Flight Safety Information April 14, 2020 - No. 075 In This Issue Incident: Ural A320 at Ekaterinburg on Apr 13th 2020, smoke on board Accident: ANA B738 near Kochi on Apr 12th 2020, turbulence injures cabin crew Incident: Delta B739 at San Francisco on Apr 12th 2020, rejected takeoff due to geese strikes Airbus A350-1041 - Ground Collision on Pushback (UAE) Unions: 41 American Airlines pilots and 33 at Southwest have tested COVID-19 positive Air Force evacuates government contractors with COVID-19 from Afghanistan FAA RAISES CONCERNS WITH IAE V2500 ENGINE Embraer Strikes Deal on Furloughs, Job Protections Airlines begin pulling passenger seats to make room for cargo European Governments Weigh If It's Time to Let Some Airlines Disappear Boeing Bringing Back Workers, But Not to Build Airplanes Covid-19: Long term grounding of large planes is 400 hours per aircraft Lack of Flying Leads To Jet-A Oversupply High Altitude Flying Online Course Aircraft Accident Investigation Series in Slovenia USC Aviation Safety & Security Program...Has Moved Online Business Aviation Safety Consortium (BASC) announces completion of first "Virtual" External Audit Call for Nominations For 2020 Laura Taber Barbour Air Safety Award Incident: Ural A320 at Ekaterinburg on Apr 13th 2020, smoke on board An Ural Airlines Airbus A320-200, registration VP-BIE performing flight U6-274 from Ekaterinburg to Moscow Domodedovo (Russia) with 36 passengers and 6 crew, was in the initial climb out of Ekaterinsburg's runway 26R when the crew stopped the climb at 7000 feet reporting smoke in the cockpit and cabin and decided to return to Ekaterinburg for a safe landing on runway 08L about 14 minutes after departure. A replacement A320-200 registration VP-BQW departed Ekaterinburg about 105 minutes after the landing of VP-BIE and reached Domodedovo with a delay of 1:45 hours. The occurrence aircraft is still on the ground about 14 hours after landing back. http://avherald.com/h?article=4d5db9cf&opt=0 Back to Top Back to Top Accident: ANA B738 near Kochi on Apr 12th 2020, turbulence injures cabin crew An ANA All Nippon Airways Boeing 737-800, registration JA64AN performing flight NH-430 from Fukuoka to Osaka Itami (Japan) with 26 passengers, was enroute at FL270 about 60mn west of Kochi (Japan) when the aircraft encountered turbulence causing injuries to a flight attendant. The aircraft subsequently climbed to FL290 and continued to Osaka for a safe landing about 40 minutes later. Japan's Ministry of Transport reported the flight attendant received a fracture of the pelvis. At the time of the turbulence encounter the fasten seat belt sign was not illuminated. The JTSB dispatched two investigators on site. http://avherald.com/h?article=4d5db67e&opt=0 Back to Top Incident: Delta B739 at San Francisco on Apr 12th 2020, rejected takeoff due to geese strikes A Delta Airlines Boeing 737-900, registration N867DN performing flight DL-2049 from San Francisco,CA to Atlanta,GA (USA), was accelerating for takeoff from San Francisco's runway 01R when the right hand engine ingested two geese prompting the crew to reject takeoff at high speed (above 100 knots over ground). The aircraft slowed, vacated the runway about 7100 feet/2150s meter down the runway and returned to the apron. Tower initiated a runway inspection. The flight was cancelled. The FAA reported the #2 engine ingested at least two geese on departure roll and rated the occurrence an incident with unknown damage. http://avherald.com/h?article=4d5d8ee3&opt=0 Back to Top Airbus A350-1041 - Ground Collision on Pushback (UAE) Date: 14-APR-2020 Time: Type: Airbus A350-1041 Owner/operator: British Airways Registration: G-XWBA C/n / msn: 326 Fatalities: Fatalities: 0 / Occupants: Other fatalities: 0 Aircraft damage: Minor Location: Dubai İnternational Airport - United Arab Emirates Phase: Taxi Nature: International Scheduled Passenger Departure airport: Dubai Airport (DXB/OMDB) Destination airport: London-Heathrow Airport (LHR/EGLL) Narrative: British Airways A350-1000 (G-XWBA) collides with Emirates Boeing 777-300ER (A6-EBR) during pushback at Dubai Airport. No injuries reported. https://aviation-safety.net/wikibase/235066 Back to Top Unions: 41 American Airlines pilots and 33 at Southwest have tested COVID-19 positive The Allied Pilots Association for American Airlines wants 'first responder status' to prioritize equipment and testing. The union for American Airlines pilots says 41 of its members have tested positive for COVID-19, joining approximately 100 flight attendants at the company who also have gotten the virus. Thirty-three pilots at Dallas-based Southwest Airlines have tested positive, their union said. The Allied Pilots Association, which represents 13,800 American Airlines pilots, wants the airline to provide more protections for both pilots and flight attendants "as they are the only group traveling repeatedly and rapidly across the country today." American Airlines has declined to say how many of its employees have confirmed diagnoses of COVID-19. It has acknowledged that a flight attendant in Philadelphia died of the disease in late March. Like flight attendants, American's pilot total represents less than 1% of all workers in the group, but the number is growing. Southwest, which has 9,300 pilots, also hasn't released data on its employees with the virus. Spokesman Brian Parrish said it's "far less than 1%" of workers. American Airlines has started making face masks for its own employees at DFW International Airport and other hubs after looking unsuccessfully for personal protective equipment on the open market. Pilots and flight attendants have repeatedly pushed Fort Worth-based American for better protections as the virus spread into a global pandemic. In February, both groups called for the company to suspend flights to China, which later it did But as pilots and flight attendants continue to fly with much of the rest of the economy shuttered, they want