Flight Safety Information August 13, 2020 - No. 164 In This Issue ANZSASI SEMINAR POSTPONEMENT Incident: Gol B737 at Rio de Janeiro on Aug 6th 2020, gear did not retract Incident: American A321 at Charlotte on Aug 10th 2020, rivet missing from slat Incident: ATI B763 at Seattle on Aug 11th 2020, flight control issues Airbus, Operators Study On-Aircraft Fume Anomalies Woman hits Phoenix airport gate agent after being denied boarding for not wearing a mask Alaska Air flight delayed after several passengers refuse to wear masks Garuda Indonesia down US$4,000 to fix kite-related airplane damages EASA warns for pitot obstructions after COVID-19-storage AOPA, NBAA voice 'serious concerns' about pilot records proposal FAA to host virtual International Rotorcraft Safety Conference FAA seeks airworthiness action on Pilatus aircraft Magma Aviation adds 747-400 freighter to fleet WWII aircraft arrive in Hawaii aboard amphibious assault ship Essex for end of WWII's 75th anniversary A Hartford business is training out-of-work pilots to fly drones Embraer's first commercial jet flew 25 years ago Boeing Delivered 4 Jets In July. That's Painfully Low RTCA August Webinar: Spectrum & AI...RTCA Free 2-part webinar, Wednesday, 8/19, 1pm ET SCSI Online Investigation and Safety Courses XTRAirways selects Vistair to provide Document Management ALS Aviation Courses offered during August / September 2020 The USC Aviation Safety & Security Program Will Offer Online and In-Person Classes This Fall Trinity College Dublin and EASA Air Ops Community Survey on the impact of the Covid-19 pandemic on aviation workers Swinburne University Capstone Research Projects 2020 - Airline pax preferences Study Swinburne University Capstone Research Projects 2020 - UAM/RCO Study SURVEY:...GA PILOTS AND PIREPs. Graduate Research Survey (1) Graduate Research Survey (2) Incident: Gol B737 at Rio de Janeiro on Aug 6th 2020, gear did not retract A Gol Transportes Aereos Boeing 737-700, registration PR-GEQ performing flight G3-1841 from Rio de Janeiro Galeao,RJ to Brasilia,DF (Brazil) with 103 passengers and 6 crew, was climbing out of Galeao's runway 15 when the crew stopped the climb at FL100 after being unable to retract the landing gear. The aircraft returned to Galeao's runway 15 for a safe landing about 25 minutes after departure. A replacement Boeing 737-700 registration PR-VBO reached Brasilia with a delay of about 90 minutes. The occurrence aircraft returned to service about 13 hours after landing. http://avherald.com/h?article=4db2ff75&opt=0 Back to Top Incident: American A321 at Charlotte on Aug 10th 2020, rivet missing from slat An American Airlines Airbus A321-200, registration N198UW performing flight AA-1642 from Detroit,MI to Charlotte,NC (USA), departed Detroit's runway 22L and completed the flight with a seemingly uneventful landing on Charlotte's runway 36L about 85 minutes after departure. A post flight inspection revealed however that a rivet/screw of a slat was missing from the aircraft. On Aug 11th 2020 the airline's press department confirmed a rivet/screw was missing, the slat however was present. The aircraft was taken out of service due to an unrelated issue. A years long proven source had initially reported the whole slat was missing. The Aviation Herald queried the airline: "Can you please explain, why the public delay report for the aircraft reads: '19MINS MTX OUTBOUND CODE MT1. ORIG.AC. 198...SLAT MISSING...ETR SET/BUMP...CHANGE TO AC 199...B7/B12' Who entered that comment and why?" The airline's press department responded, they had seen the photo, just one rivet missing, they declined to provide the photo and answered our query: "That line is not in our TechOps system. That was a line written by someone who was swapping aircraft ..." About 4 hours later the airline reported a rivet in the right hand inboard slat and sent the photos of the slat (see below). The airline stated after verification, the public delay report had been done in error. The aircraft was unable to continue its schedule and is still on the ground in Charlotte about 32 hours after landing. http://avherald.com/h?article=4db1e214&opt=0 Back to Top Incident: ATI B763 at Seattle on Aug 11th 2020, flight control issues An ATI Air Transport International Boeing 767-300, registration N313AZ performing flight 8C-3402 from Seattle,WA to Anchorage,AK (USA), was in the initial climb out of Seattle's runway 16L when the crew stopped the climb at 5000 feet reporting flight control issues. The aircraft returned to Seattle for a safe ILS landing at a higher than normal speed on runway 16L about 20 minutes after departure. After landing the crew requested emergency services to check their brakes. https://flightaware.com/live/flight/ATN3402/history/20200811/1235Z/KSEA/PANC http://avherald.com/h?article=4db25312&opt=0 Back to Top Airbus, Operators Study On-Aircraft Fume Anomalies Airbus has launched a formal program to study onboard fume incidents and is developing an upgrade for the Airbus A320 environmental control system. A UK Air Accidents Investigation Branch report told of an in-service incident that left a British Airways Airbus A320ceo first officer incapacitated following a nerve-jangling approach and landing at London Heathrow Airport. The September 2019 incident flight originated on a rainy morning in Zurich. The crew noticed a slight odor shortly after departure, but it soon went away, and the crew opted to continue to London, an Air Accidents Investigation Branch (AAIB) final report said. As the crew passed through 4,000 ft. on its approach into London, both pilots reported a sudden, strong fume odor, the report said. Both pilots donned their oxygen masks, and the captain made a "Pan-Pan" international urgency call to Heathrow tower controllers, who told two aircraft ahead of the British Airways A320 and one trailing it to go around to give the stricken aircraft priority and a margin for error. The A320 landed and moved to a nearby taxiway, where it was met by emergency services. The co-pilot removed his mask to see if the fumes were still present. He stated that they were, and immediately began to feel nauseated. He