Flight Safety Information July 22, 2020 - No. 147 In This Issue Boeing 777-F60 - Ground Fire (China) Sikorsky UH-60 Black Hawk - Forced Landing Accident (Jordan) France says voice data from Ukrainian jet shot down by Iran has been recovered FAA Inches Closer To Approving Boeing's Fixes To Troubled 737 Max EASA Proposes Risk-Based Airworthiness Standards for Light Unmanned Aircraft 68 more Pakistani pilots suspended for dubious licences ATSB CRITICISES MAINTENANCE COMPANY OVER FATAL R22 CRASH Air New Zealand investigates Dreamliner 'incident' at Auckland Airport hangar NTSB Docket Details Earnhardt Accident Issues Transportation Department task force targets aviation recruitment FBI Warns of Fake Airport Websites, Wi-Fi Networks Russia successfully holds flight test of 3D-printed aircraft engine Alaska Airlines avoids pilot layoffs for now United Airlines lost $1.6 billion in the second quarter because of the COVID-19 pandemic Emirates president says the airline won't merge with Etihad, despite rumors Cathay Pacific reaches deal for Airbus delivery delays, in advanced talks with Boeing Ryanair to close base after pilots reject pay cut Taiwan parliament passes proposal to rebrand China Airlines SpaceX Starship flight debut could happen this week, says Elon Musk The USC Aviation Safety & Security Program Will Offer Online and In-Person Classes This Fall presage specializing in error prevention through proven scientific psychosocial analytics Urban Air Mobility and Single-Pilot/Autonomous Airline Operations Research Project AVIATION SAFETY SURVEY GRADUATE RESEARCH SURVEY Boeing 777-F60 - Ground Fire (China) Date: 22-JUL-2020 Time: Type: Boeing 777-F60 Owner/operator: Ethiopian Airlines Registration: ET-ARH C/n / msn: 42031/1242 Fatalities: Fatalities: 0 / Occupants: Other fatalities: 0 Aircraft damage: Written off (damaged beyond repair) Location: Shanghai Pudong (PVG/ZSPD) - China Phase: Standing Nature: Cargo Departure airport: Destination airport: Narrative: An Ethiopian Airlines Boeing 777F caught fire at Shanghai Pudong International Airport. The aircraft had arrived from Brussels. It was being loaded for a flight to Sao Paolo, and onward to Santiago. No injuries are reported. https://aviation-safety.net/wikibase/238482 Back to Top Sikorsky UH-60 Black Hawk - Forced Landing Accident (Jordan) Date: 21-JUL-2020 Time: Type: Sikorsky UH-60 Black Hawk Owner/operator: Royal Jordanian Air Force (RJAF) Registration: C/n / msn: Fatalities: Fatalities: 0 / Occupants: Other fatalities: 0 Aircraft damage: Unknown Location: - Jordan Phase: Landing Nature: Military Departure airport: Destination airport: Narrative: The helicopter was damaged when it made a forced landing in an undisclosed location and there were no injuries. Preliminary information suggest that the cause of the accident was "lack of vision after encountering dust" (i.e. brownout). https://aviation-safety.net/wikibase/238454 Back to Top France says voice data from Ukrainian jet shot down by Iran has been recovered • Iran has sent the black box from the Ukrainian passenger jet to France (AP) French officials on Monday said investigators have obtained cockpit voice data from the black boxes of the Ukrainian jet mistakenly shot down by Iran in January. "CVR data - including the event itself - has been successfully downloaded," wrote France's BEA investigation bureau said in a tweet. Iranian forces shot down the Ukraine International Airlines Boeing 737 jet - killing all 176 people on board - after mistaking it for a missile on January 8. The deadly incident came during a period of heightened tensions with the U.S. -- just hours after Iran fired missiles at Iraqi airbases housing American troops in retaliation for a U.S. drone strike that killed Iran's top military commander, Gen. Qassim Soleimani, earlier in January. Iran initially blamed the crash on technical problems and only acknowledged shooting down the plane days later. Iran has been in intense negotiations with Ukraine, Canada, and other nations that had citizens aboard the downed plane, and who have demanded a thorough investigation into the incident. Iran's semi-official news agency reported Saturday that Iran sent the black box from the Ukrainian passenger jet to France for reading. The report quotes Mohsen Baharvand, an aide to Iran's foreign minister, as saying the downed jet's black box was transported to Paris on Friday, accompanied by Iranian civil aviation and judicial officials. It's not clear why Iran sent the black box to France. Boeing is an American company and Iranian experts needed a converter to recover data from the box, but the U.S. opposed providing it to Iran. https://www.foxnews.com/world/france-voice-data-ukrainian-jet-shot-down-iran-recovered Back to Top FAA Inches Closer To Approving Boeing's Fixes To Troubled 737 Max The Federal Aviation Administration is taking another step towards re-certifying Boeing's 737 Max, saying it plans to issue a proposed airworthiness directive for the grounded jetliner "in the near future." In a statement, the FAA says the impending airworthiness directive will address Boeing's design changes to fix a flawed flight control system that is partly to blame for two 737 Max plane crashes in Indonesia and Ethiopia that killed 346 people. Acting on faulty data from a single sensor, the flight control system repeatedly forced the planes into nose dives that the pilots could not pull out of. All 737 Max aircraft around the world were grounded by global aviation authorities after the second of those crashes in March of 2019 and Boeing has been working on developing software fixes for the plane ever since. The directive will also include proposed new flight crew "procedures to mitigate the safety issues identified during the investigations that followed the Lion Air and Ethiopian Airlines accidents." Once the directive is issued, the FAA will provide 45 days for public comment on those fixes. After that, it may take weeks for those comments to be reviewed and incorporated in a final report. The FAA's statement notes that while this is an important milestone in the effort to return the 737 Max to commercial airline service, "a number of key steps remain" in the certification process before the order grounding the troubled plane can be lifted. Among the additional steps is finalizing new pilot training protocols that are being jointly reviewed by the FAA and regulators from Canada, Europe and Brazil. Over a three day period from June 29 through July 1, FAA test pilots and engineers flew a 737 Max and put the plane through various scenarios to evaluate the changes Boeing made to the MCAS flight control system, which is the system at fault in the two crashes. The FAA has been analyzing the data from those test flights to determine if the systems performed as they should to comply with safety regulations. FAA Administrator Stephen Dickson, a former Delta Air Lines pilot, has said he won't sign off on re-certifying the 737 Max until he flies the plane himself, pushing the timeline for allowing the Max back into commercial airline service into at least mid-October. "The agency continues to follow a deliberate process and will take the time it needs to thoroughly review Boeing's work," the FAA said in its statement Tuesday. "We will lift the grounding order only after FAA safety experts are satisfied that the aircraft meets certification standards." While Boeing has been making airplanes for more than 100 years, the 737 Max quickly became its most popular and profitable commercial airplanes. Before the crashes, airlines had ordered close to 5,000 of Boeing's 737 Max jets. But already this year, customers have canceled more than 800 orders for the troubled plane. Now, after being grounded for 16 months and counting, Boeing would not speculate on when the plane can return to passenger airline service. "Boeing is working closely with the FAA and other international regulators to meet their expectations as we work to safely return the 737 MAX to service," a company spokesperson said in a statement. "Safety is our priority and the schedule for return to service will be determined by the regulators." https://www.npr.org/2020/07/21/893950168/faa-inches-closer-to-approving-boeings-fixes-to-troubled-737-max Back to Top EASA Proposes Risk-Based Airworthiness Standards