even more protection. "It is critical that flight crews receive 'first responder' status and priority for protective equipment," said a statement from APA spokesman Dennis Tajer. "It is equally critical that a more robust screening program be instituted for flight crews and passengers, including priority virus testing for crew members." American Airlines is following Centers for Disease Control and Prevention guidance to try to protect employees, company spokesman Matt Miller said. "We're purchasing masks for all of our front line team members," Miller said. "We're in the process of distributing those masks throughout our system, and we've also encouraged our team members to bring their own until we can get adequate supplies at all of our locations. We've received a significant number of masks this week and expect to get more before the end of the month." Airline and airport workers are reporting an increase in the number of COVID-19 cases as the number nationally has passed 450,000. A baggage handler at DFW was confirmed to have COVID-19, along with three TSA screening agents. American Airlines has suspended food and beverage service on flights, blocked off seats near flight attendants and allowed customers to move seats in their section. Delta Air Lines said this week that it will temporarily stop selling middle seats to passengers unless they are family members. But crew members worry that they are at increased risk because of repeated exposure. "The traveling public will be safer and more willing to travel once restrictions are lifted if they are aware that flight crews are tested," Tajer said. "These measures will also protect essential passengers who are traveling during the crisis." On Sunday, American allowed pilots to start wearing face masks. With masks in short supply, they often have to bring their own equipment. The airline's practice changed after the CDC altered its guidance to encourage all Americans to wear face masks in public to prevent the spread of COVID-19 through air droplets. American has also drastically cut flights, particularly to the hard-hit areas around New York City, due to a drop in demand. Southwest has dropped food and beverage service and allowed flight attendants to do more to distance themselves from passengers. Parrish said the company has added extra cleaning procedures in aircraft to help protect customers and employees. The Southwest Airlines Pilots Association said it has been frustrated by the company's reluctance to share COVID-19 numbers. "What they don't understand is, by hiding information, they create a vacuum and rumors that can and should be prevented," said a message from SWAPA president Jon Weaks. "Our passengers and our employees need and appreciate truthful and open communication, not corporate speak." https://www.dallasnews.com/business/airlines/2020/04/09/41-american-airlines-pilots-have-tested-covid-19-positive/ Back to Top Air Force evacuates government contractors with COVID-19 from Afghanistan WASHINGTON (SBG) - The U.S. Air Force transported its first set of coronavirus patients using equipment that hasn't been deployed since the 2014 Ebola outbreak. A team of Air Force members consisting of aircrew and medical staff was assembled to evacuate three U.S. government contractors who tested positive for COVID-19 from Afghanistan. The crew used the Transport Isolation System, an infectious disease containment unit designed during the Ebola outbreak to protect crew from the disease while allowing patients to receive medical care. The trip from Afghanistan to Ramstein Air Base in Germany marked the first time the system had been used in an operation since its design, and the first instance of coronavirus-positive patients were on Air Force aircraft, according to a Department of Defense release. Air Force crews have been preparing for this kind of operation for several weeks, which allowed the crew to transport three patients nearly 4,000 miles within 24 hours of receiving an order. https://news4sanantonio.com/news/coronavirus/air-force Back to Top FAA RAISES CONCERNS WITH IAE V2500 ENGINE The Federal Aviation Administration (FAA) has issued a new airworthiness directive (AD) for the International Aero Engines AG (IAE) V2500 engine. IAE V2500 is a two-shaft turbofan targeted at short- to medium-haul transports; it is used on the Airbus A319, A320 and A321ceo as well as on Boeing/McDonnell Douglas MD-90 and Embraer KC-390. The IAI estimates that around 190 airlines and lessors from 70 countries operate the V2500 engine, being mostly used on the A321ceo. On March 21st, the FAA issued an Emergency AD which required the removal from the service of the affected High-Pressure Turbine (HPT) 1 st-stage disk installed on the engines mentioned before. This emergency AD was prompted after a Vietnam Airlines Airbus A321-231, powered by IAE V2533-A5, experienced an uncontained HPT 1 st-stage disk failure; this resulted in an aborted take-off. You can read all the details about this incident in the next article. Required Actions The uncontained failure of an HPT 1st-stage disk resulted in high-energy debris penetrating the engine cowling; this debris damaged the engine and may result in the complete loss of the aircraft. This AD requires removal of the affected high-pressure turbine (HPT) 1st-stage disks from service. The FAA states that the AD is effective as of April 28th, also that the removal of the affected HPT 1st-stage disks must be accomplished within 5 cycles after the effective date. For the removal of the HPT 1st-stage disk, the FAA estimates that it will take around 226 hours. At a cost of $85 per hour, each engine will cost $19,210 plus a parts cost of $335,690 making a total of $354,900. This AD concerns the following turbofan engines: IAE V2522-A5, V2524-A5, V2525-D5, V2527-A5, V2527E-A5, V2527M-A5, V2528-D5, V2530-A5 and V2533-A5. https://samchui.com/2020/04/13/faa-raises-concerns-with-iae-v2500-engine/#.XpWt0_1KiUk Back