Flight Safety Information September 24, 2020 - No. 194 In This Issue Incident: Delta B712 at Houston on Sep 21st 2020, flock of birds NATA, DOT Partner on New Safety Manager Program NTSB: Pilot's actions likely caused Earnhardt plane crash The Nose Needed for This Coronavirus Test Isn't Yours. It's a Dog's FAA And EASA Warn Against A Certain A320neo Engine Treatment FAA Proposes Fine for Airline for Alleged Drug and Alcohol Violations Alaska Airlines Foundation Awards $430,000 in Grants to Inspire Young People Amazon's buying spree for used airplanes makes green pledge harder to keep Airbus marks 5 years of aircraft production at Alabama facility Delta in Talks to Defer 40 Airbus Jet Deliveries Beyond 2020 Switzerland Hasn't Gone to War in 200 Years. Why Does It Need New Fighter Jets? Airbus looks to the future with hydrogen planes NASA admin warns ISS space junk problem is getting worse after 3 near collisions NTSB - Essentials of Managing Communications During an Aircraft Accident or Incident Course FAA IASA, ICAO USOAP, EASA Audits Graduate Research Survey Accident: Azur B763 at Moscow on Sep 22nd 2020, tail strike on landing An Azur Air Boeing 767-300, registration VQ-BEN performing flight ZF-8782 from Antalya (Turkey) to Moscow Vnukovo (Russia) with 336 passengers and 10 crew, landed on Vnukovo's runway 19 but struck its tail onto the runway surface. The aircraft rolled out without further incident and taxied to the apron. The occurrence aircraft is still on the ground at Vnukovo Airport about 31 hours after landing. On Sep 23rd 2020 Rosaviatsia reported the captain felt windshear on final approach which led to an increased pitch angle at the time of touch down. A post flight inspection revealed damage to the belly of the aft fuselage. A runway inspection revealed contact traces of paint and metal over a distance of 101 meters. The damage to the aircraft is being assessed. VQ-BEN is configured in a one class (all economy) setup featuring 336 seats. http://avherald.com/h?article=4dcfc94c&opt=0 Back to Top NATA, DOT Partner on New Safety Manager Program NATA, in cooperation with the U.S. Department of Transportation's (DOT) Safety Institute (TSI) has launched a new Air Transport Safety Manager program, bringing together industry safety experts to develop qualified and certified air transport safety managers. Open to all aviation service providers such as charter operators, MROs, FBOs, corporate flight departments, and governmental agencies with aviation operations, the program will focus on how to design, implement, and maintain a verifiable safety management system. Topics will include fundamentals of safety program management, safety risk management, safety assurance, promoting safety, safety culture/safety policy requirements, quantum safety metrics, and the use of current FAA system tools. The initial course will be held from November 16 to 20 at the DOT Transportation Safety Institute in Oklahoma City. Dates of future sessions will be announced later. "The future of aviation safety hinges on collaboration and the exchange of best practices and data," said NATA senior v-p Ryan Waguespack, adding the organization appreciates its relationship with the DOT in the establishment of this first of its kind course. "This collaboration with TSI allows us to take our mission of empowering aviation business safety to a new level." https://www.ainonline.com/aviation-news/business-aviation/2020-09-23/nata-dot-partner-new-safety-manager-program Back to Top NTSB: Pilot's actions likely caused Earnhardt plane crash A pilot's inability to maintain proper airspeed and the flight crew's decision to continue an unstable approach and landing likely caused the crash of a small plane carrying race car driver Dale Earnhardt Jr. and his family in 2019, according to a National Transportation Safety Board report released Wednesday. The NTSB's final accident report points to actions by the pilot and co-pilot in the Aug. 15, 2019 plane crash at an airport in Elizabethton, Tennessee. Earnhardt was with wife Amy, 15-month-old daughter Isla and two pilots when their Cessna Citation Latitude crashed and caught fire. The NTSB said the three passengers suffered minor injuries. NTSB investigators said part of the landing gear collapsed and a section of the right wing hit the runway as the plane bounced twice before touching down a third time with about 1,000 feet (300 meters) of paved surface remaining. The plane went through a chain-link fence before coming to rest on the edge of Tennessee Highway 91. Unable to escape through an emergency exit door above the wing, Earnhardt and his family managed to get out through the main cabin door as the plane caught fire, according to witness statements. Pilot Richard Pope