for Light Unmanned Aircraft • EASA released a proposed special condition for certifying unmanned aircraft intended for use in medium- and high-risk applications, such as drone delivery flights over populated areas. The European Union Aviation Safety Agency (EASA) released a proposed special condition for certifying unmanned aircraft intended for use in medium- and high-risk applications, such as drone delivery flights over populated areas. The proposed certification approach, SC-Light UAS, would apply to all drones with a maximum takeoff weight of up to 1,322 pounds (600 kg), not intended to transport humans, and operated either via remote pilot or autonomously - defined as operating without a remote pilot being able to intervene. The special condition is open for public comment until September 30. The document also applies to drone operations defined as "specific" - the middle of three risk-based categories under the EU's risk-based framework: open, specific, and certified. Rulemaking on the certified category, likely to include carrying dangerous goods or human passengers, is ongoing. "This proposal forms part of EASA's wider initiative to ensure drones can be operated safely and acceptably, particularly in areas which are densely occupied by people and moving or static objects," EASA Executive Director Patrick Ky said. The proposed special condition, similar to one released last year for passenger-carrying VTOL aircraft, uses objective airworthiness standards in lieu of a prescriptive approach and takes into account variations in operational risk - an approach that industry has lauded as more fitting for a rapidly-evolving industry segment with wide variation in designs and applications. "Until today, the certification basis of UAS has been either derived from manned aircraft CS integrated with Special Conditions to address specific UAS aspects, or defined with Special Conditions based on documentation developed and published by JARUS (joint authorities on rulemaking for unmanned air systems)," EASA authors wrote in the special condition. "In both cases the approach has been prescriptive. Objective based CS are deemed more appropriate for UAS." Safety objectives for the special condition were calculated based on an assessment of a probable urban scenario in 2035, created by the Single European Sky ATM Research Joint Undertaking (SESAR-JU)'s Drone Outlook Study, taking into account the projected number of flight hours flown by drones in European cities, urban population density, and representative products and operational assumptions. "With no occupant on-board, the risk inherent to any UAS operation is strictly dependent on the characteristics of the operational volume, and of the adjacent ones which the UA might inadvertently enter," the special condition states, adding that every UAS certification application will be linked to a detailed definition of operational volume, along with buffers, adjacent volumes, and air and ground risks. For example, the acceptable quantitative probability of various failure conditions is presented based on population density in the operational area, with higher safety requirements defined for flight "over assemblies of people" rather than "in a populated environment." EASA's SC-Light UAS proposes different safety objectives based on the aircraft's intended operating environment, (EASA) The proposed special condition does allow for the use of strategic and impact mitigations as part of the certification process, the former intended to reduce the number of people at risk on the ground and the latter to reduce either the area affected by a crash or the energy transmitted on impact. In other words, parachutes or energy-absorbing designs will be taken into account when evaluating an unmanned aircraft's failure conditions - unlike EASA's means-of-compliance for its special condition for passenger-carrying VTOL aircraft released earlier this year. "We are thrilled to see that EASA is recognizing the advantage of a whole airframe recovery parachute system and recognized how it can reduce the energy transmitted in a crash to a very low level," Larry Williams, chief executive officer of ballistic parachute-maker Aviation Safety Resources, told Avionics. "Applying the benefit of a recovery system toward safety objectives as a means of compliance is a logical, time-proven mitigation strategy. ASR is currently working with many OEMs that not only appreciate the importance of an on-board recovery system as a means of compliance but understand the public's awareness and outright demand for this increased level of safety." EASA's authors note that the SC-Light UAS is based on certification standards produced by JARUS, as well as previous EASA special conditions for remotely piloted aircraft (SC-RPAS) and VTOLs (SC-VTOL). Michael Blades, vice president of aerospace, defense and security at Frost & Sullivan, told Avionics this document is EASA's "answer to the Federal Aviation Administration's Part 23, Amendment 64," through which the U.S. regulator created flexible, performance-based standards for light aircraft meant to accommodate a wide variety of new designs. "EASA points out that these standards are for the specific category and not the certified category, which likely means there will be even stricter standards to conduct certain operations," Blades wrote in an email. "This looks good for cargo UAS operations, in my opinion, because it seems they will require less strict standards - rightfully so - than passenger-carrying UAS." https://www.aviationtoday.com/2020/07/21/easa-proposes-risk-based-airworthiness-standards-light-unmanned-aircraft/ Back to Top 68 more Pakistani pilots suspended for dubious licences • The decision about the remaining 73 pilots is expected within the next two days. As the process of scrutiny and verification of Pakistani pilots' licences continues, the country's Aviation Division suspended 68 more pilots, taking the total number to 161. Of the 262 holders of dubious licences, the licences of 28 pilots have already been cancelled while 161 pilots have been suspended so far, Dawn news reported. The decision about the remaining 73 pilots is expected within the next two days as the aviation division says it is taking all measures/decisions after a "double check". The government will present a report on Tuesday before the Supreme Court on measures being taken for the safety of air travellers after federal Minister for Aviation Ghulam Sarwar Khan announced in the National Assembly that the licences of as many as 262 Pakistani pilots were dubious. However, contrary to the Minister's claim, the Pakistan Civil Aviation Authority recently declared that all commercial/airline transport pilots licences (CPL/ATPL) issued "are genuine and validly issued" and none of the pilot licences were fake. A total of 262 pilots, including 107 working with the national flag carrier, were earlier grounded on a government directive. Earlier, the flying licences of 28 pilots, including seven working with Pakistan International Airlines, were cancelled. The issue has attracted global attention as global destinations, airlines and air safety agencies had suspended authorization of PIA. https://www.khaleejtimes.com/world/pakistan/68-more-pakistani-pilots-suspended-for-dubious-licences Back to Top ATSB CRITICISES MAINTENANCE COMPANY OVER FATAL R22 CRASH • The ATSB has criticised a Queensland firm for its overhaul of an R22 Beta II that subsequently crashed and killed its pilot. An investigation ruled that Cloncurry Air Maintenance "had not recorded and tracked all maintenance activities" during the earlier 2,200-hour overhaul of the helicopter and had adopted work practices that "increased the risk of memory-related errors and omission". It also blamed a high workload for reducing the chief engineer's "capacity to oversight maintenance activities". Brent Acton died in August 2017 when his helicopter crashed shortly after take-off, seven kilometres north-north-west of Cloncurry Airport. The ATSB believes a key bolt separated because a self-locking nut was missing. Crucially, the trip was the first commercial flight since the maintenance work was carried out. ATSB director transport safety Dr Stuart Godley said, "Different scenarios were examined for the cause of the bolt separation; however, as