June 29, 2020 - No. 047 In This Issue Maintenance firm clashes with inquiry over severe E190 loss-of-control incident Airlines in India Have Been Hit Hard Because of Rupee Depreciation AviationManuals Develops Maintenance Manuals for BizAv Flight Departments Jet Edge tasks Redline with implementing COVID-19 protocols Boeing 737 MAX test flights set to begin this week NCAA Bans Private Jets for Charter Operations Embraer ends the "Legacy dynasty" Facing 'catastrophe,' Quebec aerospace industry pleads for federal aid Travel's new world: Delta Air Lines to maintain distancing by capping seat sales Alaska Airlines to use UV light to fight COVID-19 as passengers raise other concerns SpaceX Starship event expected this September, says Elon Musk Maintenance firm clashes with inquiry over severe E190 loss-of-control incident Portuguese maintenance firm OGMA has clashed with accident investigators over conclusions drawn from a serious Embraer 190 incident during which the aircraft departed with cross-rigged aileron cables, almost leading to the loss of the jet. OGMA has strongly objected to several findings from investigation authority GPIAAF, arguing that the inquiry disproportionately assigns responsibility to the maintenance operation. The Air Astana aircraft had taken off from Alverca do Ribatejo air base, bound for Minsk and Almaty, on 11 November 2018 after undergoing scheduled maintenance at OGMA's facilities. But the cross-rigging of the ailerons left the crew struggling to control the jet's attitude, notably in the roll axis. Such was the severity of the situation that, at one point, the pilots sought to head for the sea in order to ditch, before they managed to regain a degree of control and eventually land. The inquiry determined the improper aileron cable installation to be the probable cause of the incident, identifying lack of an effective safety-management system and inadequate independent procedures to detect maintenance escapes. As part of the maintenance work the E190's aileron cables were disconnected, to be re-routed and replaced. But testing was delayed and personnel without relevant experience, who found the maintenance instructions difficult to follow, temporarily reconnected the cables. GPIAAF states that the crossover error went undetected during extensive subsequent troubleshooting and testing. Its inquiry mentions "weaknesses" in the aircraft's design - which had allowed the cables to be inverted - plus flaws in the presentation of the cable routing in maintenance publications, and it points out that the crew had not detected the improper aileron functioning during pre-flight checks. But the conclusions over the maintenance work have triggered a sharp and extensive response from OGMA, running to 14 pages, which recognises that its technicians failed to install the aileron cables properly but which also claims that it is being unjustly singled out. "The message conveyed by the report to any average reader is that only OGMA was at fault and that no other parties had any real contribution for the incident," it states. "That is inaccurate and incorrect and creates an unfair balance in the report." OGMA claims it has been "heavily criticised" throughout the inquiry for not having fully implemented a safety-management system, and defends itself by stating that it is "not legally required to do so" - noting that such a measure is still under a rulemaking process, and is not likely to enforce such implementation until around 2022-23 at the earliest. But it adds that it has "already started" implementing a safety-management system, ahead of any legal obligation, for which it says it "should be praised". "Not being a legal requirement OGMA's [safety-management system] should not be a focus of the report and cannot be deemed to have had any impact whatsoever on the incident," it says. OGMA has particularly brought up the fact that the aircraft's crew missed the opportunity to detect the maintenance blunder through the routine pre-flight control check. It argues that a maintenance release to service is "not a certificate" for the aircraft's airworthiness and that the operator is the party responsible for ensuring the aircraft is in flying condition - with the crew particularly alert given that the jet had just come out of heavy maintenance. "The aviation industry safety net is established in such way that the pilot-in-command is, by law, the ultimate [person] responsible for the safe operation of the aircraft," says OGMA. It states that the crew is effectively the "last safety barrier" for preventing an accident. "All things considered, in OGMA's view the crew's failure in detecting the ailerons misconfiguration during the [pre-flight check] is clearly less excusable than the [maintenance company's] failure in detecting the same problem during the maintenance operational checks," the company says. It accuses the inquiry of "different treatment and assessment" of OGMA's operational checks compared with those of the crew, and that this is "unreasonable and clearly unfair". OGMA also questions whether sufficient