and other regulatory challenges. https://www.airmedandrescue.com/latest/news/hai-urges-caution-faa-waiver-announcement Back to Top OneWeb, a satellite internet startup, files for Chapter 11 bankruptcy They launched 34 satellites into orbit last week. Satellite internet startup OneWeb has filed for Chapter 11 bankruptcy, a move that comes less than a week after the company launched nearly three dozen satellites into orbit. The London-based OneWeb announced the bankruptcy filing late Friday (March 27) after Softbank, its largest investor, nixed a request for additional funding, according to media reports. The company is also laying off some employees as it seeks to restructure its business. "It is with a very heavy heart that we have been forced to reduce our workforce and enter the Chapter 11 process while the Company's remaining employees are focused on responsibly managing our nascent constellation and working with the Court and investors," OneWeb CEO Adrian Steckel said in a press release announcing the bankruptcy filing. Steckel cited the ongoing coronavirus pandemic as a reason for the Chapter 11 filing in the U.S. Bankruptcy Court in New York's Southern District. "Our current situation is a consequence of the economic impact of the COVID-19 crisis," Steckel said, referring to the disease caused by the coronavirus. "We remain convinced of the social and economic value of our mission to connect everyone everywhere." In the news release, OneWeb representatives said the company had been seeking new funding since the start of 2020, but was unable to finalize the deal. "Since the beginning of the year, OneWeb had been engaged in advanced negotiations regarding investment that would fully fund the Company through its deployment and commercial launch," the company said in the release. "While the Company was close to obtaining financing, the process did not progress because of the financial impact and market turbulence related to the spread of COVID-19." OneWeb aims to build a 650-satellite megaconstellation to provide space-based internet access to customers around the world, including remote areas that typically have not had reliable connectivity. To do that, the company seeks to mass-produce high-speed broadband internet satellites, each of which weighs 325 lbs. (147 kilograms), at its factory near NASA's Kennedy Space Center in Cape Canaveral, Florida. On March 21, OneWeb launched 34 satellites into orbit on a Russian-built Soyuz rocket that lifted off from Baikonur Cosmodrome in Kazakhstan. The mission, provided by Arianespace, came just a month after a similar 34-satellite launch on a Soyuz from Baikonur on Feb. 6. OneWeb launched its first six satellites into orbit in February 2019. To date, OneWeb has 74 satellites in low Earth orbit. Before Friday's Chapter 11 filing announcement, the company had aimed to begin internet service in 2021. According to SpaceNews, OneWeb had raised $3.4 billion in funding to date, $2 billion of that from Softbank, but some outside analysts have suggested the company would need up to $7.5 billion to complete the satellite constellation. OneWeb is not the only company aiming to provide high-speed internet access from space using a satellite megaconstellation. The company's chief rival SpaceX has already launched 360 of its Starlink satellites since 2019 as part of its own megaconstellation plan, a project that aims to grow to at least 12,000 satellites. Amazon and Telesat have also announced plans for internet satellite networks. So far, SpaceX is the only other company to have begun megaconstellation launches. The company has said it aims to begin internet service later this year. https://www.space.com/oneweb-satellite-internet-startup-files-for-bankruptcy.html Back to Top Call for Nominations For 2020 Laura Taber Barbour Air Safety Award ALEXANDRIA, Va. -- The Laura Taber Barbour Air Safety Foundation is now accepting nominations for the 2020 Laura Taber Barbour Air Safety Award, honoring a leader in global aviation safety. The Award is scheduled to be presented during the 73nd Annual International Air Safety Summit, taking place Oct. 19-21 in Paris, France. Presented since 1956, the Laura Taber Barbour Air Safety Award recognizes notable achievement in the field of civil or military aviation safety in method, design, invention, study or other improvement. The Award's recipient is selected for a "significant individual or group effort contributing to improving aviation safety, with emphasis on original contributions," and a "significant individual or group effort performed above and beyond normal responsibilities." Mechanics, engineers and others outside of top administrative or research positions should be especially considered. The contribution need not be recent, especially if the nominee has not received adequate recognition. Nominations that were not selected as past winners of the Award can be submitted one additional time for consideration. Please note that self-nominations will not be considered. The Laura Taber Barbour Air Safety Award's story dates back 75 years. On April 14, 1945, after visiting family in Pittsburgh, Laura Taber Barbour was aboard a Pennsylvania Central Airlines DC-3 when it crashed into the rugged terrain of Cheat Mountain near Morgantown, West Virginia. All passengers and crew were killed. In the years following, her husband, Rev. Dr. Clifford E. Barbour and son, Clifford E. Barbour, Jr., established the Laura Taber Barbour Air Safety Award in her honor. The Award Board, composed of leaders in the field of aviation, meets each year to conduct a final review of nominees and selection of the current year's recipient. Please help us honor this year's most deserving recipient. Nominations, including a 1-2-page narrative, can be submitted via the Laura Taber Barbour Foundation website at http://ltbaward.org/the-award/nomination-form/. Nominations will be