it was not possible for the helicopter to operate for any length of time without a nut attached to the bolt, it was likely that the nut was not reinstalled or inadequately torqued during the helicopter's recent 2,200-hour overhaul." On the morning of 2 August 2017, the pilot of a Robinson R22 Beta II helicopter, registered VH HGU and operated by Cloncurry Mustering Company, departed Cloncurry Airport, Queensland, on a ferry flight in preparation for an aerial mustering operation. About three minutes after take-off, Acton experienced a loss of control and the helicopter broke-up in-flight. The R22 then hit the ground. The ATSB found the maintenance organisation "adopted a number of work practices that increased the risk of memory-related errors and omissions, including using abbreviated inspection checklists, not recording all flight control disturbances, and not progressively certifying for every inspection item as the work was completed". "This investigation highlights the limitations of verbal communication as a method of explaining and understanding problems and their unreliability as a means for capturing essential tasks over an extended time period," Dr Godley said. "Maintenance organisations are urged to consider the human factors elements associated with their practices, capture them in their documented quality control procedures, and ensure they are complied with." The investigation noted that in the weeks prior to the accident the maintenance company was experiencing a period of very high workload that likely exceeded the workforce's capability and reduced the chief engineer's capacity to oversight maintenance activities. In addition, in the years leading up to the accident, staff changes reduced the maintenance provider's levels of qualifications and experience. The investigation also found the maintenance organisation had limited internal independent oversight and increased reliance on audits for the evaluation of its quality performance. "Audits are essential for independently verifying the effectiveness of an organisation's processes and procedures. This accident reinforces the importance of auditors inspecting the evidence collected during an audit to ascertain whether the requirements are being met, specifically conformance with the relevant standards," Dr Godley said. "Audits may also be used to identify potential underlying human factors issues, which may be raised as an observation or opportunity for improvement to inform the auditee of best industry practices." The ATSB said Cloncurry Air Maintenance has since improved its practices, which has included progressive certification for tasks, adopting the helicopter manufacturer's checklists for their inspections, removing all untracked MS-series self-locking nuts from stores, and completing inspections of the flight controls on all the Cloncurry Mustering Company helicopters with nil defects reported. In March 2019, the ATSB issued a safety advisory notice advising all maintenance staff working on Robinson helicopters to ensure that before re-using a self-locking nut, the correct part number is fitted, and that the D210-series corrosion-resistant nuts are used for reassembly of critical fasteners in accordance with the Robinson Helicopter Company instructions for continued airworthiness. Australian Aviation has approached Cloncurry Air Maintenance for comment. Cloncurry mayor Greg Campbell paid tribute to Acton shortly after his death. "I am sure I can speak for the Cloncurry community, grazing and aviation industries when I say Brent is going to be greatly missed," he said. "His family will be supported in whatever ways are needed." https://australianaviation.com.au/2020/07/atsb-criticises-maintenance-company-over-fatal-r22-crash/ Back to Top Air New Zealand investigates Dreamliner 'incident' at Auckland Airport hangar • Air New Zealand is investigating an "incident" at its hangar at Auckland International Airport. It is understood one of its Boeing 787-9 Dreamliners was being moved when its wing hit the tail of a parked Boeing 777-300ER resulting in damage to both aircraft. "We are carrying out an internal investigation into an incident that took place at our hangar at Auckland Airport," an Air New Zealand spokeswoman said. "We are not able to comment further while this is underway," she said. It is understood the incident, which occurred around 11am on July 11, resulted in a flight being delayed. A Civil Aviation Authority spokeswoman said the incident had not been reported to it. Air New Zealand has 14 Boeing 787-9 Dreamliners with an average age of 3.4 years. The incident follows another mishap in April last year when an Air New Zealand Dreamliner with the registration ZK-NZE, the world's first commercial 787-9, was damaged after being hit by a catering truck. Air New Zealand, which is currently operating a skeleton network due to the impact of Covid-19, is using Dreamliners on domestic, international short-haul and long-haul routes. It has eight 777-200ERs (four owned, four leased) which have an average age of 14 years, and seven 777-300ERs (four owned, three leased) with an average age of eight years. • The national carrier has 14 Boeing 787-9 with an average age of 3.4 years. Boeing 787-9 have a list price of up to US$200 million (NZ$304m), but airlines typically negotiate substantial discounts. Air New Zealand is asking customers who no longer wish to travel to contact the airline so it can reassign seats to other passengers. At the end of last year, Air New Zealand cancelled more than 80 international flights as a result of needing to ground some of its Dreamliners to carry out earlier than expected maintenance on its Rolls-Royce engines. Fresh safety issues with the Rolls-Royce engines surfaced earlier this month with the European Union Aviation Safety Agency (EASA) proposing to issue an airworthiness directive relating to Rolls-Royce Trent 1000 engines installed on Dreamliner aircraft. The fault related to a low-pressure turbine disc in the engine which could crack due to rubbing with seals, which, in turn, could result in disc failure and "high-energy debris release with consequent damage to, and reduced control of, the aeroplane", the EASA notification said. An Air New Zealand spokeswoman said it was reviewing the proposed directive. Any required inspections would be precautionary and would be done when its engines underwent routine refurbishment which occurred every four to five years, she said. No disruptions were expected, she said. https://www.stuff.co.nz/business/industries/122200185/air-new-zealand-investigates-dreamliner-incident-at-auckland-airport-hangar Back to Top NTSB Docket Details Earnhardt Accident Issues The NTSB has released docket information on the crash of a Cessna Citation Latitude on Aug. 15, 2019 on a short VFR trip from Statesville, North Carolina, to Elizabethton Municipal Airport in Tennessee carrying race car driver Dale Earnhardt Jr., his wife, and child. After a runway excursion at Elizabethton Municipal, the Latitude caught on fire and burned. The two pilots were not injured in the accident, while the three passengers suffered minor injuries, according to the NTSB. Visibility at Elizabethton was 10 miles, the air was calm, and there were scattered clouds at 4,700 feet. The pilots calculated that the Latitude would need 3,000 of the airport's 5,001-foot runway, and they planned to land on Runway 24, which has a displaced threshold of 902 feet. Landing weight was 27,508 pounds and Vref was 108 knots. There are no approach slope indicators on Runway 24. In his description of the accident provided to the NTSB, the captain, flying from the left seat, wrote that target speed was set to 112 knots, but he added, "our speed at landing was around 115 to 120." In a post-accident interview with the NTSB, according to the docket, "[The pilot] stated he was carrying extra speed on the approach because the airplane 'slows down so easy.'" According to a Textron Aviation engineering review of data recorded by the aircraft's AReS recording unit and the Garmin avionics, at 4,230 feet, 6.9 nm from the 1,593-foot-high airport, the Latitude was flying at 201 kias. The initial glidepath was flown at 4.1 degrees and averaged 3.8 degrees, and the Latitude's autothrottles were switched on and the autopilot was