to Top Embraer Strikes Deal on Furloughs, Job Protections Embraer reached an agreement with three of its unions that covers furloughs, reduced hours, and salary cuts in the short-term but job protections in the long-term for its affected employees in the Brazilian state of São Paulo. Sindiaeroespacial, representing São Paulo aerospace workers, and the Union of Engineers in São Paulo approved the plan on April 10. Meanwhile, the Metalworkers Union from Botucatu, also in the state of São Paulo, approved the agreement earlier last week. The result of negotiations between both unions, Embraer, and government entities, the plan is considered an emergency arrangement that began this week and will last between 60 and 90 days. Under the plan, some employees might be furloughed, while others might face reduced hours or salary cuts. Key to the agreement is that employment is guaranteed. Working hours and wages for employees performing essential activities will not change, Embraer added. Those working from home will have their workdays reduced by 25 percent over 90 days. Furloughs will last 60 days. Affected employees are eligible for government assistance. Embraer sent its employees in Brazil home on paid leave last month as it realigned essential operations and considered a longer-term plan. A limited number were recalled to resume essential operations, and those who have been able to work from home have continued to do so. Embraer is continuing to build and deliver business jets in the U.S. https://www.ainonline.com/aviation-news/business-aviation/2020-04-13/embraer-strikes-deal-furloughs-job-protections Back to Top Airlines begin pulling passenger seats to make room for cargo U.S. carriers ask FAA to allow shipments in passenger cabins With a global shortage of air cargo space and extraordinary demand to move emergency medical supplies, some overseas passenger airlines are taking out the seats on aircraft to make more room for freight. And U.S. airlines are asking the Federal Aviation Administration (FAA) for permission to fly cargo in the main deck where passengers normally sit, including the option of removing seats, an industry source familiar with the regulatory situation said. A decision on basic main-deck loading is expected very soon. FAA sign-off for more complex modifications could take a couple weeks longer, the person said, adding "the exact framework for seat loading under U.S. regulations is not yet fully elaborated." Almost every domestic airline is interested in using the cabin for cargo in some form, according to the source. FAA spokesman Allen Kenitzer deflected inquiries about whether it has received such requests. "We cannot speculate on what the agency might do," he said. "We are actively working with the FAA on in-cabin cargo carriage. At this time we are only flying cargo in the lower deck," American Airlines (NASDAQ: AAL) spokeswoman Laura Bassel confirmed. United Airlines (NASDAQ: UAL) spokeswoman Rachael Rivas offered the following statement: "At this time, United is carrying shipments only in the cargo hold of our cargo-only flights. We're adjusting our capacity to meet customer demand by increasing the frequency of our flights between certain markets." United is operating, on average 20 cargo-only flights per day between its six U.S. hubs and cities around the world. Meanwhile, Air Canada (OTC US: ACDVF) announced that it is modifying three Boeing 777-300 extended-range aircraft - the largest in its fleet - to transport cargo in the passenger cabin. Last week, Lufthansa Airlines said it will remove seats from four aircraft to make room for more cargo. The new operational configurations require certification by civil aviation authorities who examine structural loads and what mechanisms are employed to secure the cargo. The decision to turn the airplanes into double-deck freighters underscores the global shortage of air cargo space and the pressure on airlines to find revenue anywhere possible after the coronavirus halted nearly all travel and forced carriers to ground most of their fleets. A month ago, many passenger airlines began offering their aircraft to cargo customers on a charter basis. Then some international carriers began flying cargo-only routes on regular schedules, while others utilized cabin space by putting light boxes in the seats. The fact that airlines are taking the next step and spending money to remove seats also reflects sky-high airfreight rates that airlines can command and the fact that passenger traffic won't return to precoronavirus levels anytime soon. Airfreight rates have tripled or quadrupled since early March from China to the U.S. and are up sharply in recent weeks from Asia to Europe. Trans-Atlantic rates have also skyrocketed. And if you want to book an entire freighter to move goods in the trans-Pacific, it will cost you about $1.1 million, according to air cargo professionals. The reconfigured Air Canada aircraft can carry 89.6 tons, the equivalent of up to 9 million medical masks. The conversion doubles capacity by cubic meters but not tonnage, Tim Strauss, vice president of cargo, said in an email. "If it was a full freighter, it would likely triple the cube. What it does do is make this even more effective for emergency and medical supplies," he said. Air Canada said the 777-300s are being converted by Avianor, an aircraft maintenance and cabin integration specialist based in Montreal. Avianor engineered a way to remove the 422 passenger seats and designate cargo loading zones for lightweight boxes restrained with cargo nets. The modification was developed, produced and implemented within six days. Transport Canada approved the modification for cargo use. The first aircraft conversion is complete and is now in service, with the second and third aircraft to be completed in a few days, Air Canada said. "The rapid transformation of some of our aircraft to meet cargo demand reflects our ability to maximize our fleet