analysis was paid to the crew's handling of the severe flight-control problems, whether the aircraft's flight manual should have addressed the issue, and whether the pilots followed any procedures correctly. Several other matters from the inquiry are brought up in the critique, some of which are "detrimental" to OGMA's reputation, the company insists. Investigation authority GPIAAF says its task is not to assign blame or liability, in line with international standards, but it has included OGMA's comments to "ensure transparency", even though the inquiry had not sought opinions but rather comments on any factual errors. GPIAAF has largely resisted responding to OGMA's comments, with the exception of a few notes for "clarification" where it believes the company has made "non-supported or biased statements" which were "clearly out of scope" in regards to the consultation process for the draft inquiry report. https://www.flightglobal.com/safety/maintenance-firm-clashes-with-inquiry-over-severe-e190-loss-of-control-incident/139033.article Back to Top Airlines in India Have Been Hit Hard Because of Rupee Depreciation: Vistara Indian airlines are struggling hard as most of their costs like the ones related to aircraft leasing, plane's maintenance and fuel have to be paid in US dollars, a Vistara official said on Friday, at a time when the rupee has depreciated by approximately 6 per cent since January. "The reason why the airlines are struggling this hard is because a lot of our costs are all in USD. And with continually depreciating rupee, and as most of us (airlines) predominantly operate in the domestic market, there is obviously going to be a mismatch," Vistara's Chief Commercial Officer Vinod Kannan said at a webinar organised by aviation consultancy firm CAPA. While signing contracts with aircraft leasing firms or aircraft maintenance firms, airlines generally have to agree to make payments in US dollars only. In January, one USD was available for around Rs 71. On June 25, the exchange rate said one USD was of Rs 75.65. Kannan said, "Whether it comes to fuel, aircraft leasing, aviation maintenance organisations or aircraft overhauls, it is all in US dollar. You can push down your costs to the lowest level possible, all you need is a Rs 10 increase (in the price of a US dollar), or a depreciation of the rupee by 1-3 per cent." "So, I think that is an important point. How do we address that? I am not sure...But I think it is very pertinent because you can be the slimmest, meanest organisation in the Indian context, but you still might not cut it purely because of factors that are outside your hands," he stated. Calling the coronavirus pandemic a "black swan" event, Kannan noted that the airlines have a fundamental knack of ordering aircraft when the times are good, and getting the delivery when the times are bad. "So that is an important reason why the airlines not just in India but around the world have to think twice about (aircraft) utilisation and see how we can improve aircraft utilisation than order more aircraft," he stated. Scheduled international passenger flights continue to remain suspended in India. After a gap of two months, the Indian government resumed domestic flight services on May 25 albeit in a curtailed manner and with limits placed on airfares. https://in.news.yahoo.com/airlines-india-hit-hard-because-102100764.html Back to Top AviationManuals Develops Maintenance Manuals for BizAv Flight Departments WASHINGTON, D.C., US, June 29, 2020 /EINPresswire.com/ -- AviationManuals, the leading provider of digital operations manuals, has launched a customized General Maintenance Manual developed specifically for Part 91 flight operations. The company's General Maintenance Manual (GMM) is delivered with ARCdocs software and iPad app, and addresses procedures for maintenance leadership and shop floor personnel. Several flight departments have already incorporated the new offering into their operations. "A GMM is another valuable resource business aviation flight departments should consider having to help reinforce procedures, best practices and to assure an adherence to consistent standards," said company CEO Mark Baier. "It helps flight departments from everything to staying on top of changing and complex operations, to helping with employee onboarding." The GMM covers: Roles and responsibilities Personnel policies Inspection programs MEL management Functional flight checks Airworthiness directives Tool calibration Inventory control Training and safety programs Customizable AviationManuals' General Maintenance Manual for Part 91 operators is customizable for a wide-range of flight department sizes and can incorporate requirements tailored to individual operators. Getting started is as easy as filling out a simple form. A GMM helps develop consistency among varying experience levels of maintenance professionals and provides procedures to help contract workers assimilate in an organization. Topics covered include inspection, maintenance, and work turnover procedures; MEL management and deferral procedures; safety