then went to the lavatory while the captain requested air stairs to expedite getting medical personnel onboard. Investigators learned that the odor was limited to the cockpit-one of three separate environmental control system (ECS) climate-control zones on the A320. Nothing unusual was detected in the forward or aft cabin areas, the other two zones. Investigators could not determine what caused the fumes. Prompted in part by British Airways' report of hundreds of fume or odor events in their A320 fleet over the previous year, the AAIB took a deeper look at the issue, and at five incidents in particular that happened in late 2019, including one nonrevenue flight. All involved Airbus A320-family aircraft. The AAIB did not find definitive causes for any of the incidents. It did, however, observe some common factors. Among them: The incidents usually involved aircraft that stayed overnight in damp or rainy weather and started with a faint smell shortly after departure. In each case, conditions worsened rapidly during descent, and odors were described using similar terms, including "sweaty socks, manure and farmyard smells, which were unpleasant and distinctive," the AAIB said. In most cases, the cabin crew did not report any issues. On the few flights where cabin occupants detected fumes, they were most prevalent in the galleys. Analysis of flight data recorder data found no correlation between engine or systems settings and the presence of fumes. The auxiliary power unit is not considered a likely culprit, as it was often not in use during the events. Off-aircraft factors, such as application of cleaning or anti-ice fluids before departure, were ruled out. The most effective mitigation strategies included using "the smoke and fumes abnormal and emergency procedures," the AAIB said. While few definitive conclusions can be drawn, the AAIB has some theories. "The evidence indicates that it is likely that these fumes are derivatives of contaminants entering the ECS," the agency said. "It may not be a single compound but a combination of compounds which react and then become airborne in the bleed air supplies passing through the ECS. The fumes may have similar traits to hydrocarbon compounds combined with water vapor in low concentration which are liberated as water vapor condenses when it enters cooler conditions, for example as it passes into the flight deck or cabin via ducts." Beyond analyzing data and comparing witness observations, operators, investigators and Airbus have largely been frustrated in their efforts to understand the problem. No sample of the fumes has been captured, and nobody has been able to recreate the scenario on the ground. "The unpredictable nature of the events has also meant that it has not been possible to construct an experimental flight-test schedule to capture more data," the AAIB said. "This has left the manufacturer reliant on reported data, making the issue difficult to resolve in practical terms." Airbus plans to use Project Fresh to centralize analysis of related incidents. It also plans to roll out "an enhanced ECS filtration system" that will include a retrofit option, and it has published an "information paper" that provides "all the known aspects of fumes and smoke events," the AAIB said. British Airways has put a post-fumes maintenance procedure in place and will consider installing the new Airbus ECS system when it is available. https://aviationweek.com/mro/safety-ops-regulation/airbus-operators-study-aircraft-fume-anomalies Back to Top Back to Top Woman hits Phoenix airport gate agent after being denied boarding for not wearing a mask A woman was denied boarding on an American Airlines flight at Phoenix Sky Harbor International Airport for refusing to wear a mask. A woman struck an American Airlines gate agent after she was denied boarding at Phoenix Sky Harbor International Airport on Wednesday for refusing to wear a mask. The woman was a passenger on American Airlines flight 2027 from Los Angeles, which according to Flight Aware arrived in Phoenix just before 8 a.m. She was scheduled to connect to Las Vegas. After she refused to wear a mask on the first flight, crew members flagged her itinerary to be denied service in accordance with American's policy on mask wearing. "After arriving into Phoenix and being informed that they would not be able to take their connecting flight to Las Vegas, the individual became irate and struck an American team member in the terminal," said Curtis Blessing, a spokesperson for American Airlines. "Law enforcement was requested and since this is now a law enforcement matter, we would refer additional questions to the Phoenix Police Department." Blessing said the gate agent was not injured. Video of the incident was posted on Twitter. It does not show when the woman was initially denied boarding but picks up as she is delivering a profanity-laced rant near Gate A11. The video ends as police approach her in the gate area. Sgt. Mercedes Fortune, a spokesperson for the Phoenix Police Department, said Phoenix police officers assigned to Sky Harbor responded to Terminal 4 on a report of an assault. "Officers contacted the victim who informed officers that the suspect had struck him with her hand on his face," Fortune said in a statement emailed to The Arizona Republic. Fortune said officers arrested Yolanda Yarbrough, 47, for assault. American, like most U.S. airlines, started requiring customers to wear face coverings while on board aircraft in May. Customers who do not comply may be banned from future flights. American has placed the woman on its "refuse list" pending investigation by its security team. Sky Harbor Airport also requires passengers to wear masks in the terminal. https://www.azcentral.com/story/travel/airlines/2020/08/12/american-airlines-passenger-refused-to-wear-mask-hit-phoenix-gate-agent-after-being-denied-boarding/3360555001/ Back to Top Alaska Air flight delayed after several passengers refuse to wear masks SPOKANE, Wash. -- An Alaska Airlines flight out of Spokane was delayed Tuesday night because several passengers refused to wear their masks. Even after a warning from flight