off. The descent rate increased and the autothrottles reduced power to minimum. The crew selected Flaps 1 (7 degrees) and airspeed increased to 220 kias; then the power levers were manually pulled to idle and this disengaged the autothrottles. The crew engaged the speed brakes partially to 33 degrees lever angle and a caution audio alert advised of an excessive descent rate. They added more speed brakes, then retracted them after speed dropped to that which allowed them to lower the landing gear and add Flaps 2 (15 degrees). A TAWS rate-of-terrain-closure audio caution sounded twice, then became a warning alert; and then the descent rate went from -1,700 fpm to -500 fpm "before resuming its previous rate," according to the Textron Aviation report. Speed decreased to 174 kias and the crew selected full flaps (35 degrees). They again selected partial speed brakes, but just for five seconds. The Latitude crossed the displaced threshold of Runway 24 at 127 kias, according to the data. "Five seconds before touchdown, the aircraft was descending at over -1,500 fpm, which was reduced to -250 fpm two seconds before touchdown. The aircraft crossed the runway displaced threshold at 3 feet agl." Just after selecting full flaps, the cockpit voice recorder captured the first officer saying, "And I don't need to tell ya, we're really fast." The captain responded: "I'm at idle," then he asked, "Do I need to go around?" The first officer responded, "No." The captain then said, "I got the speed brakes out." The first officer said, "Well you should get rid of those because we don't wanna get a CAS m[essage] or a thing sent to ya." "Alright, I'll be on the T-Rs [thrust reversers] quickly," the captain responded, just before the first touchdown. The Latitude touched down three times before the final touchdown. The first time, the data showed it was on the runway numbers, at 126 kias, -600 fpm, and 1.4 g. The touchdown lasted 0.6 seconds, and speed brakes were not extended at this point. According to the Textron Aviation report, "0.4 seconds after gear-on-ground, thrust reverser deployment was commanded by moving throttles to the reverse idle position, but the aircraft was airborne again before the command could be executed. The throttles were left in the reverse idle position. The aircraft touched down a second time 1.2 seconds later for 0.4 seconds, nose first, then right main gear, at 1.6 g, but the left main gear did not register on-ground. The aircraft touched down a third time 1.8 seconds later for 0.6 seconds, at 1.7 g, on the runway thousand-foot marker. All three gear registered on-ground, the still-active thrust reverser deployment command was executed, and the thrust reversers unlocked 0.4 seconds after touchdown. The throttles were advanced to idle, sending a thrust reverser stow command nearly immediately after thrust reversers were unlocked, but aircraft gear status changed to in-air nearly simultaneously. "As the aircraft went airborne, the in-air status triggered a cut in hydraulic power to the thrust reverser actuators, which allowed the unlocked thrust reversers to be pulled open by aerodynamic forces. The amber T/R UNLOCK CAS message posted and the Emergency Stow switches began flashing. Throttles were advanced to Max Takeoff 0.7 seconds later, but the thrust reversers reached full deployment 0.4 seconds after that, and the Fadecs prevented an increase in engine thrust. The red T/R DEPLOY CAS message posted, and the Emergency Stow switches continued to flash." The Latitude climbed to a maximum altitude of 24 feet for 9.6 seconds. Four seconds after advancing the throttles, the crew selected Flaps 2, and the airspeed dropped to 91 kias from 119 kias as the flaps retracted. The data showed that the power levers were moved partially back then forward then all the way back to idle. After lowering the pitch attitude, the pitch increased and the stick-shaker activated and half a second later, the Latitude touched down at 3.2 g vertical force on the right gear then the left and with a bounce, according to the report. "The aircraft rolled right 7.5 degrees as the left main gear contacted the ground again, which is consistent with the aircraft being supported by the left inboard tire and the right wingtip. Left inboard brake pressure increased to near maximum after the left main gear touched down, but the left outboard and right brake pressures did not increase significantly. This indicates that only the left inboard tire was firmly contacting the ground. The nose gear contacted the ground one half-second later. With all three gear on the ground, the thrust reverser system was re-energized. With throttles at idle, the thrust reversers stowed as commanded. "Eight seconds after the final touchdown, the aircraft crossed the end of the runway, on centerline. Four seconds after that, the aircraft experienced an impact measuring 3.4 g vertically and the fuselage began rolling left. The aircraft continued to move for five more seconds, then came to rest with the fuselage rolled 42 degrees left." In its report on the interview with the flight crew, the NTSB wrote that after the final touchdown, "they yelled 'hold on' to the passengers." After the Latitude stopped, the crew couldn't open the main cabin door. Earnhardt and the captain tried to open the emergency overwing exit but were unable to open it. The first officer, who had already fired both engine fire bottles and switched off the batteries, was eventually able to open the cabin door partially and everyone was able to exit the airplane. Although the docket material is a repository of factual information about the accident and does not include any NTSB conclusions, the Textron Aviation AReS report does include some observations, notably: "Airspeed management was a significant issue during the approach. As the descent was initiated, airspeed was 201 kias; gear, flaps, and speed brakes were retracted; and partial thrust was applied. Airspeed increased to 220 kias over the following 30 seconds, which precluded the extension of landing gear and Flaps 2, which would have provided additional drag to aid in slowing the aircraft. The need for speed reduction was evidently apparent to the crew throughout the descent, as seen by the partial extension of speed brakes and by the extension of landing gear and flaps immediately after each of their maximum extension speeds was reached." "Awareness of the high touchdown speed also likely contributed to the decision to deploy thrust reversers immediately after touchdown. A contributing factor was likely distraction due to terrain and navigation. The turn and descent to initiate the approach began while one ridge remained ahead. The subsequent course correction and terrain avoidance maneuvers created a distraction from speed management and configuration control as the approach resumed." "The misuse of thrust reversers was also a significant factor in the outcome of the flight. Thrust reverser deployment was commanded before the aircraft was firmly on the ground, and the command was still in place through the subsequent bounces. The Model 680A AFM prohibits the use of thrust reversers during touch-and-go landings. The unlocking of thrust reversers on the third bounce and their full deployment in air prevented application of forward thrust for a go-around attempt. If the throttles had been pulled back to idle then advanced again, the Fadec would have reset the idle latch, and reverse thrust would have been applied in air." "As shown in the landing distance calculations in section 5.3, extension of speed brakes on touchdown has a significantly greater effect on total landing distance than thrust reverser use. Even at Vref+19 knots, a landing within the available runway length was possible given a touchdown with no bounce followed by use of speed brakes and wheel brakes." https://www.ainonline.com/aviation-news/business-aviation/2020-07-20/ntsb-docket-details-earnhardt-accident-issues Back to Top Transportation Department task force targets aviation recruitment Department of Transportation (DOT) officials have appointed 20 Youth Access to American Jobs in Aviation Task Force (YIATF) members who will encourage high school students to pursue in-demand aviation careers. "This task force will help identify and develop pathways to encourage a