programs; aircraft marshaling and towing; procedures to use an outside MRO or repair center; personnel policies for maintenance personnel; duty time limits; and integration into existing Safety Management Systems. Clients Operate 4,500 Aircraft Around the World AviationManuals supports a client base that operates over 4,500 aircraft worldwide, including over 60 Fortune 100 company flight departments. Based in the Washington, D.C. area, the company provides digital operations manuals with update services, as well as SMS software and iPad apps for fixed-wing, rotary-wing, drone operators, and FBOs worldwide. Founded in 1996, the company has produced thousands of manuals. Products and services include SMS Software, Flight/Company/General Operations Manuals, International Operations/Procedures Manuals, Minimum Equipment Lists (MELs), Emergency Response Plans (ERPs), FBO Manuals and Internal Audit Programs, as well as Letters of Authorization (LOA) support for RVSM, Data Link (CPDLC / ADS-C), PBN (RNP-10 / -4, NAT HLA, B-/P-RNAV, and RNP-1), Enhanced Flight Vision Systems (EFVS), and EFBs. AviationManuals is a member of the National Business Aviation Association (NBAA), International Business Aviation Council (IBAC), and the National Air Transportation Association (NATA). For more info go to https://aviationmanuals.com/. https://www.einnews.com/pr_news/520229966/aviationmanuals-develops-maintenance-manuals-for-bizav-flight-departments Back to Top Jet Edge tasks Redline with implementing COVID-19 protocols In light of the COVID-19 pandemic, Jet Edge is partnering with Redline, an Air Partner company, to introduce a range of new operating procedures to protect the health and safety of passengers and crew across its fleet of more than 80 aircraft. Jet Edge noted a renewal in demand for private aviation, as "travellers look for the safest possible way to travel". "At Jet Edge, we hold our company to the highest standards of excellence in every facet of our business," said Bill Papariella, CEO of Jet Edge. "In the face of the COVID-19 pandemic, nothing is more important to us than protecting the health and safety of our clients and team." Jet Edge was impressed with Redline's handling of a repatriation flight in February 2020, where Diamond Princess cruise passengers were brought home to the UK from Japan, on behalf of the UK government. Established in 2006, Redline specialises in providing government-standard security solutions and training for global aviation industry partners, corporations and critical national infrastructure properties. Redline was tasked with overseeing the implementation of Jet Edge's safety protocol to all facets of its private aviation activities. The measures include rigorous aircraft decontamination services before and after each flight, as well as an additional preventative aircraft interior treatment with an antimicrobial barrier called ClearCabin. Also included are pre-flight health assessments for flight crews and passengers, new operations best practices that feature redesigned inflight procedures, personal protective equipment requirements, refreshed maintenance exercises for every aircraft, and other guidelines. The procedures were introduced as preventative measures for pilots and flight crew members to employ. Redline also made sure to institute new practices for all maintenance and line service personnel, as well as vendors in proximity of any Jet Edge aircraft. The new protocols were produced to exceed the most stringent standards set by the FAA, WHO, the Centers for Disease Control and Prevention (CDC) and the Occupational Safety and Health Administration (OSHA), alongside guidance from major aircraft OEMs. https://www.businessjetinteriorsinternational.com/news/covid-19/jet-edge-tasks-redline-with-implementing-covid-19-protocols.html Back to Top Boeing 737 MAX test flights set to begin this week With shorter, domestic flights likely to lead the US airline industry's recovery, Boeing is looking to get its long-troubled but well-positioned aircraft, the 737 MAX, back into the skies sometime this year. According to multiple sources, Boeing is said to have received Federal Aviation Administration (FAA) approval to start test flights this week. If successful, these flights will certify the manufacturer's new safety assessments for the MAX - and get these planes one step closer to flying again. In an email to Senate and House oversight committee staff members, the FAA said, "Testing is expected to take several days, and will include a wide array of flight maneuvers and emergency procedures to enable the agency to assess whether the changes meet F.A.A. certification standards." After being grounded for more than 15 months - following two fatal crashes - officials are now ready to allow Boeing to prove the MAX is worthy of flying. Boeing will work with federal officials, including FAA pilots, to conduct the test flights through a series of maneuvers and other standards. Even with these tests, it still could be months before the 737 MAX could take to the skies with paying customers on board. Before