attendants, several passengers on board the flight to Portland refused to cover their face, forcing everyone to deplane. "There were was a lot of really nice people on this plane that just wanted to go home," passenger Karyn Schimmels told KXLY-TV. She says Flight 2698 was scheduled to take off on time, but then about 10 passengers in the back of the plane refused to properly cover their face. "Once they were seated, they removed their mask below their nose and were not willing to put it back up," Schimmels said. They were warned by flight attendants, and Schimmels says the group still refused to pull their masks up. Then they were given yellow warning cards -- a final notice. Alaska's new COVID-19 policy states that after this warning, passengers who refuse to wear a mask won't be allowed to fly on Alaska again as long as the policy remains in effect. "Heard a lot of conversation happening in the back of the plane," Schimmels said. But Schimmels says the group still wouldn't budge. "They removed everyone from the plane, we all had to get our personal belongings and our luggage and go back into the lobby," Schimmels said. "I heard them talking to a couple of the airline folks: 'Can you really do this to us?' you know, when the police arrived, 'Can they really do this to us?' " The flight was delayed 45 minutes, and Schimmels isn't sure if the stubborn group was allowed back on. According to Alaska, suspensions happen immediately upon landing, however the yellow cards were handed out before takeoff. "We had to be inconvenienced because they didn't like that rule," Schimmels said. "It was only a 45-minute delay; I was amazed by that and a very smooth flight home so I was just happy to get home." KXLY-TV has reached out to Alaska to see what happened to those passengers but had not heard back as of late Tuesday night. Other airlines like Delta and United require face coverings while on board planes. They also are threatening to ban passengers from future flights if they don't follow the rule. "They just had a lot of disregard for the other passengers on the plane," Schimmels said. "I wear my mask for myself but also for everybody else." https://komonews.com/news/local/alaska-air-flight-delayed-after-several-passengers-refuse-to-wear-masks Back to Top Garuda Indonesia down US$4,000 to fix kite-related airplane damages The kite season in Indonesia has produced some pretty pricey repair bills for flag carrier Garuda Indonesia. Garuda Indonesia's senior manager for incident management Bernard Partogi Sitorus said in an online seminar yesterday that the airline has spent thousands of dollars to fix aircrafts damaged by kites flown around Soekarno-Hatta International Airport in Cengkareng, Banten. "The cost that we had to bear including inspections and repairs was approximately US$4,000 (around IDR59.2 million)," Bernard said yesterday. "But if we compare with the potential risks, maybe this US$4,000 figure will look small." Kites have caused seven flight disruptions for Garuda Indonesia between May and July, according to airport management firm Angkasa Pura II, during which time there were 59 kite-related incidents experienced by all airlines at the airport. Among those incidents include a kite getting sucked into a Garuda plane engine, with officials finding strings and bamboo stickers tangled in the propeller. Bernard said that seven kite-related incidents for Garuda represents a relatively large number, seeing as how air traffic is not as busy during the pandemic. Flying kites or doing any activities in flight operation areas that could potentially endanger aviation safety is prohibited under Indonesia's Aviation Law. Violation of the law is punishable by up to three years in prison or an IDR1 billion (US$67,493) fine. Kite season in Indonesia usually takes flight in the windy dry season between June and October. This year, with people generally staying home, many have taken up kite flying as a cheap hobby to entertain themselves during the COVID-19 pandemic. https://coconuts.co/jakarta/news/garuda-indonesia-down-us4000-to-fix-kite-related-airplane-damages/ Back to Top EASA warns for pitot obstructions after COVID-19-storage 12 August 2020 The European Union Aviation Safety Agency (EASA) warns maintenance organisations to be aware of possible pitot obstructions after COVID-19-storage. EASA has noticed what it calls "an alarming trend" in the number of reports of unreliable speed and altitude indications during the first flight(s) following the aircraft leaving storage, caused by contaminated air data systems. This has led to a number of Rejected Take-Off (RTO) and In-Flight Turn Back (IFTB) events. Most of the reported events concerned the accumulation of foreign objects, such as insect nests, in the pitot static system. This contamination caused obstruction of pitot probe and static port orifices, in some cases on multiple systems, even when the covers were installed. The risk of such contamination was increased, if the aircraft storage/de-storage procedures were not completely or improperly applied at the beginning, during or at the end of the storage period. EASA recommends maintenance organisations to carefully follow the maintenance instructions for cleaning and inspecting the pitot static system during the return back to service of aircraft See also: • EASA SIB 2020-14 https://news.aviation-safety.net/2020/08/12/easa-warns-for-pitot-obstructions-after-covid-19-storage/ Back to Top AOPA, NBAA voice 'serious concerns' about pilot records proposal • Associations support intent, apprehensive about burden on GA pilots AOPA, in a joint letter with the National Business Aviation Association, wrote to FAA Administrator Steve Dickson regarding the Pilot Records Database (PRD) proposal and the negative impact it would have on general aviation pilots. AOPA President Mark Baker and NBAA President and CEO Ed Bolen emphasized support for the "high-level goal" of the PRD rulemaking to "help better inform air carrier pilot hiring decisions" and to improve aviation safety by allowing commercial air carriers to access a pilot's records and other pertinent information prior to