accepted until May 10, 2020. For more information, including a complete history of Award recipients, see www.ltbaward.org. About the Laura Taber Barbour Air Safety Foundation and Award On April 14, 1945, after visiting family in Pittsburgh, Mrs. Laura Taber Barbour was aboard a Pennsylvania Central Airlines DC-3 when it crashed into the rugged terrain of Cheat Mountain near Morgantown, West Virginia. All passengers and crew were killed. In 1956, her husband, Rev. Dr. Clifford E. Barbour and their son, Cliff, established the Award in her honor. For nearly 65 years, this long distinguished award has recognized those responsible for crowning achievements in aviation safety worldwide. The Award was established through early association with the Flight Safety Foundation and from its founding has enjoyed a rich history of Award Board members, nominees and Award recipients. In 2013, the non-profit Laura Taber Barbour Air Safety Foundation was formed from members of the Award Board, the aviation community and the Barbour family. As the foundation plans to broaden the scope of its intent, with great purpose, the Laura Taber Barbour Air Safety Award will continue to spotlight those champions who pioneer breakthroughs in flight safety. For more information on the foundation, the award, and past winners, visit http://LTBAward.org Back to Top WINING BACK PASSENGERS: WHAT AMERICA'S AIRLINES NEED TO DO NOW An FSI Commentary First of Two Parts By Roger Rapoport FSI Senior Editor During the current Covid-19 Coronavirus emergency it doesn't make much difference if you are a nurse struggling to find the money to pay for a $3,000 repatriation flight home from Guatemala to Chicago or a director of a major airline. Right now all of us need to reexamine the future of air travel. In May 2018, a century after the Spanish flu epidemic took the lives of an estimated 20 million to 50 million people, including an estimated 675,000 Americans, the National Security Council's global health security council was closed. In October 2018 budget cuts forced the Center For Disease Control to cut 80 percent of its worldwide effort to thwart a disease outbreak. Across the globe 39 of 49 foreign offices established to prevent an epidemic were closed. One of the key infectious disease hot spots where this monitoring program was terminated happened to be China. In January a Covid-19 outbreak in Wuhan led to the largest quarantine in world history, with 50 million locked down for months. Shortly before a shelter in place order was issued an estimated 5 million residents left the region, including many streaming out for Chinese New Year. Because the Covid-19 virus incubation period can last up to two weeks, governments faced a difficult challenge containing potentially contagious passengers. Travelers who don't realize they are infected may spread the virus to others. Over the past several months our country cut off nearly all air traffic from China, Iran, Europe, Iran and other countries. These and other measures have not kept the virus from our shores and now our nation has the highest number of Covid-19 cases of any country in the world. Worst case estimates indicate that as many as 100,000 Americans could die from this outbreak. During the past week a dozen air traffic control towers and centers in cities like Chicago, New York, and Las Vegas have closed temporarily. Despite these setbacks and a sharp decline in passenger traffic, the industry is rebuilding for tomorrow. With an unprecedented $58 billion in grants, loans and loan guarantees signed into law last week, America's airlines, unlike a number of broke foreign carriers, should be able to survive the immediate crisis. The decision of the airlines to keep flying limited schedules means that many passengers are discovering, for the first time, what it feels like to fly on virtually empty planes. I know this is true because the four flights I was scheduled to fly this week between Michigan and South Carolina now have zero bookings. A reservations supervisor for a major carrier currently handling customer calls from home told me he was cancelling a charity flight to Asia. He decided not to make the trip because he didn't want to go through a two week quarantine and then run the risk of exposing kids recovering from cancer to another illness. This is the kind of leadership and dedication that the airlines can be proud of and it also shows why it makes sense not to lay off experienced airline employees. Our country is going to need a first class airline team to rebuild the industry when business picks up. Right now, with the exception of repatriation flights or making sure that emergency responders, trained medical staff, and other essential workers continue to move, most passenger traffic is at a standstill. In some states like Florida, Texas, California, and Hawaii arriving passengers are being asked to self-quarantine. For example if you're planning a trip to Hawaii, you'll be grounded at your hotel for two weeks, no exceptions. This means no trips to the grocery, no luaus and no beachcombing. You are required in remain in your room or residence, order take out and not laze by the pool. Staff have been instructed to turn in guests caught leaving their room. The authorities are also making phone checks to insure visitors are following the rules. Given these restraints and the fact that more than half of America is now being told by state officials to remain home (except for trips to the grocery or drug store) it's likely that exceptions carved out for discretionary air travel are going to dwindle. The real unanswered question is how can the airlines win back passengers afraid to resume flying. This would be a good time for airlines, as a goodwill gesture, to work on a reset that will rebuild their business once the current crisis subsides. The bailout buys time for the carriers to create a strategy