diversity of young people to enter the exciting aviation sector of the future," Secretary of Transportation Elaine Chao said. The YIATF would provide the Federal Aviation Administration (FAA) independent recommendations and strategies focused on facilitating and encouraging high school students to enroll in and complete career and technical education courses - including science, technology, engineering, and mathematics (STEM); encouraging enrollment in the course of study related to an aviation career; and identifying and developing pathways for students to secure registered apprenticeships, workforce development programs or careers in the domestic aviation industry. Sharon DeVivo, president of Vaughn College of Aeronautics and Technology, will serve as chair of the task force. "We are at a pivotal moment in history to reach out and develop the next generation of aviation and aerospace leadership," DeVivo said. "By bringing together a diverse group of industry and education leaders, we have a unique opportunity to create a set of recommendations that ensures a long-term pipeline of qualified talent while also prioritizing a pathway for traditionally underrepresented groups." The task force will be made up of individuals representing air carriers; aircraft, powerplant and avionics manufacturers; aircraft repair stations; local educational agencies or high schools; and institutions of higher education - including community colleges and aviation trade schools. "We know that introducing students to the wonders of aerospace when they are in the early high school years can inspire them to pursue careers in the field," FAA Administrator Steve Dickson, a former military and airline pilot, said. https://transportationtodaynews.com/news/18972-transportation-department-task-force-targets-aviation-recruitment/ Back to Top FBI Warns of Fake Airport Websites, Wi-Fi Networks The FBI is warning travelers to be wary of potentially fake website domains spoofing U.S. airport websites that could result in identity theft and financial loss. In many cases, cyber-criminals create the bogus websites using an organization's same logo, font and color scheme and only need to make a slight character change or two within the domain to trick unsuspecting users. "They do this to steal personal and business data, and U.S. airports are an attractive target for cyber actors because there is a rich environment of business and personal information," Cyber Supervisory Special Agent Conal Whetten told reporters last week, according to KTSM. Travelers should also be aware of these threats when signing onto airport Wi-Fi networks. "Cyber actors can capitalize on this sector by creating spoof domains and Wi-Fi networks, which can trick both passengers and airport operators into interacting with malicious websites or emails," Whetten added. According to Whetten, more than 96 percent of companies are targeted by domain spoofing attacks. The FBI encourages travelers to always be vigilant while online. Tips include never opening an attachment or clicking a link sent from an unknown sender; verifying domains in your browser; using multi-factor authentication when possible; updating anti-malware and anti-virus software; conducting regular network scans and removing unnecessary software protocols and portals. https://www.travelpulse.com/news/airlines/fbi-warns-of-fake-airport-websites-wi-fi-networks.html Back to Top Russia successfully holds flight test of 3D-printed aircraft engine The flight tests were held at Kazanbash aviation center in Tatarstan. Russia has for the first time conducted a successful flight test of a 3D-printed aircraft engine, and its production is scheduled for 2021-2022. The press service of the Russian Foundation for Advanced Research Projects in the Defense Industry told Sputnik: "Russia has for the first time conducted flight tests of the MGTD-20 gas turbine engine made by 3D-printing." The flight tests were held at Kazanbash aviation center in Tatarstan. In December 2019, the foundation reported successful bench tests of small-sized gas turbine aircraft engines made using 3D printing technology. https://www.wionews.com/technology/russia-successfully-holds-flight-test-of-3d-printed-aircraft-engine-315081 Back to Top Alaska Airlines avoids pilot layoffs for now Thanks to a large number of pilots opting to take voluntary leave, Alaska Airlines will avoid pilot layoffs in the immediate future. "We have avoided an involuntary furlough at this time," wrote John Ladner, vice president of flight operations, in a message to Alaska's pilots Monday evening. Ladner added that due to the COVID-19 pandemic's devastating impact on air travel, the future remains uncertain. Without a recovery in air travel, he wrote, "ultimately, we will need to manage our staffing to match future demand." But for now, the threat of large-scale layoffs that has been looming over the airline industry - just last week, American Airlines announced plans to lay off 20,000 employees, including 2,500 pilots, in October - is avoided at Alaska. Alaska management and its pilot union agreed on incentives for various voluntary leave and early retirement programs, and strong pilot participation has staved off the immediate threat for Alaska's pilots. "We've always maintained that there was a smarter way to address our company's staffing issues than furloughing pilots," said Will McQuillen, chairman of the Alaska unit of the Air Line Pilots Association (ALPA). In a statement, McQuillen said the union worked with management over the last two months on programs that encouraged pilots "to step away from flying on a temporary or permanent basis while preserving the employment of those who need or want to continue flying." Ladner's message to pilots praised those opting for the voluntary leave programs for "helping the company and helping our peers during these unprecedented times." https://www.oregonlive.com/business/2020/07/alaska-airlines-avoids-pilot-layoffs-for-now.html Back to Top United Airlines lost $1.6 billion in the second quarter because of the COVID-19 pandemic - better than Delta's $5.7 billion hit United Airlines announced a $1.6 billion net loss for the second quarter, as the coronavirus upended the global demand for air travel. Although substantial, United's loss was significantly less than the $5.7 billion hit Delta reported. United warned 36,000 employees of potential furloughs or layoffs as demand remains low. United Airlines announced a net loss of $1.6 billion in the second quarter as the COVID-19 pandemic decimated air travel demand. The loss came as the airline collected just $1.4 billion in revenue, an 87.1% drop over the same quarter in 2019, with capacity falling 87.8%. However, there was a somewhat bright spot in the airline's announcement: things were not nearly as bad as they could have been. Delta Air Lines - the only other airline to have announced its second quarter performance - reported a net loss of $5.7 billion for the quarter. An apparent reason for the discrepancy was that United reduced its operating expenses more than Delta, cutting them by nearly 69% compared to 2019, while Delta reduced them by just 40%. United's capacity, on the other hand, was just 15% lower than Delta's for the quarter, suggesting that the cost savings came from more than just grounding flights. United burned an average of $40 million in cash each day in the second quarter. In a press release, the airline said it expects cash burn to fall to $25 million per day in the third quarter. "While this unprecedented crisis has been difficult for our team, we expect United produced fewer losses and lower cash burn in the second quarter than any of our large network competitors," United CEO Scott Kirby said in a press release. "We accomplished this by quickly and accurately forecasting the impact that COVID would have on passenger and cargo demand, accurately matching our schedule to that reduced demand, completing the largest debt financing deal in aviation history, and cutting expenses across our business." United said that travel demand was down about 93% compared to the same quarter in 2019 - the same decline Delta reported - while passenger revenues fell 93.5%. Revenue from carrying cargo was up about 36.3%, while other operating revenue declined 36.9%, from $621 million