making a hiring decision. However, the associations stopped short of fully supporting the proposed rule with language that is currently drafted because it would place "burdensome and costly requirements on general aviation, with little to no safety benefit," the leaders wrote. Though pilot record databases have been around since the 1990s, it was the 2009 Colgan Air crash that prompted the FAA to make changes in its training requirements and pilot records. After more than a decade in the works, the PRD was published for comment in March, giving industry stakeholders 90 days to respond. The database is intended to facilitate sharing records surrounding a pilot's qualifications before an air carrier decides to hire that pilot. The catalog includes information about medical certificates, employment history, flying records, and types of aircraft pilots are qualified to fly. However, the PRD rule would open the door to FAA reporting on Part 91 commercial and airline transport pilots, and that is "not reflective" of the safety-minded GA stakeholders participating in the Aviation Rulemaking Committee process, Baker and Bolen pointed out. The leaders emphasized that the "high cost of compliance with these new requirements will turn operators away from general aviation at a time [when] our industry is already facing significant economic and operational challenges due to the COVID-19 pandemic." They cited new language that redefines a "corporate flight department" and could place significant compliance challenges on many small aviation businesses. Of particular concern are requirements "for operators to report a pilot's aeronautical experience, flight time, and flight maneuvers performed to maintain privileges of their certificate." "Compliance with this requirement would likely require Part 91 operators to log every flight hour, instrument approach, and landing in the PRD after every flight," they wrote. The effort to keep information up to date could consume "hours of data entry to duplicate" without a safety benefit; and could also increase the risk of pilot record errors. To comply with the proposal, small GA operators would need to "invest in new systems, potentially hire additional staff, and reduce their focus on flight operations to accomplish hours of data entry and tracking," the letter added. "All of this would impose significant additional costs" without "providing useful insights for air carrier hiring decisions" because recruiters "already review a pilot's logbook to verify currency prior to employment." Baker and Bolen explained to the administrator that there are already opportunities within existing FAA regulations that could accomplish the same reporting goals. During the NBAA Virtual Business Aviation Town Hall on August 4, Bolen asked Dickson to explain what problem the FAA was trying to solve with the proposed rule on pilot records. Dickson said, "the primary focus here has been on the air carrier qualifications and the ability to be able to share either employment or training data that's germane to identifying performance issues during the hiring process." Dickson said that the FAA is adjudicating comments on the rule now and will "have to look at the burden on different operators." He added that he would "certainly commit to you that we will take all that perspective into consideration as we work toward having a final rule out there." The letter to the FAA noted that NBAA surveyed a group of members to find out how often corporate flight departments were tasked with providing Pilot Records Improvement Act requests. He said operators meeting the newly defined corporate flight department language received "less than one PRIA request every two and a half years." AOPA and NBAA determined that the burdensome proposal was not cost-effective and that it would not produce meaningful information during the air carrier hiring process. In addition, the two groups said that the existing process meets current needs. "Our industry continuously demonstrates its commitment to proactive and performance-based safety innovations, but in our opinion, the proposed PRD requirements for general aviation will not improve safety," the groups noted. AOPA and NBAA are planning to conduct a joint membership survey seeking information on the PRD's potential impact to the GA community. https://www.aopa.org/news-and-media/all-news/2020/august/11/aopa-nbaa-voice-serious-concerns-about-pilot-records-proposal Back to Top FAA to host virtual International Rotorcraft Safety Conference Registration is now open for the Federal Aviation Administration's first virtual International Rotorcraft Safety Conference, which will take place Oct. 27 through Oct. 29 to explore ways to reduce the national and international helicopter accident rate. Leaders from the FAA's Aircraft Certification and Flight Standards Services will open the conference, followed by programs for the entire helicopter community. The first day will include presentations about coping with the aftermath of a helicopter accident, the consequences of failing to follow procedures, the impact of drones, and the benefits of safety management systems. The next two days will focus on maintenance and operations. On Oct. 28, mechanics will receive programming designed by experts from Schweizer, Bell, Airbus, and Robinson helicopter companies. On Oct. 29, programming for pilots will include topics regarding human factors, helicopter safety ratings, accident prevention and investigations. The conference is directed at rotorcraft pilots, mechanics, operators, small company owners, government regulators and industry executives from the United States, Canada, Europe, Asia and many other locations. The event will offer Inspection Authorization and FAA AMT and WINGS credits. https://www.verticalmag.com/press-releases/faa-to-host-virtual-international-rotorcraft-safety-conference/ Back to Top FAA seeks airworthiness action on Pilatus aircraft The FAA is proposing two airworthiness directives affecting Pilatus PC-12s and has issued another for the Pilatus PC-6. Both proposed ADs for the PC-12 stem from ADs issued by the European Union Aviation