that begins with a new business model. Thanks to the generosity of the American taxpayers and their Congressional representatives, airlines begin this week with a big advantage. Thanks to the bailout bill most salaries and benefits for employees are covered by American taxpayers for the next six month at a cost of up to $25 billion. In addition the airlines are now eligible for another $25 billion in government loans. Impressive executive pay, as of 2019, is also protected. By any standard this is a pretty good deal when unemployment is soaring nationwide. Right now the airlines and our government have a once in a lifetime opportunity to reexamine their future. Putting in place realistic controls will benefit both the industry and the public. Let's begin with one step that has already been taken. One of the reasons the American airlines sought a bailout is that during the past decade, when they were netting a record $113 billion in profits, 96 percent of their free cash was spent on stock buybacks. Post bailout they have agreed not to use any of the new government loans to buy back more stock. This is not amuch of a sacrifice since the market for airline stocks has taken a hit. Had the airlines taken their windfall profits, stoked in part by the 2017 tax cuts, and prudently put them into a rainy day fund, the carriers could have been better prepared to weather the current crisis. Right now some carriers, such Alaska, are voluntarily cutting executive compensation during the current emergency. This is an important example other airlines should follow. Going forward it makes sense for the airlines to make sure that its leadership and board members set a permanent cap on executive pay, say no more than double the highest paid employee. Another key problem, overlooked by a generous Congress, is overdue pilot training. Some of the bailout money could pay for Boeing 737 Max simulators and courses for pilots that were unavailable when the plane launched. This will certainly be reassuring for potential passengers concerned about the Max crashes in Indonesia and Ethiopia that killed 346 people in 2018 and 2019. A related problem is the lack of comprehensive aviation weather training for most airline pilots. These and other training initiatives are practical right now because a pressing pilot shortage has suddenly disappeared. More training creates a great opportunity for the airlines to prepare for a passenger traffic rebound. Thousands of grounded airlines pilots still on the payroll thanks to the government bailout have plenty of time on their hands for long overdue training. The carriers no longer have to worry about paying the cost of pulling pilots offline to send them to recurrent training. Rebuilding confidence in the airlines also means winning back customers exhausted by the nickel and diming some carriers pursued relentlessly until passenger traffic collapsed. For the very first time the major carriers have seen fit to join Southwest and eliminate all cancellation and rebooking fees. This long overdue change should become permanent industry wide. There is also a need for price controls that eliminate the steep up charges some passengers abroad are paying as they try to repatriate under State Department guidance. Passengers forced to pay exorbitant fares to return home during the current emergency should be fully reimbursed by the airlines for tickets over $750. All airlines should immediately volunteer to refund tickets on any flight at a time when more than two thirds of the country has been told to stay home and avoid non-essential travel. In addition, every carrier should immediately match Southwest's two bags free policy. When the airlines ramp back up the last thing we need are people clogging the aisles trying to stow carryons into crowded overhead bins or blocking the aisles to unload after arrival. Boarding needs to be slowed down to eliminate queues at the counter and in jetways. At the same time middle seats should be left vacant, a move American Airlines has wisely been promoting. Up charges for seat reservations within the selected class of service should be eliminated. All families should be allowed to sit together in any class of service, no questions asked. In addition, all children under the age of two should, for the first time, be required to travel in a car seat. The airlines, with plenty of excess capacity at the moment, should limit fares for these young passengers to no more than $100 roundtrip on domestic flights and no more than $200 roundtrip on international flights. There is no cost now for this change that will help families in these troubled times. All of these improvements will help the carriers rebuild consumer confidence and make these companies sustainable, without further bailouts, in the years ahead. Tomorrow: Rethinking Passenger Traffic At Airports Roger Rapoport is the coauthor of Angle of Attack with Captain Shem Malmquist now available in its second edition at https://www.amazon.com/dp/B07SVNPJ5T Back to Top TheUSC Aviation Safety & Security ProgramHas Moved Online! The following upcoming courses will take place in our virtual WebEx classrooms. Incident Investigation/Analysis For managers and supervisors who may be required to investigate, implement, or review safety findings and recommendations resulting from aviation incidents. April 6-10, 2020 4.5 Days Tuition: $2575 More classes will move online soon. If you want to take a specific class online, or have any questions, please contact us. 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 Safety • Gas Turbine Accident Investigation • Helicopter Accident Investigation • Safety Management for Aviation Maintenance • Safety Management for Ground Operations Safety • Accident/Incident Response Preparedness Earn Credit for FlightSafety Master Technician-Management 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 Curt Lewis