told the NTSB that he was carrying extra speed on the approach to the runway because the plane ''slows down so easy,'' according to a summary of the pilots' statements to the NTSB. Pope said the initial touchdown was ''pretty hard'' and the aircraft came off the runway. The flight crew reported that thrust reversers, which help an airplane decelerate during landing, were applied after the first touchdown. Co-pilot Jeffrey Melton said that after thrust was increased, ''the power never comes,'' the NTSB said in a previous report. Power was then pulled to idle, and the thrust reversers were again applied as the airplane touched down for the third time, the NTSB said. In Wednesday's final report, the NTSB said the pilot's continuation of the unstable approach for landing and the decision not to initiate a ''go-around'' before the first touchdown ''resulted in a bounced landing, a loss of airplane control, a landing gear collapse, and a runway excursion.'' A ''go-around'' takes place when a pilot chooses to pull out of a landing approach and gains altitude before attemping another landing. ''Contributing to the accident was the pilot's failure to deploy the speedbrakes during the initial touchdown, which may have prevented the runway excursion,'' the report said. The report listed the pilot's inability to attain or maintain airspeed and the descent rate, plus the decision-making of the pilot, as probable causes of the crash. Earnhardt retired from full-time racing following the 2017 season and is now working as a NASCAR analyst for NBC Sports, though he has raced since the plane crash. https://www.yahoo.com/sports/ntsb-pilots-actions-likely-caused-earnhardt-plane-crash-222808727--spt.html Back to Top The Nose Needed for This Coronavirus Test Isn't Yours. It's a Dog's. Several animals now working on a trial at Helsinki's airport have been trained to detect the virus by scent on arriving passengers. Travelers arriving at Helsinki's airport are being offered a voluntary coronavirus test that takes 10 seconds with no uncomfortable nasal swab needed. And the test is done by a dog. A couple of coronavirus-sniffing canines began work at the Finnish airport on Wednesday as part of a pilot program that aims to detect infections using the sweat collected on wipes from arriving passengers. Over the past months, international airports have brought in various methods to detect the virus in travelers, including saliva screenings, temperature checks and nasal swabs. But researchers in Finland say that using dogs could prove cheaper, faster and more effective. After passengers arriving from abroad have collected their luggage, they are invited to wipe their necks to collect sweat samples and leave the wipes in a box. Behind a wall, a dog trainer puts the box beside cans containing different scents, and a dog gets to work. The dogs can detect a coronavirus-infected patient in 10 seconds, and the entire process takes a minute to complete, researchers say. If the dog signals a positive result, the passenger is directed to the airport's health center for a free virus test. Why dogs? Dogs have a particularly sharp sense of smell and have long been used in airports to sniff out bombs, drugs and other contraband in luggage. They have also been able to detect illnesses such as cancer and malaria. So in the middle of a pandemic, training dogs to detect Covid-19 became an obvious choice, said Anna Hielm-Bjorkman, a researcher at the University of Helsinki who is monitoring the trial. And they seem to be doing the job, she said. In the first stage of the trial, the dogs could sniff out the virus in a person who is asymptomatic, or before the symptoms appear. They detected it at an earlier stage than a PCR test, the most widely used diagnostic tool for the new coronavirus. In July, researchers at the University of Veterinary Medicine Hannover in Germany also found that with a week of training, dogs were able to distinguish saliva samples of people infected with the coronavirus from noninfected samples with a 94 percent success rate. Dogs seem to not be easily infected with the coronavirus, although they appear to have been in a few instances. Other animals like cats appear to be much more susceptible. There is no evidence that dogs develop any symptoms or that they can pass the virus on to people or other animals. The sniffer dogs, who are trained to recognize the virus's scent, detect it by smelling urine or sweat samples, according to the University of Helsinki's veterinary faculty. Ms. Hielm-Bjorkman said she and her team had trained the dogs by making a specific sound as soon as the dogs indicate a positive sample - "and yes, a treat, too," she said. When the dogs smell a negative sample, nothing happens, and