Safety Agency. One AD would affect Pilatus models PC-12, PC-12/45, PC-12/47, and PC-12/47E turboprops. The action would correct an unsafe condition created by "improperly manufactured horizontal stabilizer rear attachment bolts." The problem could "lead to fatigue failure of the bolts and loss of airplane control," the proposal states. The problem with the bolts was detected on the final assembly line. The bolts "had not received correct heat treatment," and further investigation discovered that some "were improperly manufactured and consequently have reduced material properties." Pilatus had issued a service bulletin (No. 55-004) in March 2019 to provide instruction on inspecting and replacing the bolts. The proposed AD would affect 14 aircraft of U.S. registry and cost an estimated $5,127.50 per aircraft to comply. The FAA is accepting comments until September 21. To submit comments online or to send them by mail or fax, see the AD. The second proposed AD, also based on an AD issued by EASA, would affect only Pilatus PC-12/47E aircraft, and seeks to correct "seizing of a main landing gear spring pack assembly." The problem could prevent the main landing gear from safely extending and lead to loss of control after landing. According to the proposed AD, "An occurrence was reported of an unlocked main landing gear (MLG) during landing of a PC-12/47E, equipped with electro-mechanical landing gear. Subsequent investigation identified that the aeroplane was equipped with an affected part [spring pack assemblies having part number (P/N) 532.34.12.101], which had completely seized. Serviceable parts [spring pack assemblies having P/N 532.34.12.120] have a special surface treatment on the inner and outer tube, which would have prevented the seizure." Pilatus had issued a service bulletin (No. 32-027) for this issue in January 2019. The service bulletin details the procedures for inspecting the main landing gear spring pack assembly to find the part number, removing and discarding affected assemblies, and installing "the improved design spring pack assemblies." It would cost about $5,255 per aircraft to comply; 29 affected aircraft are listed in the U.S. registry. The FAA is accepting comments through September 21. Several Pilatus PC-6 models are affected by annother AD that the FAA has issued, effective September 9, to address "rudder shaft assemblies with incorrect rivet configurations." The AD affects the PC-6, PC-6/350, PC-6/350-H1, PC-6/350-H2, PC-6/A, PC-6/A-H1, PC-6/A-H2, PC-6/B-H2, PC-6/B1-H2, PC-6/B2-H2, PC-6/B2-H4, PC-6/C-H2, PC-6/C1-H2, PC-6-H1, and PC-6-H2. The AD is also based on airworthiness action that EASA took in October 2018. EASA issued the AD because a "pilot experienced loss of rudder control" during a check flight and made a precautionary landing followed by a runway excursion. According to the AD, "The post-event inspection of the affected rudder shaft assembly found an incorrect rivet configuration. Subsequent investigation results identified that the tapered pins had been replaced with an insufficient quantity of rivets of unknown origin, which effectively constituted a modification that does not conform to any of the three different Pilatus-approved configurations. Prompted by this event, five more aeroplanes were inspected and various non-standard rivet configurations were found in the same area. It cannot be excluded that more PC-6 aeroplanes have had a similar modification applied." Pilatus released a service bulletin (No. 27-006, Rev. No. 1) in September 2018 for inspecting the rudder shaft assembly and rivets. Repairs should cost about $595 per aircraft; 30 aircraft in the U.S. registry are impacted. Even though the AD goes into effect September 9, the FAA is still accepting comments. https://www.aopa.org/news-and-media/all-news/2020/august/12/faa-seeks-airworthiness-action-on-pilatus-aircraft Back to Top Magma Aviation adds 747-400 freighter to fleet Charter operator Magma Aviation has added a 747-400 freighter to its fleet as it looks to attract cargo customers and expand. Sister company AviaAM Leasing purchased the plane and is providing it to Magma, the companies said in a news release. AviaAM did not reveal the age, origin or price tag of the factory-built aircraft. The 747-400 freighter offers nose-loading capacity and a 121-ton cargo payload. Magma said the freighter conducted its first commercial cargo flight on Aug. 4. Magma now manages a fleet of four 747-400 freighters. It markets the capacity and handles flight support services, but outsources actual flying to airline crews. All-cargo aircraft are in high demand this year because the destruction of passenger networks by the coronavirus pandemic created a large capacity shortage. Magma representatives declined to name any specific clients using the new aircraft, but the company recently began providing airlift to German forwarder Senator International. Parent company Avia Solutions acquired U.K.-based Chapman Freeborn, a specialist in humanitarian air cargo transport, last year. In addition to Magma, the acquisition included four other Chapman entities and expanded Avia's overall ownership to 110 companies in 32 countries. https://www.freightwaves.com/news/magma-aviation-adds-747-400-freighter-to-fleet Back to Top WWII aircraft arrive in Hawaii aboard amphibious assault ship Essex for end of WWII's 75th anniversary A B-25 Mitchell aboard the amphibious assault ship Essex arrives in Pearl Harbor. (PUBLIC DOMAIN - www.dvidshub.net) Historic World War II aircraft made it to Pearl Harbor, Hawaii this week to commemorate the 75th anniversary of the end of the war, according to the Navy. The aircraft, which were hauled from San Diego aboard the amphibious assault ship Essex, arrived in Hawaii on Sunday for multiple flyovers this month and next month. According to organizers of the 75th Commemoration of the End of WWII, an "Around Oahu" flyover is slated for Aug. 29 and a "Connecting the Military Bases" flyover is scheduled on Aug. 30. The flyovers will close with a "Fly Over the Battleship Missouri Memorial, Pearl Harbor to Waikiki" on September 2 as part of an official commemoration