to $392 million. A conference call with investors to discuss the earnings is scheduled for Wednesday at 10:30 a.m. ET. https://www.yahoo.com/news/united-airlines-lost-1-6-210141046.html Back to Top Emirates president says the airline won't merge with Etihad, despite rumors spurred by the coronavirus crisis Gulf airlines Emirates and Etihad have no plans to merge, despite the financial hardship caused by the coronavirus pandemic, Emirates president Tim Clark told Business Insider. Speculation about a merger has swirled for years, and has resurfaced due to the pandemic. Clark said that the two UAE airlines will continue to cooperate in certain business areas, but will remain separate entities. For years, rumors have circulated about a possible merger between Emirates and Etihad airlines. To many, the United Arab Emirates carriers seem a good match, given their similar business models and various financial stumbles. Last year, the speculation intensified when Etihad found itself with $4.7 billion in losses over three years, largely due to failed investments in other airlines and competition from rivals. But even as the coronavirus pandemic makes past airline problems look quaint, the two carriers have no intention of joining forces. Not according to Sir Tim Clark, president of Emirates, who told Business Insider in an interview that the airlines were well positioned to weather the crisis and get back to business as usual, despite Etihad's relatively weak financial position. Emirates is based in Dubai, about 70 miles from Etihad's Abu Dhabi home. The two carriers, along with Doha-based Qatar Airways, each operate a hub-and-spoke model, using their Gulf hubs to effectively connect the eastern and western hemispheres. The rise to prominence of the Gulf airlines in the 2000s led to an essential transformation of global air travel, bringing one-stop connectivity to virtually every major city in the world, while allowing travelers to bypass classic hubs in cities like London, Paris, and Frankfurt when traveling between the Americas or Europe to Africa, the Middle East, and Asia. However, the playing field has become increasingly crowded between the two carriers and Qatar Airways, especially given the rise of low-cost competitors across the Middle East and Asia. As the COVID-19 pandemic has wreaked havoc and devastation on the global airline industry - particularly on long-haul airlines - speculation surrounding a merger between the more-stable Emirates and the loss-making Etihad has rebounded. Clark categorically denied the possibility. "Etihad is a much leaner airline than it was three or four years ago, and it's far more fit for purpose than perhaps it was," he said. CEO Tony Douglas has downsized the airline to make it a better fit for the markets it serves, Clark said, without overextending itself. According to Clark, both airlines were well-positioned at the start of the crisis, and are well-positioned now to return to form once its over. "Etihad was improving its situation. It wasn't a very good situation but it was getting better. Emirates was on a roll up until January, we were going to finish one of our best financial years," he said. "So if you remove COVID, where were we? We were both getting on with our jobs." Clark said that he expects travel demand to pick back up once the pandemic is brought under control through vaccination or the development of a treatment, and thinks that even with recessions caused by COVID-19, business will start to return to normal by mid-2022. "I've seen the growth of mass movements in air over the last 45 years," he said. "And frankly it's unstoppable." Once demand returns, Clark said, Etihad will likely continue to realign itself as a leaner airline, separate from Emirates, even if the two cooperate on various aspects of the business, like procurement and other "back of house work." In any case, Clark said, the governments of Dubai and Abu Dhabi - which own the national airlines - would have final say. "The two remain ultra-competitive," he said. "My own view is that they're both good and will be strong enough to remain separate, operate as competitors, and do the right thing for the population of the UAE, and also be very good in what they do in the international market. "If you can get through the next couple of years," he said, "then there's a fighting chance of things being fine." https://www.yahoo.com/news/emirates-president-says-airline-wont-201540107.html Back to Top Cathay Pacific reaches deal for Airbus delivery delays, in advanced talks with Boeing SYDNEY (Reuters) - Hong Kong's Cathay Pacific Airways Ltd said on Wednesday it had reached agreement with Airbus SE to delay the delivery of A350s and A321neos and was in advanced talks with Boeing Co about deferring its 777-9 orders. The airline said the A350s due to arrive in 2020 and 2021 were now scheduled for 2020-2023 and A321neos expected from 2020-2023 would arrive from 2020-2025. It did not provide further details of the number expected each year. "This deferral of deliveries is expected to produce cash savings to the Cathay Pacific Group in the short to medium term," it said in a prospectus for its HK$11.7 billion ($1.51 billion) rights issue lodged with the Hong Kong Stock Exchange. Cathay had expected deliveries of 32 A321neos, 12 A350s and 21 777-9s by 2024, according to a November 2019 investor presentation. An Airbus spokesman said his company did not comment on delivery schedules for individual airlines. A Boeing spokeswoman said her company did not comment on customer discussions. Most airlines globally are trying to defer new aircraft deliveries as they grapple with the downturn from the coronavirus pandemic, which has wrecked travel demand. Cathay last week warned it expected to report a HK$9.9 billion loss for the six months ending June 30, including impairment charges on 16 planes. The airline said on Wednesday that it had reduced its monthly cash burn to about HK$1.5 billion from HK$2.5 billion to HK$3 billion while maintaining a minimal flying schedule. However, it said that there was no assurance travel would rebound to pre-outbreak levels and that it expected its full-year results to be "materially worse" and would include the mark-to-market impact of fuel hedging losses. Cathay, which received a $5 billion rescue package from the Hong Kong government and shareholders including the rights issue, said it might further access equity and debt capital markets to strengthen its balance sheet. ($1 = 7.7509 Hong Kong dollars) https://www.yahoo.com/news/cathay-pacific-reaches-deal-airbus-022633054.html Back to Top Ryanair to close base after pilots reject pay cut Ryanair is shutting its base at Frankfurt Hahn airport after German pilots voted to reject pay cuts. The firm said in a memo to pilots that its bases at Berlin Tegel and Dusseldorf airports were also at risk of closure by the end of the summer. Airlines have been struggling because of global travel restrictions aimed at halting the spread of the coronavirus. Ryanair's UK pilots and cabin crew recently voted to accept pay cuts to reduce job losses. "We must move on with alternative measures to deliver savings, which regrettably will mean base closures and dismissals," Ryanair said in a memo to its German pilots. Ryanair cabin crew agree to temporary pay cut to keep jobs Ryanair announced in May it was set to cut 3,000 jobs across Europe. However, earlier this month, the company revealed that it had cut a deal with the Unite union so that UK cabin crew jobs would be safeguarded. Ryanair is yet to specify how many jobs will be impacted by the changes in Germany. 