the MAX returns, pilots need to be retrained, new maintenance and testing for planes that have been in storage for months needs to be done, and approval would be needed from other regulators around the world. However, this is a significant step in getting this aircraft airborne again. Boeing has already conducted hundreds of hours of tests on the 737 MAX and now, it looks to get a stamp of approval from the FAA. https://thepointsguy.com/news/boeing-737-max-test-flights/ Back to Top NCAA Bans Private Jets for Charter Operations The Nigerian Civil Aviation Authority (NCAA) has banned charter services with privately-registered aircraft with effect from today, THISDAY's investigation has revealed. This is coming as the Managing Director of Federal Airports Authority of Nigeria (FAAN), Capt. Rabiu Yadudu, has said that the agency will implement flight spacing at all its airports in order to ensure prevention of spread of pandemic when flight operations resume. The regulatory agency, it was learnt, has also queried its directors who allowed privately-owned aircraft to be used for charter services. NCAA said it would ground such aircraft when used for charter or revoke the operating licence of anyone that disobeyed the directive. Director General of NCAA, Captain Musa Nuhu, said the use of private aircraft for charter must stop forthwith. THISDAY gathered that about 50 per cent of 100 privately-owned aircraft are used for charter operations and efforts to stop their owners had failed in the past. But in a circular issued on June 24, and addressed to the Directorate of Operations and Training (DOT), Directorate of Airworthiness Standards (DAWS) and the Directorate of Air Transport Regulations (DATR) of the NCAA, Nuhu stated that aircraft duly registered as privately owned should not be used for commercial charter. THISDAY gathered that unlike private aircraft, aircraft designated for commercial charter service are usually subjected to stringent regulation, especially in the area of maintenance, to ensure that they are airworthy to operate safely. They also pay five per cent charge to NCAA. However, privately-owned aircraft are not subjected to such regulatory measures and they do not pay any charges to the regulatory authority, while their maintenance is at the discretion of the owners. According to the circular, which was signed by Nuhu, privately-registered aircraft, known as Operations Specification Part G, which have Permit for Non-Commercial Flight (PNCF) would henceforth be stopped from operating for hire and reward. "Following the recent revelations of misuse of PNCF and use of improperly registered aircraft listed on Part G OPS SPECS for illegal charters during the COVID-19 pandemic, the following measures shall be implemented immediately. "All aircraft listed under OPS SPECS PART G (commercial wet lease) that is either in non-compliance or in violation of any part thereof of NCAR (Nigerian Civil Aviation Regulation) Part 9.2.3.4(b) shall be grounded with effect from Monday 29, June, 2020 (today) at about 800Z (8a.m). "All affected AON (airline operators of Nigeria) holders shall be notified immediately. DOT to liaise with both DAWS and DATR to ensure no aircraft is listed under both OPS SPECS part G and PNCF," he said. Nuhu also directed that "DATR shall provide a comprehensive list, details of all PNCF holders and all aircraft listed under their permit. All PNCF holders shall be reminded of the terms and conditions of the permit, especially the non-commercial nature. Any violation will attract penalty under Nig.CARs, including revocation." He also directed the aforementioned directorates in the agency to develop procedures and guidance to ensure all NCAA staff complied with NCARs in processing all applications. Nuhu also directed the concerned directorates to submit a single comprehensive report to him on the implementation of items mentioned above, measures taken and the reasons why these violations were allowed and not resolved in the first instance. "All the address of this correspondence are to ensure strict compliance with these instructions as directed," the circular added. FAAN Insists on Flight Spacing to Prevent Spread of Pandemic The Managing Director of FAAN, Capt. Rabiu Yadudu, has said the agency will implement flight spacing at all its airports in order to ensure prevention of spread of pandemic when flight operations resume. Yadudu said passengers' safety is a priority, adding that about 90 per cent of the agency's staff have been trained by World Health Organisation (WHO) on operational and response time on pandemic, including 100 per cent of its staff at Owerri Airport. Yadudu told journalists in Lagos at the weekend that flight spacing was not to disrupt any of the airline's schedules, but to ensure total safety of passengers, airline staff and others within the airport environment. According to him, FAAN has informed the NCAA of its plan, which will restrict multiple departures of flights from the same terminal at the same time. "We have already told NCAA that we are going to space the