aboard the Battleship Missouri Memorial's deck. A total of 14 classic combat aircraft are involved in the events, including a B-25 Mitchell bomber and a P-51 Mustang. B-25 bombers were used during the Doolittle Raid over Japan in April 1942, and the P-51 Mustangs were used by the Tuskegee Airmen from the 332nd Fighter Group. Other WWII aircraft also involved in the flyovers are multiple SNJ/AT- 6 Texans, a Grumman FM2 Wildcat, a Grumman F8F Bearcat, and a Grumman TBM Avenger. "We are honored to join the State of Hawaii in supporting the 75th Commemoration series of events. The World War II Warbird aerial performances are a symbolic reminder of our Greatest Generation's will and determination that ultimately led to victory. Indeed, the legacy of our World War II heroes lives on in the Pacific," Adm. Phil Davidson, commander of U.S. Indo-Pacific Command, said in a recent news release. In addition to the flyovers, the commemoration will also feature the premiere of the WWII documentary "1st to Fight: Pacific War Marines" at the Pearl Harbor Aviation Museum on Aug. 30. An official commemoration dinner is slated aboard the Missouri on Sept. 1, followed by a ceremony on Sept. 2 honoring Missouri crewmembers aboard the battleship and broadcast online. All in-person events will require temperature checks, health screening questions, mandatory masks, among other precautions amid the COVID-19 pandemic. Likewise, organizers said they will preserve a "travel bubble" around WWII veterans and other at-risk attendees. "For many of our WWII veterans, these Warbirds hold very special significance, unleashing memories that, in many cases, they never shared," Elissa Lines, Executive Director of Pearl Harbor Aviation Museum, said in a statement. "To have these Warbirds in Hawaii, flying over the very deck of the USS Missouri where the Instrument of Surrender was signed on September 2, 1945 ending this global conflict, to honor all WWII veterans, is a tribute that will live on in the hearts of all who see it," Lines said. "We can't thank the DoD and our U.S. Navy enough for making this possible." https://www.navytimes.com/news/your-navy/2020/08/12/wwii-aircraft-arrive-in-hawaii-aboard-amphibious-assault-ship-essex-for-end-of-wwiis-75th-anniversary/ Back to Top A Hartford business is training out-of-work pilots to fly drones as coronavirus pandemic limits travel As airline pilots ponder a future without a cockpit, flying a drone could be the next best thing. Aquiline Drones, a Hartford business founded by a former airline pilot, will next month begin course work called "Flight to the Future," a program offering courses supported by an online curriculum and business formation ideas. Plainfield drone manufacturer pins hopes for rising business on federal legislation kicking China out of the ring » Students will have access to cloud-connected commercial drone services marketed to anyone older than 18 with a "desire to take on a new career in a short period of time," said Barry Alexander, founder and chief executive officer of Aquiline Drones. Following the course, which averages six weeks, students can operate drones available on demand through an app he likens to Uber. Pilots who already know federal aviation rules and aerodynamics could have a head start. The cost is of the program is less than $1,000, and Aquiline Drones says it takes a small percentage of job payments. It's a new approach to marketing drones, which are increasingly common at construction sites, in the real estate industry, for security, deliveries, law enforcement and other purposes. With many planes in commercial airline fleets grounded due to the coronavirus, thousands of pilots are out of work or fearful they soon will be. "The pandemic is helping us with the Flight to the Future program," said Alexander, whose background includes work as an aviator, aircraft mechanic, pilot and flight instructor. Hiring of pilots by major passenger airlines collapsed in the spring and early summer, said Louis Smith, president of Future & Active Pilot Advisors, a career and financial advisory service to pilots. Major passenger and cargo airlines hired 4,977 pilots in 2019. The number plunged to 1,955 from January through July 2020, according to FAPA. "They've had pilots go on strike, mechanics go on strike, but never passengers," Smith said. "This is a whole new ballgame." A possible bright spot is that in the next 15 years, 41,000 pilots are expected to reach the mandatory retirement age of 65, which could spur hiring, he said. Airlines received $32 billion in federal payroll help in the $2.2 trillion CARES Act in March. The assistance prohibits job cuts through Sept. 30, prompting worries in the industry that without another round of funding, job cuts will follow. John Dunn, an air cargo pilot based in Cleveland, said the drone program lays the groundwork for starting a business. "I'm not the entrepreneurial type," he said. "It's probably something I wouldn't do on my own, to start a company out of the blue." Because Dunn flies for a cargo operator, he said he's not affected "too much" by the decline of passenger travel. He'd still be able to keep his job, while operating a drone "as little or as much as I want on my days off." Piloting experience isn't necessary for the course, but it helps, he said. "If you're a pilot, it's a given. You understand," Dunn said. Ann Ryan, who's been in aviation 20 years, said she'll take the Aquiline Drones courses, because "it's still flying" even if it's not a plane. "Once you're out of a job, what do you do?" said Ryan, of Del Ray Beach, Fla. "Flying a drone is not the same, but it's keeping me in the air, so to speak." https://www.courant.com/business/hc-biz-drones-pilots-20200812-bv3fnvrfyjgobbcuhu2docggca-story.html Back to Top Embraer's first commercial jet flew 25 years ago Initially called the EMB 145, the aircraft marked the revival of the Brazilian airframer and the beginning of a long period of success in commercial aviation It was on August 11, 1995 that Embraer was practically born again. The Brazilian airframer, founded in 1969 to produce the Bandeirante turboprop, was a state-owned