'Bizarre' German airline union Vereinigung Cockpit said that "less than half of pilots were in favour of accepting" the pay deal. "We believe the agreement would have the potential to harm the entire pilot community across Germany," it said. Ryanair said the proposed cuts are based on current schedule plans, and insisted that they could become "considerably worse" if there is a resurgence of coronavirus. "We made it clear throughout negotiations that if the vote was unsuccessful, then the next step would have to be dismissals," it said. "It is bizarre that the union canvassed against the deal knowing full well that the result would be base closures and job losses." https://www.yahoo.com/news/ryanair-close-pilots-reject-pay-143457464.html Back to Top Taiwan parliament passes proposal to rebrand China Airlines Taiwan's parliament passed a proposal Wednesday to rebrand the island's largest airline to avoid confusion with carriers on the Chinese mainland. China Airlines (CAL) is frequently mistaken for Air China -- the mainland's national carrier -- and there have long been calls to rename it or make it more clearly Taiwanese. But the movement received fresh impetus during the coronavirus pandemic, which Taiwan has successfully tackled. The self-ruled island has sent medical aid overseas as a diplomatic gesture of goodwill, often on China Airlines aircraft, sparking some public confusion abroad over where the shipments had come from. On Wednesday, lawmakers approved a proposal asking the transport ministry to come up with both short- and long-term rebranding plans for the carrier, which is partly government-owned. "The ministry should make CAL more identifiable internationally with Taiwanese images to protect Taiwan's national interests as overseas it is mistaken for a Chinese airline," parliament speaker Yu Shyi-kun said while reading out the proposal. The motion did not set a timeline for when the airline should be eventually renamed, saying it would require further discussion. Some critics warn renaming the airline might provoke China -- especially if specific references to Taiwan are added. Beijing views Taiwan as its territory and has vowed to one day seize it, by force if necessary. It balks at any suggestion the island is not part of "one China". - Increased military threats - The name China Airlines is a throwback to the aftermath of the Chinese Civil War, when the defeated Kuomintang (KMT) nationalists fled to Taiwan. Their Republic of China -- Taiwan's official name -- set itself up as a rival to the People's Republic of China. During the authoritarian KMT era many Taiwanese companies often had the words "China" or "Chinese" placed in their names. Taiwan has since morphed into one of Asia's most progressive democracies and a distinct Taiwanese identity has emerged. Another proposal passed Wednesday called for the island "to further enhance the visibility of 'Taiwan' on our passports". Taiwan's passports currently say "Republic of China. Taiwan." A proposal from a minority party calling for the removal of the phrase "Republic of China" did not pass. Since 2016 Beijing has ramped up diplomatic, economic and military pressure because current president Tsai Ing-wen refuses to recognise the concept that Taiwan is part of "one China". Speaking to reporters on Wednesday, Taiwan's foreign minister Joseph Wu said China had increased its sabre rattling, with jets entering the island's air defence zone on an "almost daily" basis last month. He warned that China might use "outside conflicts to resolve its internal issues" such as recent flooding, the fallout of the coronavirus pandemic and a slowing economy. "We are very concerned Taiwan can be a very convenient scapegoat for China," he said. "Taiwan's government is handling these issues very carefully ... to avoid Taiwan becoming China's excuse to declare a war or start a military conflict." https://www.yahoo.com/news/taiwan-parliament-passes-proposal-rebrand-china-airlines-081237038.html Back to Top SpaceX Starship flight debut could happen this week, says Elon Musk • ACCORDING TO SPACEX CEO ELON MUSK, STARSHIP SN5 COULD BECOME THE FIRST FULL-SCALE PROTOTYPE TO TAKE FLIGHT AS EARLY AS THIS WEEK. SpaceX CEO Elon Musk says that Starship's full-scale flight debut could happen as early as this week if a suite of tests planned over the next few days goes according to plan. The SpaceX leader also revealed a bit about the company's plan to create its own custom steel alloy to build the best Starships possible - the first of which is already under construction. Beginning with Starship SN8, parts of which have already been spotted in work at SpaceX's Boca Chica, Texas rocket factory, all future ships are expected to be built out of steel different than the 301 alloy used for all prior ships. Of course, Starship SN8 is likely 2-4 weeks at best away from being ready for integrated testing. Instead, Starship SN5 is currently occupying SpaceX's adjacent test stand and launch pad as teams work to prepare the rocket for several tests - potentially culminating in the first flight of a full-scale Starship. For more than two weeks, SpaceX has been slowly preparing Starship SN5 for its first wet dress rehearsals and Raptor engine static fires. When a ground systems leak lead to a massive fuel-air explosion and Starship SN4's destruction, it severely damaged the pad and required the construction of an entirely new launch mount. Part of the methane recondenser is visible between the berm (center) and white tanks (left), while the flare stack is the scorched steel pipe in the foreground. (NASASpaceflight - bocachicagal) It's unclear if SpaceX is attempting to onboard that new system as part of Starship SN5's first major fueling tests, but the flare stack has not been active for weeks and the finicky nature of methane reclamation would certainly explain some of the 10+ days of delays. On July 17th, after many day-by-day delays, SpaceX began Starship SN5's first fueling test. The rocket appeared to be briefly pressurized with ambient-temperature gas (possibly methane and oxygen) but the test was quickly aborted. Another attempt on July 20th was also aborted after several hours with no frost (indicative of propellant loading). Finally, a third attempt on July 21st was canceled before it began, although a roadblock was briefly set up prior to the abort. Shortly after the abort, SpaceX published plans for another attempt at Starship SN5's first WDR and static fire test on July 22nd with backup windows (8am-5pm CDT, UTC-5) on the 23rd and 24th. Starship SN5 is hopefully just a day or two away from two critical tests. First reported by NASASpaceflight.com, Elon Musk's comment confirms their sourced information that Starship SN5's flight debut could follow just a few days after a successful WDR and static fire. Given the sheer number of delays SN5's test campaign has suffered, that's far from guaranteed, but the ship certainly still has a shot at a hop test this weekend if things go perfectly over the next several days. Stay tuned for updates later today or tomorrow. https://www.teslarati.com/spacex-starship-flight-debut-elon-musk-details/ Back to Top TheUSC Aviation Safety & Security ProgramWill Offer Online and In-Person Classes This Fall The following upcoming courses, including NEW Safety Performance Indicators course, will take place in Los Angeles and in our virtual Webex classrooms. Software Safety Philosophies and methods of developing software, analyzing software, and managing a software safety program. Online Course August 17-20, 2020 4 Days Tuition: $2250 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. Online and In-Person Course August 17-21, 2020 4.5 Days Tuition: $2650 Accident/Incident Response Preparedness This course is designed for individuals who are involved in either preparing emergency response plans or responding to incidents and accidents as a representative of their organization. This updated course has been extended to four full days to integrate communications in the digital age. Online and In-Person Course August 24-27, 2020 4 Days Tuition: $2250 Human Factors in Aviation Safety This course presents human factors in a manner that can be readily understood and applied by aviation practitioners in all phases of aviation operations. Emphasis is placed on identifying the causes of human error, predicting how human error can affect performance, and applying countermeasures to reduce or eliminate its effects. Online and In-Person Course August 24-28, 2020 4.5 Days Tuition: $2650 Aviation Law & Aviation Dispute Resolution This course provides information on the legal risks inherent in aviation operations and an overview of the legal system as it relates to aviation safety. The course also provides an understanding of the various legal processes relating to aviation and discusses ways to engage aviation authorities in a responsible and successful manner. The judicial process, current litigation trends, legal definitions, and procedures are