flights. No two airlines will depart at the same time from our airports. The spacing is not to make things difficult for the operators, but to protect their staff and other users of our airports. "It is not going to be unnecessary spacing. Like I told them, it is not a slot, but just spacing of flights," Yadudu said. Speaking on the issue of inadequate space at the General Aviation Terminal of the Murtala Muhammed Airport (MMA), Lagos, Yadudu said plans were on to increase its capacity by about 200 per cent with the construction of fabricated materials within the facility that would be ready before resumption of flights. He reiterated the readiness of FAAN to restart flight activities, adding that all staff have been adequately trained to implement the new order. He explained that the management followed to the letter all the protocols on COVID-19 pandemic and advisory circular from NCAA, while the agency increased its performance by increasing the requirements. Besides, he said FAAN's staff had been trained by Port Health Services in order to ensure compliance on resumption. "Not all airports in Nigeria have 100 per cent of its staff trained by WHO and Port Health on COVID-19 pandemic, but we achieved that with Owerri Airport. All our personnel at Owerri airport were trained 100 per cent with certificates issued. Overall, about 85 to 90 per cent of our staff has been trained and we want to achieve 100 per cent training for all. "At GAT, we have also erected a large canopy for people to stay in in case of rain. We also have sanitisers and equipment to test their temperature at the airport and others in the country. Our tap water has sensors to minimse touch. "We are discussing with some companies to enlarge the GAT with fabricated materials because we don't have time for concrete work, which may take another five months to complete. The expansion of the GAT will lead to 200 per cent in the hall capacity," he said. Yadudu added that FAAN was installing transparent shields in front of all airline counters operating from its terminal in a bid to minimise physical contacts, adding that wearing of face masks and other protocols by the Nigeria Centre for Disease Control (NCDC) would be made compulsory. He said FAAN would open two arrival halls at the Nnamdi Azikiwe International Airport (NAIA), Abuja for the convenience of passengers. https://www.thisdaylive.com/index.php/2020/06/29/ncaa-bans-private-jets-for-charter-operations/ Back to Top Embraer ends the "Legacy dynasty" "Legacy", the name that marked Embraer's debut in the business aviation sector has come to an end. The Legacy 650 business jet had its last unit delivered about 10 days ago, ending a two-decade career. It was thanks to the transformation of the regional aircraft ERJ-135 that Embraer debuted in the business jet segment in 2002. Until then, the Brazilian planemaker had only flirted with this type of customer when launching the turboprop EMB-121 Xingu, which had few units produced. In the opposite direction of the competitor Bombardier, which transformed the Challenger business jet into a commercial aircraft, Embraer saw in the ERJ regional jet the opportunity to participate in a new segment. With good internal space, the Legacy needed extra tanks to offer a range more consistent with its proposal. With a capacity for up to 13 passengers, the jet could fly for up to 6,300 km. In 2009, Embraer decided to launch an improved version, the Legacy 650, which extended its range to more than 7,200 km thanks to new fuel tanks. About 288 aircraft were produced, concluded with the delivery of the last jet to Air Hamburg, a German charter company and the largest operator of the model. Same name, different plane The good sales performance of the Legacy encouraged Embraer to expand its line of executive jets. In 2008, the company launched the Legacy 450 and 500 models, but, despite the same name, they were new planes designed from the beginning for the business aviation market. The 500 variant, for up to 12 passengers, entered service in 2014 while the smaller Legacy 450 (up to 9 occupants) was delivered the following year. Shortly thereafter, however, Embraer launched the Praetor 500 and 600 models that were actually enhanced versions of the two Legacy. The name change was a kind of route correction since internally the company recognized that these planes had nothing to do with the first Legacy. The similarity between these planes is so great that this week, airframer completed the first conversion of a Legacy 450 to the Praetor 500 standard. The service is offered at maintenance centers authorized by Embraer and consists of replacing parts of the fuel system, updates to avionics, reinforcement of the wing structure to support more weight and the addition of Praetor swept winglets. The same conversion, however, cannot be done on the Legacy 500 as more extensive modifications would be needed to transform it into a Praetor 600. Despite the end of production, the Embraer jet will justify its name for many years in the company's executive aviation