company until 1994 when the government of Brazil decided to privatize it in the face of a financial crisis that could have put an end to it. In the early 1990s, Embraer was experiencing an identity crisis, with no high-volume products and a project that consumed time and money without reaching a conclusion, the EMB 145, its first commercial jet. After changing its configuration a few times, the aircraft became the priority of the newly privatized company. Soon, the result would start to pay off when the jet, registration PT-ZJA, took off for the first time 25 years ago. Certified the following year, the EMB 145 began counting down to start operating, which occurred in April 1997, marking the model's debut in its main market, the United States - Continental Express was the aircraft's launch customer. Since then, Embraer has played an increasingly important role in commercial aviation. Shortly thereafter, the company would launch the EMB-135 and EMB-140 variants. Later, in 1997, the Brazilian company took its most ambitious step when launching the Embraer 170, based on a clean-sheet project, which led to the creation of the E-Jet family. In the meantime, Embraer renamed the model, abandoning the tradition started by Bandeirante, and replaced by the acronym ERJ (Embraer Regional Jet). Metamorphosis with wings When the jet took off from the company's base in São José dos Campos in 1995, it exhibited the famous chrome livery that debuted on the EMB-120 Brasilia turboprop, but the PT-ZJA aircraft would still go through quite curious situations in the following years. The first prototype of the EMB 145 became a versatile aircraft for Embraer shortly after completing the type certification process. When it decided to launch the EMB 135 version, for 37 passengers (against 50 of the original model), the company preferred to transform the PT-ZJA into the new standard. In June 1998, the ERJ-135 made its maiden flight after going through the metamorphosis when it lost two sections of the fuselage and 3.6 meters in length. It didn't take long for PT-ZJA to return to the hangar for a new transformation. After a request from the regional company American Eagle, which wanted an aircraft with 44 seats, the Brazilian manufacturer decided to launch the ERJ-140, 2.12 meters more than the ERJ-135. Since 2010, the PT-ZJA, the first prototype of the jet, has been exhibited at the FAB Museum, in Rio (Marcio Sette/CC) Again the PT-ZJA was updated to take on the new configuration and it flew under its new name in June 2000. The ERJ-140, however, was not widely accepted and the first prototype of the family can finally retire. In 2010, Embraer donated the aircraft to the Brazilian Air Force Museum and since then the jet has been on display at the Campo dos Afonsos airbase in Rio de Janeiro. It is estimated that more than 1,200 jets of the ERJ family have been produced in these 25 years, not to mention the executive variant Legacy, which was based on the ERJ-135 and had the last model assembled recently. https://www.airway1.com/embraers-first-commercial-jet-flew-25-years-ago/ Back to Top Boeing Delivered 4 Jets In July. That's Painfully Low. Boeing released delivery numbers for July on Tuesday evening. The numbers aren't great, but that isn't a surprise. They reflect the deep, painful aviation downturn induced by the Covid-19 viral pandemic. Boeing (ticker: BA) delivered just four jets in July 2020. In July 2019, Boeing delivered 19 jets. In July 2018, Boeing delivered 39 jets, including 12 MAX jets. MAX's problems affected the 2019 figure. The 737 MAX has been grounded worldwide since mid-March 2019 following two deadly crashes inside of five months. Boeing is working on design and training fixes to return the plane to commercial flight, and it believes it can start delivering MAX jets to customers in late summer/early fall. In a normal-non-MAX, non-pandemic-year, Boeing should be delivering roughly 60 to 70 planes a month, based on 2017 and 2018 figures. Deliveries will fluctuate widely from month to month. But, so far in 2020, the commercial aerospace giant has delivered just 74 planes in total. "Deliveries in July took a step lower after signs of improvement in June," wrote RBC analyst Michael Eisen in a Tuesday research report. "Cancellations continue to eat away at the company's backlog. We continue to look for a meaningful order to help spur confidence in the outlook for commercial aircraft demand, but believe it will take the recertification of the MAX to see such an order come in." A big order looks like it's a long way off. Boeing also realized 43 more MAX deferrals and cancellations during the month. Another nine MAX jets were removed from the company's backlog because of accounting rules, but there are still binding contracts for those nine planes. Year to date, Boeing has seen about 900 cancellations. The total company backlog stands at about 5,200 jets. The MAX accounted for all the July cancellations, but it's tough to blame MAX-specific woes on recent order trends. Instead, the entire aerospace industry is suffering through an unprecedented demand decline because of the virus. Air travel in the U.S., since March, is down 78% year over year. https://www.barrons.com/articles/boeing-delivered-4-jets-in-july-thats-painfully-low-51597245037 Back to Top RTCA August Webinar: Spectrum & AI RTCA Free 2-part webinar, Wednesday, 8/19, 1pm ET. Part I - FAA, ASRI, Collins Aerospace and United Airlines discuss: "Spectrum: Generating Change in Aviation". Part II - Tech Talk by Pete Dumont, President and CEO of the Air Traffic Control Association ATCA: "Are We Ready for AI & ML in Aviation?" Register: https://bit.ly/31oOdB6 Back to Top Back to Top Back to Top Back to Top Back to Top TheUSC Aviation Safety & Security ProgramWill Offer Online Classes This Fall The following upcoming courses, including NEW Safety Performance Indicators course, will take place 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 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 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 Course August 24-28, 2020 4.5 Days Tuition: $2650 