assets quickly when these aircraft would otherwise be parked. Air Canada's engineering team worked around the clock to oversee the conversion work, and with Transport Canada to ensure all work was certified as tasks were completed," said Richard Steer, senior vice president of operations, in a statement. Air Canada has operated 40 all-cargo flights since March 22 and plans to operate up to 20 all-cargo flights per week using the three newly converted Boeing 777s, plus Boeing 787 and 777 passenger planes. It also still operates scheduled passenger flights to London, Paris, Frankfurt and Hong Kong, which offer belly space for cargo. Much of Air Canada Cargo's activity has involved moving medical supplies from Asia and Europe to Canada, but the company said it is exploring additional opportunities in other regions, too. Seat bags Some airlines are using "seat bags" to maximize the efficiency of passenger aircraft being deployed as full-time freighters. The seat bags allow airlines to use more space for cargo without having to make costly modifications. Early this month, the European Union Aviation Safety Agency (EASA) said it would speed up applications for supplemental certificates to temporarily modify passenger cabins with cargo seat bags, which typically are installed onto passenger seats in the evening to carry cargo overnight and are then removed in the morning to allow the cabin to be used for passengers again. Approved stowage areas for cargo within a passenger cabin are under the seat, in the overhead bins and other designated storage areas provided the weight of each box does not exceed the approved weights of each area, Glyn Hughes, global head of cargo at the International Air Transport Association, told FreightWaves. EASA can provide certifications as a minor modification when a carrier wishes to transport medical supplies directly on a passenger seat. For more regular use of seats to carry cargo, including the use of "cargo seat bags," a major change or supplemental type of certification is required. Fire safety is a major consideration because seat bags allow more dense loading of cargo. LATAM Airlines, based in Santiago, Chile, has been using seat containers for certain flights, including from Santiago to Easter Island and Santiago to Miami, spokeswoman Maria Teresa Escobar said. In related news, Swiss International Airlines plans this month to operate 10 cargo-only flights with Airbus A340 passenger airplanes carrying personal protective equipment from China to Zurich with cargo in the hold and the cabin. Swiss WorldCargo offers cargo-only flights with empty passenger aircraft either as a full charter or as a partial load, where space is sold as usual. Ethiopian Airlines also announced last week it is carrying medical supplies in both scheduled and charter flights using the cabin and belly hold of passenger aircraft, in addition to its cargo fleet. https://www.freightwaves.com/news/airlines-begin-pulling-passenger-seats-to-make-room-for-cargo Back to Top European Governments Weigh If It's Time to Let Some Airlines Disappear Many European airlines spent much of the past two decades asking governments to leave the airline industry. Now, many are begging for help, and most will get it, even if all may not deserve saving. It is different than in the United States. The U.S. government is bailing out airlines because the country needs a robust transportation network, but if one carrier doesn't make it, life will go on. Other airlines, perhaps even new ones, will fill gaps. In Europe, bailout discussion is more fraught. In this crisis, governments are not always thinking about how much capacity markets need, but instead about national pride. Regardless of market conditions, lawmakers may not want to see national airlines go bust, for reasons of politics, nostalgia, and even national security. In the coming weeks, politicians will leverage state aid rules that allow them to help national carriers in a crisis. Some airlines will get loans, while others may get the ultimate saving - re-nationalization. Just as in the United States, many larger airline groups deserve aid. In recent years, International Airlines Group, owner of British Airways, and Lufthansa Group have shed bloated pasts, even if they still might operate more brands than necessary. Air France-KLM is behind, but is improving, and deserves help, as do Ryanair and EasyJet, two behemoths of pre-Covid 19 Europe that set standards for low-cost airlines everywhere. What about the rest? Amid the chaos, some European countries may boost airlines that probably don't need to exist. Italy's Alitalia tops every list, but there are others. Does Scandinavia need two airlines? Does Austria need one? What about Belgium? How about Portugal? Consider that the European Union is a single market, and an airline from one member state can fly any route from or within another. If policymakers seek air service, they can entice any EU-flagged airline to fly. Yet, that may not matter now, with many governments poised to rescue airlines that fly their flags. "You are going to see significant state involvement," said Samuel Engel, senior vice president and head of the aviation group at ICF, a consulting firm. "It is less likely to look like the national carriers of the pre-privatization era. But it will have many of the same effects. The governments may be on the hook for their debts, or may justify a level of service." It's an interesting reversal of recent trends, said Engel, who has advised airlines on how to privatize to get away from government interference. "We are in an extraordinary situation, aren't we?" he said. "I don't think anyone thought governments would have to go back in." HOW ARE THESE AIRLINES STILL IN BUSINESS? With five strong airline groups, Europe probably would look like the United States, where six carriers control the vast majority of market share. Travelers may not love the arrangement - some complain about