they move on to the next. Wise Nose, a Finnish organization that specializes in scent detection, partnered with the faculty to train 16 dogs, four of which are starting work at the airport this week. Six are still in training, and the others were unable to work in a noisy environment. "All dogs can be trained to smell the coronavirus, but they are individuals and not all of them can work in an airport," said Virpi Perala, a representative of Evidensia, a network of hospitals and veterinary clinics that funded the trial's first stage. Does this mean the coronavirus has a scent? This is what researchers believe. But what exactly the dogs detect when they sniff out the virus is the million-dollar question, Ms. Hielm-Bjorkman said. "We know how dogs detect it - by smell - but we have no clue what they detect yet," she said. "If we find this out, we can train thousands of dogs across the world." Scientists in the United States are investigating whether an infected person secretes a chemical that dogs can smell. And a French study published in June found "very high evidence" that the odor of an infected person's sweat was different in a way that dogs could sense. Could this become a thing? The pilot program in Finland is the first to be used at an airport. Susanna Paavilainen, the managing director of Wise Nose, said she aimed to have 10 dogs working at the airport by the end of November, and Ms. Hielm-Bjorkman of the University of Helsinki said she would collect data until the end of the year. More such programs could also be on the way. In recent months, trials conducted in Britain, France, Germany and the United States have assessed how dogs could detect the coronavirus. In Finland, researchers say that if the pilot programs prove effective, dogs could be used in retirement homes to screen residents or in hospitals to avoid unnecessary quarantines for health care professionals. But scaling up such programs could be tricky: Dogs need to be trained and then assisted by their trainers once they can work outside laboratories. At the Helsinki airport, two dogs worked simultaneously on Wednesday while two others rested. Ms. Hielm-Bjorkman acknowledged that the resources were modest - at least for now. The program will try to assess how long dogs can work in a day and whether the same animals can be used to detect substances like drugs. Ms. Perala, of the Evidensia network, said that Finland would need 700 to 1,000 coronavirus-sniffing dogs to cover schools, malls and retirement homes, but that more trained animals - and trainers - would be required for even broader coverage. "We could keep our country open if we had enough dogs," she said. https://www.nytimes.com/2020/09/23/world/europe/finland-dogs-airport-coronavirus.html Back to Top FAA And EASA Warn Against A Certain A320neo Engine Treatment A preservative used in jet fuel is in the spotlight following an airworthiness directive issued by both the European Union Aviation Safety Agency and the Federal Aviation Administration. The preservative could cause engine performance to reduce, possibly reducing control of the aircraft. • Popular fuel preservative no longer used by airlines Airlines use a popular preservative called KATHON FP 1.5 biocide to counter microbial contamination and other operational problems in refined fuel. But according to both EASA and the FAA, it is potentially unsafe. Particular Airbus A319, A320, and A321 models use the KATHON FP 1.5 biocide . The airworthiness directive targets aircraft from the A320 family. Airlines will no longer be able to operate flights using fuel mixed with KATHON FP 1.5 biocide. The directives also require flushing and cleaning of fuel systems of affected planes. "This AD prohibits aeroplane flight operation with fuel mixed with KATHON FP 1.5 biocide and requires KATHON removal, as defined in this AD, from aeroplanes which have been previously operated or stored with fuel mixed with KATHON FP 1.5 biocide," states the EASA airworthiness directive. EASA took the lead on this matter, issuing their directive on August 5. The FAA followed in EASA's footsteps, issuing their airworthiness directive on Monday. "This AD was prompted by a report indicating that Kathon FP 1.5 biocide added to fuel and running through an airplane's engines can lead to engine performance degradation," says the FAA directive. The FAA directive targets all Airbus SAS Model A319-151N and -153N; A320-251N, -252N, and -253N; and A321-251N, -252N, -253N, -251NX, -252NX, and -253NX aircraft. According to the FAA, 163 aircraft across the United States are impacted. The FAA estimates it will cost just over US$2000 per plane to clean out the fuel systems and take about 24 man-hours. The safety regulators acknowledge that preservatives