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 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 Course September 9-11, 2020 2.5 Days Tuition: $1375 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 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 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 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 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 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 Photo Credit: PFC Brendan King, USMC Back to Top Back to Top Swinburne University Capstone Research Projects 2020 - Airline pax preferences Study Airline Passenger Carrier Preference Research Project 2020 The Low-Cost Carrier (LCC) business model has disrupted the aviation industry. It has generated new passenger demand, provided passengers with more choice and created many competitive challenges for the traditional Full-Service Carriers (FSC). As the global airline market continues to change and adapt to new challenges, airline passenger preferences and intent to travel may also change. As part of our undergraduate research project at Swinburne University of Technology we are conducting a survey on passenger preferences regarding the decision to fly between LCC and FSC airlines. This survey asks for your views on various issues associated with airline choice and seeks to better understand passenger risk perceptions and the perceived value offered by each airline model. You will be asked to complete an online questionnaire, which also includes an explanatory statement. The study takes approximately 20 minutes to complete. To access the survey, please go to the following link: https://swinuw.au1.qualtrics.com/jfe/form/SV_3wwfJDvc7chU3Cl Participants who complete the study will be eligible to enter a draw to win an iPad. 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 *** Image from: Uphues, J. (2019). Full service carrier vs. low cost carrier - What's future-proof? Retrieved from https://www.inform-software.com/blog/post/full-service-carrier-vs-low-cost-carrier-whats-future-proof Back to Top 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 SURVEY: GA PILOTS AND PIREPs "Dear GA pilot, Researchers at Purdue University are seeking general aviation (GA) pilots to participate in an online study, partially funded by the Federal Aviation Administration (FAA) NextGen Weather Technology in the Cockpit (WTIC) program. The goal of this study is to evaluate opportunities for speech-based or other "hands-free" technologies that GA pilots might use to submit PIREPs. If you are able and willing to participate, you will be asked to review a set of 6 weather-related flight scenarios and record PIREPs as if you are flying. The study will last approximately 20 minutes and can be completed using a laptop or desktop computer. Participation in this study is completely voluntary. You can withdraw your participation at any time during the study for any reason. If you agree to participate, you will be asked to acknowledge your voluntary participation. Then there are 4 questions about your flight history, 6 weather scenarios, and 4 questions about PIREPs. Responses to the survey will be completely anonymous. We ask that you complete the study in a quiet location free from background noise. You must be at least 18 years of age or older to participate. When you are ready to begin, please click here: https://purdue.ca1.qualtrics.com/jfe/form/SV_6lZhv409DcoV8KF and follow the instructions in Qualtrics. Please feel free to share this link with other pilots you know. Email any questions or concerns to Mayur Deo and Dr. Brandon Pitts at nhance@purdue.edu." Back to Top Graduate Research Survey (1) Stress and Wellbeing for Global Aviation Professionals Dear colleagues, I am inviting you to participate in a research project on wellbeing in the aviation industry during the COVID-19 pandemic. This situation has affected aviation professionals around the world, and this research seeks to identify wellbeing strategies that work across professions, employers, families, and nations. All responses to this survey are anonymous. The findings of this research will inform future work by the USC Aviation Safety and Security Program and the Flight Safety Foundation to improve wellbeing for aviation professionals during and after the COVID-19 pandemic. The survey should take approximately 10 minutes to complete. Please click or copy the link below to access the survey, and please share it with any interested colleagues. https://usc.qualtrics.com/jfe/form/SV_cC2nlWEAazl22TX This research will support a treatise towards a Master of Science in Applied Psychology degree at the University of Southern California's Dornsife College of Letters, Arts, and Sciences. The researcher is also on the staff of the USC Aviation Safety and Security Program. Thank you, and please contact us with any questions, Daniel Scalese - Researcher scalese@usc.edu Michael Nguyen - Faculty Advisor nguyenmv@usc.edu Back to Top Graduate Research Survey (2) Critical Evaluation of the Gaps in SMS Debriefing Tools and Development of Potential Solutions I am inviting you to take part in a study of Feedback within Aviation Safety Management Systems. An airline/organisation Safety Management System (SMS) relies on pilot safety reports (ASAP or ASR) or data (FOQA, FDM) to discover hazards and threats in the operation. In return, the pilots depend on up to date information from the airline's safety department to make sound decisions regarding safety. The safety department can accomplish that by debriefing or giving feedback on the safety reports or data. A literature review of safety report feedback/debrief within Safety Management Systems showed that safety reports are not fully debriefed. This survey aims to gather data regarding pilots' perspective of safety report/safety data debriefing. In addition, the survey also aims to find out the opinions of a potential solution. This study is undertaken as part of a thesis for an Air Safety Management Master of Science degree at City, University of London. https://cityunilondon.eu.qualtrics.com/jfe/form/SV_8eadW14UUZYaurj Bengt Jansson Curt Lewis