division. https://www.airway1.com/embraer-ends-the-legacy-dynasty/ Back to Top Facing 'catastrophe,' Quebec aerospace industry pleads for federal aid About 43,000 people work in aerospace in the Greater Montreal area, making it the world's third-largest industry hub after Seattle and Toulouse, France Major players in Quebec aerospace are urging the federal government to step up with an aid package that would help companies weather the COVID-19 storm. Governments from France to Italy, Singapore and the U.S. have unveiled more than US$120 billion of aid combined for airlines and aerospace companies in recent months. The magnitude of the effort speaks to the strategic importance of aerospace globally, said Philippe Balducchi, head of European plane-maker Airbus SE's Canadian unit. "We look at what's happening elsewhere in the world, in countries that have built aerospace sectors, and we see a mobilization of governments" to support the industry, Balducchi said last week during a panel discussion organized by the Aéro Montréal industry association. "We're in a global industry. It's really urgent for Canada to send strong signals that it wants to keep its aerospace industry." Airbus and U.S. engine manufacturer Pratt & Whitney are some of the key aerospace companies that have laid off hundreds of Montreal-area workers since the pandemic began. Smaller players have also been hit. Héroux-Devtek Inc., the Longueuil-based landing-gear producer, said in May it would eliminate 125 Quebec jobs as part of a 10-per-cent workforce reduction. David Chartrand, Quebec's coordinator for the International Association of Machinists and Aerospace Workers, wrote to Prime Minister Justin Trudeau June 15 to express concern about the future of aerospace in Canada and request that the federal government bring together industry players to develop an emergency plan targeting the industry. "There's been no word from Ottawa about any help for the sector," Suzanne Benoît, head of Aéro Montréal, said in a telephone interview. "It's dangerous. Every day counts." Aerospace is Canada's third-biggest industry - after oil and automobiles - in terms of export revenue, with much of the manufacturing concentrated in Quebec. About 43,000 people work in aerospace in the Greater Montreal area, making it the world's third-largest industry hub after Seattle and Toulouse, France. Quebec's annual aerospace revenue totals about $15 billion, according to Aéro Montréal estimates. Government assistance should primarily take the shape of additional export financing and direct support for small- and medium-sized suppliers, Balducchi said. Benoît said she favours financing for advanced manufacturing equipment, environmentally friendly technologies such as hybrid propulsion systems and new applications, including drones. "The way Ottawa has abandoned the aerospace industry is lamentable," said Mehran Ebrahimi, a management professor at Université du Québec à Montréal. "Canada has no aerospace strategy, and the sector is hostage to political battles. Most of the industry is concentrated in Quebec, so a federal government that helps aerospace is seen as helping Quebec. There is little social acceptability for financial aid at the national level." Chartrand, the union leader, joined officials from the Quebec government, the Bloc Québécois and the New Democratic Party in demanding action from Ottawa. His letter followed Bombardier Inc.'s announcement in early June that it would cut 2,500 jobs amid slowing demand for business jets. Bombardier's cutbacks provide "a glimpse of the catastrophe that awaits us if we let things deteriorate further," Chartrand said in his letter. "Without concrete action, without putting in place a plan with a long-term vision, the very survival of our aerospace ecosystem is compromised." While acknowledging that aerospace is "one of the most innovative and export-driven industries in Canada," a spokesperson for federal Innovation Minister Navdeep Bains offered no hint of any willingness to unlock funding for the sector. Instead, he referred to a series of programs already announced by the Trudeau government - including the Business Credit Availability Program and the Canada Emergency Wage Subsidy - to help companies survive the crisis. "The government of Canada is aware of the letter from the Quebec machinists council," spokesperson Hans Parmar said in an email. "A smooth economic recovery will require a continued level of collaboration between the public and private sectors. We will continue to work together to ensure that Canadian businesses and their workers have the support they need." Few industries have been hit as hard as aviation and aerospace. Airlines have grounded more than 70 per cent of the global fleet since the start of the pandemic, laying off tens of thousands of employees while postponing or cancelling aircraft orders - affecting all members of the supply chain. As planes stop flying, for instance, the need to maintain them regularly diminishes. Aircraft makers will probably deliver 522 aircraft this year, less than half the 1,066 that were originally forecast, New