lack of competition - but it served consumers well through much of the past decade. That's unlikely to happen, however. Just look at Alitalia. It has been a mess for years, and each time it appears to be on the brink of liquidation, the Italian government, or an arm of the Italian government, steps in. The EU limits how much state aid airlines can receive, so insiders figured eventually the airline would disappear. But the Italian government decided not to let a good crisis go to waste, so it re-nationalized Alitalia. "The funny thing is before the crisis there were lots of insolvencies in Europe and since the crisis there is no insolvency," said Martin Gauss, CEO of Air Baltic, a state-owned Latvian carrier. Other airlines have similar situations. Norwegian Air was in trouble before the novel Coronavirus pandemic, and might have failed in a typical recession. Now, the airline has appealed to Norway's government, accepting about $290 million in guarantees last month, though it said it needs much more from private markets. It's an interesting juxtaposition for an airline that two years ago argued against government interference. After Norway sold its shares in its national airline, Scandinavian Airlines, Norwegian CEO Bjorn Kjos told Skift the government made the right decision. "Some countries have gotten to their senses and they are trying to get out of these legacy airlines," said Kjos, who retired last year. "You don't need it. It's just a waste. You should concentrate on totally different things." These days, Scandinavian Airlines, or SAS, is not in much better shape. It Iong has been undersized, and as the national carrier of three countries - Norway, Sweden and Denmark - its limited resources have been stretched across three hubs, rather than one strong one. SAS also lacks a strong transatlantic joint venture partner, so it underperforms on U.S. routes. "You would not invent an airline owned by a government, never mind by two or three governments," said John Strickland, a UK-based airline consultant. Another airline in a similar predicament is TAP Air Portugal. It has built a decent franchise with flights to the United States and Brazil, but lacks the breadth of larger groups. The government already owns half of TAP, but could have to provide further assistance. Will these airlines go away? Norwegian might, because it lacks the rich history of the others and already was struggling. The others are more likely to survive, though Strickland asked if governments might give up if the climate worsens. In a worst-case scenario, more governments might be OK with running an airline - Poland, Romania, Finland and Latvia already control their national carriers - but others may find it to be too much, considering how many other elements of their economies may need assistance. "There is national pride, and if we put in the unquantifiable effect of populist governments, it makes it even more challenging," Strickland said. "But we have never faced a crisis like this one. There are so many elements about how this will turn out." GROUP AIRLINES HAVE OWN ISSUES Broadly speaking, the five major European groups have major advantages over independent airlines. But some groups also have issues. As the weakest among them, Air France-KLM was in some peril before the crisis, with CEO Ben Smith wrestling with how to compete on short-haul routes with low-cost-carriers and domestic routes with high-speed trains. Given the importance of the company for France and the Netherlands - both nations own part of Air France-KLM - the airlines should make it, but it could be expensive for each nation. "It is now clearer than ever that support from our both Dutch and French governments is needed to meet our cash requirements and enable us to continue our operations once the crisis is over," Smith said last week. There are bigger questions about some Lufthansa Group brands. Lufthansa, the German airline, probably is continental Europe's most successful carrier, and its government will help it. Swiss International Air Lines, a Lufthansa Group airline, also is a robust carrier with a successful hub in Zurich. But Lufthansa Group also owns Brussels Airlines and Austrian Airlines, and each is in some danger. To the Austrian people and politicians, the airline remains a patriotic symbol that carries the nation's flag around the world and provides vital air links. But Austrian, founded in 1957, is no longer a "real" airline, as Ryanair, which has its own Austrian arm, made clear after the government signaled it might pump as much as 800 million euros into it. "We do not believe that Lufthansa should receive state aid from Austrian taxpayers in exactly the same way we do not believe that Ryanair should receive state aid from Austrian taxpayers," Andreas Gruber, a Ryanair Group executive, said, according to Reuters. In effect, Gruber said, Austrians would be assisting a German company. Brussels Airlines has been a poor performer for Lufthansa Group and likely could disappear without hurting consumers. Presumably, Lufthansa could take over the airline's most profitable routes. But the Belgian government may provide assistance nonetheless. ARE FLAG CARRIERS ALL BAD? If the goal is to get people from point A to point B, perhaps not every country needs an airline. If demand exists, some carrier will fill it, even if the airline is not based in that country. Ryanair and Wizzair have made a fortune filling in gaps on short-haul routes, and someday, people in Austria might get used to flying Lufthansa to New York or Los Angeles rather than the national airline. But even in 2020, some arguments remain for why a country needs a flag carrier. Over the past month, many flag airlines have been repurposed by governments, flying medical cargo and repatriation flights. Governments could contract that flying to outside entities, but perhaps there is something comforting about sending the national airline abroad. "We are seeing