also covered. Online Course August 31-September 3, 2020 4 Days Tuition: $2250 Safety Management for Aviation Maintenance This course provides supervisors with aviation safety principles and practices needed to manage the problems associated with aircraft maintenance operations. In addition, it prepares attendees to assume safety responsibilities in their areas of operation. Online and In-Person Course August 31-September 4, 2020 4.5 Days Tuition: $2650 Threat and Error Managment This course provides students with sufficient knowledge to develop a TEM program and a LOSA program within their organizations. Online and In-Person Course September 9-11, 2020 2.5 Days Tuition: $1375 Digital Photography for Aircraft Accident Investigation This specialized course in accident investigation is designed to assist the investigator to improve photographic documentation of an accident site. Course participants will take photographs of components and critique them as a class. This course assumes that the investigator is not a professional photographer. In-Person Course September 10-11, 2020 2 Days Tuition: $1200 Aviation Safety Management Systems Providing the skills and practical methods to plan, manage, and maintain an effective Aviation Safety Management System. Special emphasis for safety managers, training, flight department and maintenance managers and supervisors, pilots, air traffic controllers, dispatchers, and schedulers. Online and In-Person Course September 14-25, 2020 9.5 Days Tuition: $3750 Hazard Effects and Control Strategies This course focuses on underlying physical, chemical, and biological characteristics and effects, and hazard control strategies. The following hazards are specifically addressed: electrical hazards, electrostatic discharge, toxicity, kinetic hazards, ionizing and non-ionizing radiation, thermal hazards, noise, fire and explosion, high pressure, etc. Online and In-Person Course September 14-15, 2020 2 Days Tuition: $1200 Damage Assessment for System Safety Sophisticated mathematical models and methods have been developed to estimate the level of impact of a hazardous condition. This course provides an overall understanding of these methods to help managers and system safety analysis reviewers understand the analysis conducted and results obtained by the experts in the field. Specifically, methods for modeling the impact of fire and explosion, debris distribution from an explosion, and toxic gas dispersion are discussed. Online and In-Person Course September 16-18, 2020 3 Days Tuition: $1625 Safety Management Systems for Ground Operation Safety This course provides airport, air carrier and ground service company supervisors and managers with practices that will reduce ground operation mishaps to personnel and equipment. It provides an understanding of how ground operations safety management is an essential part or an airport's or air carrier's SMS. Online and In-Person Course September 21-23, 2020 2.5 Days Tuition: $1375 Safety Performance Indicators This course teaches how SPI's are developed, monitored, analyzed and modified in order for an organization to correctly know its safety performance. The course utilizes guidance provided in ICAO Annex 19 and the ICAO Safety Management Manual Doc. 9859. Online and In-Person Course September 24-25, 2020 2 Days Tuition: $1200 Earn Credit for FlightSafety International 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 National Business Aviation Association Certified Aviation Manager Exam Students taking the following USC courses will earn two points toward completing the application for the National Business Aviation Association 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 As part of our Swinburne Bachelor of Aviation undergraduate research project, we have constructed a survey for members of the aviation industry and those who have not worked in aviation to provide feedback on their attitudes and opinions about Urban Air Mobility and single-pilot and/or autonomous airline operations. If you are an active participant in the aviation industry as a passenger or through employment, we invite you to take part in this survey to help give the industry a better understanding of the general sentiment towards these emerging technologies and operational concepts. To participate please follow the link below to our online survey: https://swinuw.au1.qualtrics.com/jfe/form/SV_9zRhPPbCfnsHH3T It should take approximately 20 minutes to complete. Participants who complete the survey will be eligible to enter the draw to WIN AN iPad. Thank you very much for your time. This research project is being supervised by Peter Renshaw at the Department of Aviation, Swinburne University of Technology, Melbourne, Australia. If you have any questions, please contact Peter at prenshaw@swin.edu.au Back to Top TO ALL PROFESSIONAL PILOTS, AIR TRAFFIC CONTROLLERS, members of their Management, Regulators and related organizations (airplane, helicopter, civil or military) WE REQUEST YOUR SUPPORT FOR A JOINT AVIATION SAFETY SURVEY (JASS) ON: "AERONAUTICAL DECISION-MAKING, INCL. MONITORING & INTERVENTION IN PRACTICE" Dear aviation colleague, you are invited to participate in a research project conducted by the department of Psychology at City, University of London, which aims to elicit your views and thoughts on Aeronautical Decision-Making, including Monitoring and Intervention in normal operation,by which we mean routine line flights without any incidents or technical malfunctions. The questions deal with teamwork and decision-making issues in various Pilot-roles, e.g. the role of the Pilot Monitoring (PM), Pilot Flying (PF), Pilot in Command (PIC) and Co-Pilot, and respectively in the Air Traffic Controller (ATCO)-roles of the coordinating and radioing/radar ATCO as well as pilot's and controller's training and occupational picture. This survey is completely anonymous - no identifying information will be requested or collected - and all responses will be treated as strictly confidential. The survey is approved by City's research and ethics committee (Approval Code: ETH 1920-1414). The introductory section of the survey will provide you with further information and the informed consent. Please click here to access the survey or copy the survey-link below into your browser. https://cityunilondon.eu.qualtrics.com/jfe/form/SV_6n7cxeunMyfy0fz By completing the questionnaire, you can - in addition to supporting aviation safety research - even do more good as we will donate a minimum of €2 for the first 1000 fully completed responses to the UNICEF COVID-19 Solidarity Response Fund which helps to care for vulnerable children and communities all over the world. If you have any questions, please do not hesitate to contact us via email: aviationsafety@city.ac.uk or tom.becker.1@city.ac.uk or via phone: +49 172 7178780. We thank you very much in advance. Your support is truly appreciated. Best regards, Capt. Tom Becker Prof. Peter Ayton Back to Top GRADUATE RESEARCH SURVEY Dear Participants, You are being asked to participate in a research study of your opinions and attitudes about stress and mental health. This research started almost two years ago. The purpose of this study is to examine mental health issues in aviation, specifically Part 121 airline pilots. During this study, you will be asked to complete a brief online survey about your opinions on various life circumstances, stress, and mental health topics. This study is expected to take approximately 15 minutes of your time. In order to participate, you must possess an FAA issued Airline Transport Certificate (ATP) and you must also be currently working as a pilot for a Part 121 air carrier that is headquartered within the United States. Participation in this study is voluntary and data will be collected anonymously, stored confidentially, and you may choose to opt out of the study at any time. We sincerely appreciate your consideration and time to complete our study, as it is another small but important step towards increasing safety in aviation. Please click on the link below to complete the survey: https://www.surveymonkey.com/r/7ZG6M6L For more information, please contact: Tanya Gatlin - Student Researcher Gatlint1@my.erau.edu 281-924-1336 Dr. Scott Winter - Faculty Advisor winte25e@erau.edu 386-226-6491 Curt Lewis