York-based consulting firm Oliver Wyman predicted in May. Maintenance, repair and overhaul operations globally are expected to generate 2020 revenue of about $43 billion, down from an earlier forecast of $91 billion. At Air Canada, the crisis has resulted in the grounding of more than 200 planes since March - a direct hit for a company such as Mirabel-based aircraft maintenance company Avianor Inc., which counts Canada's biggest airline as a customer. Air Canada is the only one of the world's 20 largest airlines that hasn't received government aid. Many of the 225 small businesses that make up Quebec's aerospace cluster may not survive the current crisis, according to Sylvain Savard, Avianor's founder and president. "The next six months are going to be extremely difficult," Savard said. "Big players are going to be OK, and it's going to be difficult for medium-sized players. For the small companies ... good luck." For some, a diversification away from aerospace may offer the best odds of success. This spring, flight simulator-maker CAE Inc. struck a deal with the federal government to manufacture and supply 10,000 hospital ventilators. On June 17, CAE said its Air1 ventilator had been certified by Health Canada. Other aerospace suppliers are betting on new products or applications aimed at industries such as car production or agri-foods, according to Benoît. "We're a resilient industry," she said. "We've been through other crises before. I'm convinced we will pull through this one." https://theprovince.com/news/national/reopening-canada/quebec-aerospace-industry-pleads-for-federal-aid/wcm/deab63c3-3e5a-4d2c-9f27-a1282409e208 Back to Top Travel's new world: Delta Air Lines to maintain distancing by capping seat sales Delta Air Lines has said it will continue to block the selection of middle seats and will cap seating in every cabin through to 30 September. Delta said it plans to "ensure more space for customers on all aircraft" by capping seating at 50% in First Class and domestic Delta One; 60% in Main Cabin, Delta Comfort+, and Delta Premium Select; and 75% in international Delta One to reduce the total number of customers onboard. All middle seats will continue to be shown as unavailable or not assignable when selecting seats via the Fly Delta app or online. The airline will also block the selection of some aisle seats in aircraft with 2×2 seating configurations. "Reducing the overall number of customers on every aircraft across the fleet is one of the most important steps we can take to ensure a safe experience for our customers and people," said Chief Customer Experience Officer Bill Lentsch. "Delta is offering the highest standards in safety and cleanliness so we're ready for customers when they're ready to fly again." Delta said that where increasing customer demand pushes flight loads closer to capacity, it will aim to upgrade to larger aircraft types or add more flights. https://www.moodiedavittreport.com/travels-new-world-delta-air-lines-to-maintain-distancing-by-capping-seat-sales/ Back to Top Alaska Airlines to use UV light to fight COVID-19 as passengers raise other concerns KING COUNTY, Wash. - Airlines are working to attract passengers back to air travel, including adding new UV light cleaning technology and working to get all travelers to wear masks. But the moves come as airlines like American Airlines announced they will no longer be blocking off middle seats to provide passengers with more social distance. Delta Air Lines has said it will discontinue sales of middle seats until September 30. Tiffany Fetters, a sales manager for a medical sales company, has to travel for work. She recently flew to Seattle-Tacoma International Airport during her first trip since the coronavirus pandemic surged and said she saw four out of nine people in first class not wearing masks on her Alaska Airlines flight. Fetters told KIRO-TV that the people seated in front of her were leaning back to talk to the person across the aisle from her. None of them, she said, were wearing a mask. She said she asked a flight attendant if masks are mandatory. "I politely asked, 'Hey, aren't they mandatory?' and the look in his eyes was, 'I can't make them do anything,'" she told KIRO-TV. Alaska Airlines released guidelines last month requiring travelers to wear face coverings throughout the airport and flights. The airline said it would provide supplies for travelers who didn't bring masks. "We rely heavily on our guests doing the right thing for the greater good of everyone onboard our flights," Alaska Airlines said a statement Friday. "When faced with a situation of non-compliance, our flight attendants use their training to help guide them on how to respond and to learn more about why a guest is not wearing a mask or face covering. We're evaluating other methods to ensure compliance, and working with our unions on the best ways to do that." The airline has been touting its steps to protect passengers from COVID-19, including upgraded cleaning policies and, as of June 30, requiring customers to agree during check-in to bring