governments around the world take drastic and quick actions to sustain their people," Engel said. National airlines may also help in recovery. Eventually, the economic and public health climate will improve and airlines will benefit. But short term, governments may need airlines to fly money-losing routes to get people where they need to go. There are other ways to do this - the Italian government could offer subsidies to an outside carrier like Ryanair - but propping up the local airline may be a better move, politically. Still, Air Baltic's Gauss said he expects not every flag carrier will make it. His said his airline works as a government-owned enterprise because Latvia has limited connections with the rest of Europe. But other countries don't have these limitations. "There might be some states like Italy who say, OK, we now definitely need a state-controlled airline but the other countries may be OK with their air infrastructure being served by other carriers," Gauss said. "I don't think that we will see this coming back where every country has its own airline." https://skift.com/2020/04/13/is-it-finally-time-to-let-some-european-airlines-go-bust/ Back to Top Boeing Bringing Back Workers, But Not to Build Airplanes Boeing (BA) - Get Report is bringing back some 2,500 of its laid-off employees this week, though the workers won't be making airplanes. According to reports, Boeing is prepping for "a safe and orderly restart of limited operations" at a handful of its Washington state sites as the company works out arrangements with investment banks to secure a financial lifeline following the unprecedented downturn of much of the world's airline industry. The Seattle Times reported that Boeing will recall some 2,500 of its employees this week to the company's defense-program units - including the Navy's P-8 anti-submarine plane built in Renton, and the Air Force KC-46 tanker built in Everett - as well as maintenance operations at Moses Lake in support of the grounded 737 MAX planes stored there. The worker recall comes less than a week after the plane maker and aerospace company announced that a shutdown of its local plants to contain the spread of Covid-19 would be extended indefinitely. Affected employees had to either take vacation or sick leave, or apply for unemployment. Some 30,000 employees have been idled by the shutdown. Meantime, Boeing has tapped investment banks for help in keeping itself solvent. The Wall Street Journal reported that Lazard and Evercore will help Boeing analyze government aid and potential funding from the private market to keep itself operational until demand for aircraft and other offerings rebounds. The U.S. Treasury Department has ear¬marked up to $17 billion of federal aid for Boeing and its suppliers as part of a larger rescue of the airline industry in the roughly $2 trillion stimulus package approved by Congress last month. https://www.thestreet.com/video/boeing-bringing-back-workers-airplanes Back to Top Covid-19: Long term grounding of large planes is 400 hours per aircraft As thousands of planes lay dormant around the world, a senior aircraft technician explains a lot of work goes into taking planes out of action. The Covid-19 coronavirus has left the aviation industry in a state of flux, and more than half of Air New Zealand's fleet is being stored at airports around the country. Shutting a plane down is not like storing a car however, and lifetime aircraft technician Eric Reynolds says it will get more complicated the longer the lockdown lasts. Reynolds is the maintenance controller at Massey University's flying school and has worked in the aviation industry more than 40 years, including for the Royal New Zealand Air Force. He said the process for short-term storage and maintenance, while time consuming, was relatively simple. "Typically if you were only storing it from 14 to 28 days you wouldn't do anything to the aircraft particulalry," he said. "You would just go out weekly to start the engine, bring it up to temperature, check its parameters and then park it up, shut it down and put blanks and things in like you'd normally do." Blanks are engine covers that are routinely used on planes when they're not in motion. For longer periods, there is a tipping point for aircraft that requires engines to be essentially frozen, Reynolds says, right on the four-week mark. "If it's going to be more than 28 days then it becomes a little bit more extensive. They need to run up the engines, get them warm, then drain the operating oil out of them and put an inhibiting oil into them. "That inhibiting oil is thicker and heavier and sticks to things better, therefore gravity doesn't drag it to the bottom of the engine over time." Air New Zealand has grounded 58 planes due to Covid-19 so far. The airline could not provide anyone to talk about how it looks after grounded planes, but in a statement it said it took 400 hours to put a single jet into storage and initially maintain it. For turpoprop planes - which are smaller - the initial push is 100 hours. After that, turboprops take about 20 hours of labour per aircraft, per week to maintain while in storage. This includes towing the aircraft with a tractor so the wheels don't get flat spots, security and fluid checks, and idling engines to charge batteries. Reynolds said birds and insects would sometimes build nests in the multi-million dollar machines. "Or even some of the smaller orifices can get mason bees. I've only ever come across it once and they were building nests in the fuel vent, and that was causing issues with fuel flow." Air New Zealand could not provide an estimate on how long it would take to bring its planes out of storage, but said it "varies between fleet and is dependent on the length of time each fleet has been grounded for". Reynolds said it would take as long to get the planes out of storage as it had to put them in, if not longer. He said that after 28 days of being in lockdown most of his flying school's 14 aircraft would have had their calendar safety inspections expire. "If we were to go back to work and start flying again after four weeks, we would only have two servicable aeroplanes at eight o'clock on the first day." He said some aircraft safety certificates were based on hours of flight, but could last between 12 months and 12 years. Air New Zealand said none of its planes were being broken down for parts, but Reynolds said it would be reasonable to expect. He spent 20 years in the Royal New Zealand Air Force and remembered when eight of the force's planes were broken up for parts in Woodburn, Blenheim. He said an airline would first try to sell parts on demand, then parts would get stripped and stored in warehouses. "They take them with these chainsaw-type metal cutters and cut them up and sell off the aluminium for resmeltering." Air New Zealand has 23 Airbus A320 planes on the ground. Some of these have an average age of close to 16 years, according to its website. Their working life is 25 years. "I think you'll only find the breaking down will happen to older aircraft in the fleet," Reynolds said. In the meantime, airports remain waiting rooms for aircraft with have nowhere to go. https://www.rnz.co.nz/news/national/414198/covid-19-long-term-grounding-of-large-planes-is-400-hours-per-aircraft Back to Top Lack of Flying Leads To Jet-A Oversupply With the decrease in the number of commercial and private aviation flights due to the Covid-19 crisis, jet fuel is now in great abundance as the fuel industry comes to grips with the sudden drop in demand. As commercial airlines continue to cancel flights as a result of the Covid-19 pandemic, the situation has resulted in the lowest demand for jet-A since the aftermath of the 9/11 terror attacks in 2001. The Airports Council International (ACI) recently noted that it predicts close to 38.1 percent of global passenger traffic will be lost in 2020, equating to 3.6 billion passengers. That curtailing of global flights has led to an oversupply in the amount of available Jet-A. "Airline fuel consumption prior to Covid-19 in the U.S. was running about 1.7 million barrels per day (b/d)," said Ben Brockwell, co-founder and executive director of strategic content at the market analyst Oil Price Information Service (OPIS). "That is now down to 1.3 million b/d, and even that number is high because it reflects barrels being produced and going into storage and not into aircraft for consumption." "Jet fuel demand loss on a percentage basis now exceeds gasoline and diesel, a stark change from the prior three years, when jet fuel led all transportation fuels in annual percentage growth," added C.R. Sincock, executive vice president for fuel provider Avfuel. According to the Department of Energy, jet fuel consumption in March was down 16.4 percent and year-over-year is showing a decline of nearly 8 percent. As the epidemic continues to grow, those numbers are expected to fall even further. "IHS Markit, our parent company, estimates that U.S. jet fuel demand in April will fall to 607,000 b/d compared to 1.75 million b/d the same time last year," Brockwell told AIN. "That is a huge drop, and the country is running out of space to store fuel." Some assessments say less than 20 percent of the land-based fuel storage remains empty. "Producers have to discount the fuel in order to incentivize someone to take delivery today on the spot market and store it, as opposed to waiting to buy it in the future when demand picks up," said Sincock. When asked if this situation has resulted in a "glut" of aviation fuel, he replied, "to some degree, yes, because the supply chain can't be turned off and on overnight. You have production ramped up for a certain level of usage, and then when demand is cut in such a short amount of time, of course, there will be an oversupply in the market." For those still flying, the situation has resulted in a hint of a silver lining at the fuel pump. "Airline fuel demand is down and supply is up," said Brockwell, "a basic equation for prices being as cheap as they have been in two decades." Just as drivers have encountered the lowest prices in years at the gas station, that translates to the business aviation sector as well. "We should see significantly lower fuel prices at the pump," noted Sincock. He referred to the negotiations with Saudi Arabia and Russia to decrease crude oil output. "But even if that happens, we don't expect fuel prices to be at the levels we saw at the beginning of the year any time soon." With the demand reduction in the marketplace between flying and driving being in excess of two-thirds of the production coming out of refineries, Avfuel expects prices to remain depressed. For the FBO industry, while cargo and humanitarian flights continue, aside from an early spate of aircraft and personnel repositioning back to their home bases, there has been a corresponding drop in fuel sales, according to Avfuel, based on feedback from its more than 650 network members. "We are so proud of this industry and how many FBOs and flight operators have remained open to service as part of the critical infrastructure helping the fight against Covid-19," said Joel Hirst, the Ann Arbor, Mich.