and wear a mask during the flight. It is now testing new UV light technology from Honeywell. "This is the first product that's actually specifically designed using what's been used in hospitals for decades, which is UV light," Honeywell Aerospace General Manager Brian Wenig said. "UV light has been proven effective for many years on reducing other types of viruses. There are no studies available as of yet on the COVID." Alaska Airlines is blocking off all middle seats on large aircraft and aisle seats on smaller aircraft through July 31. American Airlines will begin booking flights to capacity, including middle seats, starting July 1. It will be notifying customers and allowing them to move to more open flights when available, without cost. American Airlines is also enforcing its mask policy. Airline officials took a man off a flight earlier this month and banned him for refusing to wear one. Tiffany Fetters said she'd like to see flight attendants with Alaska Airlines do the same. "The part that I think really infuriated me, and I know it infuriated the flight attendant, is at the very end, one of the gentlemen stands up and pulls a mask out of his pocket -- to put it on to leave the plane," she said. At this point, there is no law on masks while flying. The Federal Aviation Administration has declined requests by airlines and their labor unions to make masks mandatory. https://www.fox13memphis.com/news/trending/alaska-airlines-use-uv-light-fight-covid-19-passengers-raise-other-concerns/DKITMQPPIZCU5LDMYPKFTULYU4/ Back to Top SpaceX Starship event expected this September, says Elon Musk SpaceX CEO Elon Musk has implied that he will continue the tradition of hosting an annual Starship update event later this year, likely presenting on the progress the company has made over the last 12 months at its South Texas rocket factory. Beginning in Guadalajara, Mexico at the September 2016 International Astronautical Congress (IAC), Musk has presented a detailed update on the status of SpaceX's next-generation Starship launch vehicle in September or October for the last four years. Formerly known as the Interplanetary Transport System (ITS) and Big Falcon Rocket (BFR), Starship is effectively a continuation of the unprecedented progress SpaceX has made with Falcon 9 and Heavy reusability. SpaceX has managed to reliably reuse Falcon boosters 5+ times and is on the way to replicating that with payload fairings, but Musk has concluded that the Falcon family - despite being some of the largest operational rockets in existence - is just too small to feasibly recover and reuse the orbital second stage. With Starship, SpaceX wants to take a slightly different approach. While also a two-stage rocket, Starship will have a magnitude more thrust than Falcon 9 and twice the thrust of Saturn V, the largest liquid rocket ever successfully launched. More importantly, both Starship stages are designed to be easily and rapidly reusable, while also entirely getting rid of deployable payload fairings. In theory, once fully optimized, Starship and the Super Heavy booster should be capable of placing 150 metric tons (~330,000 lb) of payload into low Earth orbit (LEO) in a single launch. Of course, that is going to be an immense challenge - arguably the single most ambitious project in the history of commercial spaceflight - and SpaceX has quite a ways to go before it can even come close. Aside from the huge publicity and excitement it generates, offering detailed explanations of how exactly SpaceX is progressing towards those goals and how Starship's design is evolving is likely the primary reason Musk has chosen to continue doing annual presentations. SpaceX may likely be years away from routine, full-reusable Starship launches but that doesn't mean that no progress has been made. In the last ~10 months, SpaceX has successfully flown Starhopper to 150 meters (500 ft), destroyed Starship Mk1; built, tested, and destroyed Starships SN1, SN3, SN4, and four standalone test tanks; and expanded its South Texas presence from almost nothing to a large, semi-permanent factory. Aside from Starship production and testing, SpaceX has evolved the cutting-edge Raptor engine from a relatively rough prototype to an engine capable of operating at the fringes of what thermodynamics will allow. Per Musk, a vacuum-optimized variant of the existing Raptor engine may already be preparing for its first test fires in McGregor, Texas. Meanwhile, SpaceX won its first Starship contract from NASA a matter of weeks ago, solidifying the ambitious rocket's stature relative to other more traditional next-generation rockets from Blue Origin and the United Launch Alliance (ULA). All things considered, there is an extraordinary amount of tangible progress on tap for the Starship update Musk says is planned for September. With a little luck, the 2020 presentation will align with Starship's test program much like the 2019 event did with Starhopper, coming just a few months after ambitious flight tests. https://www.teslarati.com/spacex-starship-event-elon-musk-update-2020/ Curt Lewis