-based company's vice president of sales. To support them, the fuel provider has waived the initial subscription fee for its FAA-approved Part 139 Line Fuel Safety and Supervisory courses through the end of June, giving all network customers free access to all of the Avfuel Training System content for a year upon new signup. Avfuel has been in constant communication with its network, gathering the latest resources on health and safety, the CARES Act, training, operational guides, marketing, and other topics on its website. Hirst said the Avplan trip support division is available 24/7 to answer customer questions, including Covid-19 updates and trip feasibility at no cost, and he also said Avfuel will be altering the tier requirements for its Avtrip customer loyalty program to account for the current economic environment. https://www.ainonline.com/aviation-news/business-aviation/2020-04-13/lack-flying-leads-jet-oversupply Back to Top Back to Top Back to Top Back to Top The USC Aviation Safety & Security Program Has Moved Online! The following upcoming courses will take place in our virtual WebEx classrooms. Gas Turbine Accident Investigation Skills and knowledge to examine the involvement of turbine engines in fixed wing and rotary wing aircraft accidents. May 4-8, 2020 4.5 Days Tuition: $2575 Software Safety Philosophies and methods of developing software, analyzing software, and managing a software safety program. May 11-14, 2020 4 Days Tuition: $2125 SeMS Aviation Security Management Systems Managing and implementing aviation security measures at medium to small size aircraft operators, all airports, and Indirect Air Carriers, with emphasis on risk assessment and cyber security. May 11-15, 2020 4.5 Days Tuition: $2575 Safety Management Systems for Managers Providing Managers and Supervisors an understanding of the principles of an SMS and a clear vision of the role of the manager May 27-28, 2020 1.5 Days Tuition: $1025 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 Photo Credit: PFC Brendan King, USMC Back to Top posted on April 9, 2020 08:00 FOR IMMEDIATE RELEASE Business Aviation Safety Consortium (BASC) announces completion of first "Virtual" External Audit BASC and McDonald's Global Aviation Services partner to conduct the first successful "Virtual" Annex 6 Part 2/Annex 19 SMS and Operational Compliance external audit. During the debrief conducted on April 7, 2020, the McDonald's flight department was commended as an "Extremely well processed and documented team...focused on equipping and treating team members with trust and respect, that is the core of this high performing organization." Brandon Vondrak, Safety and Quality Assurance Manager for McDonald's commented that it was "well organized" and went "real smooth." The team "...reflected on it, and one of the positives from this downtime was that it allowed everyone in our department to participate. Not sure that would have happened with an operative schedule." Rick Malczynski, Founder and President of BASC, stated, "As the COVID-19 pandemic started to advance, we immediately started brainstorming ways we could continue serving our membership in the effective manner to which they are accustomed. We knew the virtual concept was the way to go and started researching the best ways to accomplish it." Numerous mediums, hosts, and other resources were considered, and with the help of McDonald's, GoToMeeting was selected as the sole interface. BASC members are familiar with this resource, as it is how the Quarterly Continuing Education/Safety Round Table is broadcast. Malczynski commented, "I asked Brandon if they were up for this and I received an enthusiastic, "Yes!" We did quite a bit of testing individually, and as a group, and it was working well. I have to admit, I lost some sleep thinking about how the aircraft inspection would go. However, it went perfectly! Cabin crewmember Lisa Weissinger set the tone by expertly sharing the internally created Flight Attendant QRH (Quick Reference Handbook) and every piece of equipment under her purview aft of the flight deck. Luckily, the hangar connectivity cooperated and they completed a thorough and professional aircraft inspection! GoToMeeting on the iPad worked like a charm, and we were able to share everything by video. If team members needed to share electronic files or processes, we changed the host screen and everyone had 'access' to those files. As an example, the Manager, Aviation Maintenance Wayne Sanchez was able to show the meticulous aircraft maintenance record keeping by sharing electronic processes by broadcasting his FlightDocs account, as well as, sharing live video views of supporting documents and logbook entries." Team members were scattered throughout the Chicagoland area, with a small contingent practicing social distancing at the hangar. The meeting was hosted from Fort Worth. The following day, Vondrak shared, "The group at the hangar stayed and got a plan together after the findings (debrief). We have a good action plan in place." The BASC program calls for the auditor to reach out thirty days after the debrief, and inquire whether there is any additional help BASC can provide to successfully complete the Corrective Action Plan. "These guys were so well prepared and are such professionals. Malczynski said, "Some of the aspects of the SMS resemble programs and documentation I have observed at CFR Part 121 carriers. They really insured the success of this project. The Safety Team consisting of Brandon Vondrak, Jim Dvorak and Lisa Weissinger did an amazing job, not only making sure this happened, but that it went smoothly and professionally.BASC continues to get better and better as organizations like this continue to join our ranks and share the amazing accomplishments they achieve on a daily basis!" He added, "I really enjoy being with flight departments, the aviation environment, and the people that make it happen. But I have to admit, this was definitely the next best thing. We proved an effective and accurate assessment can be conducted, knowledge and experience can be shared, we can all continue to get a little wiser, and heck...maybe even have a little fun along the way!" ### About the Business Aviation Safety Consortium (AviationConsortium.com, LLC or BASC): Headquartered in Fort Worth, Texas, BASC serves as a logical partner for SMS, regulatory, and operational excellence verification for high performing business aviation organizations. BASC was founded in 2016 and accepted the first member in January of 2017. For more information, visit http://www.aviationconsortium.com 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 Curt Lewis