play an important role in reducing the threat of fuel contamination. Waterborne micro-organisms can collect in fuel tanks, feeding off hydrocarbons in the fuel. Preservatives such as KATHON FP 1.5 biocide deal with this. But EASA, in particular, has long had KATHON FP 1.5 biocide in its sights. They say there have been several incidents involving "adverse engine effects" after using the preservative. Concerns at Airbus and some previous incidents caused the manufacturer, DuPont, to get on the front foot earlier this year and tell airlines not to use the product. Until then, KATHON FP 1.5 biocide was one of the most popular fuel preservatives on the market. In July, the FAA issued another airworthiness directive. This directive banned the use of KATHON FP 1.5 biocide across Boeing's 737 MAX aircraft. While the MAX fleet remains grounded for other reasons, the directive impacts almost all MAX aircraft delivered across the United States so far. It is another MAX related headache for beleaguered MAX owners and Boeing itself. In March, Australia's aviation safety regulator issued an airworthiness notice suspending the use of Kathon biocide for treating micro-biological growth in aviation fuel. That came after an Australian registered Dreamliner was involved in an inflight incident that; "Indicates that either an over-dosing maintenance error occurred during a fuel system biocide treatment procedure or that the GEnx engine's fuel system's sensitivity to the biocide may have significantly compromised normal operation of both engines." While the use of KATHON FP 1.5 biocide across the airline industry may at an end, never fear for DuPont. Their fuel preservative remains popular and approved for use across shipping, resources, and rail industries. https://simpleflying.com/faa-easa-a320neo-engine-treatment/ Back to Top FAA Proposes Fine for Airline for Alleged Drug and Alcohol Violations The U.S. Department of Transportation's Federal Aviation Administration (FAA) is proposing a $95,000 civil penalty against Western Global Airlines of Estero, Fla., for alleged drug and alcohol testing violations. Western Global records show a company employee refused to undergo a random drug test. The company removed him from his safety-sensitive duties, had him evaluated by a substance abuse professional, and then returned him to duty. The directive from the substance abuse professional was to conduct monthly follow-up tests on the employee for drug and alcohol use, amounting to 12 drug tests and 12 alcohol tests, beginning in the month the employee returned to duty. However, during the 11 months after the employee returned to work, Western Global only conducted three drug tests and three alcohol tests, the FAA alleges. Without carrying out the required follow-up testing, FAA says Western Global allowed the employee to perform safety-sensitive work in connection with scheduled air-carrier operations. Western Global Aviation has been in communication with the FAA about the case. https://www.hstoday.us/subject-matter-areas/airport-aviation-security/faa-proposes-fine-for-airline-for-alleged-drug-and-alcohol-violations/ Back to Top Alaska Airlines Foundation Awards $430,000 in Grants to Inspire Young People The nonprofit Alaska Airlines Foundation has awarded $430,000 in LIFT grants to 41 nonprofits in Alaska, California, Hawaii, Oregon and Washington. With this latest round of grants, the foundation has donated $750,000 this year to organizations in communities served by Alaska Airlines. Called by the heightened level of need during COVID-19, this is the largest cash distribution since the inception of the foundation. As an independent 501(c)(3) nonprofit organization, the Alaska Airlines Foundation has supported nonprofits and communities for more than 20 years. "Our first round of grants focused on immediate needs in communities as the COVID-19 pandemic unfolded, such as food security and safe shelter. But the impacts of the pandemic are widespread, and our core mission - supporting those working to address racial and educational equity by equipping, empowering, and inspiring young people - has never been more relevant," said Diana Birkett Rakow, Foundation chair and vice president of external relations at Alaska Airlines. The Alaska Airlines Foundation is focused on programs and initiatives that connect young people to career opportunities and bring an equity lens, to focus and learn from communities. "We're proud to support these nonprofits with LIFT grants, grateful to continue learning from their critical work and fortunate to have been able to increase the Foundation's giving during a time of challenge and crisis at multiple levels across our communities," said Birkett Rakow. Cash grants were made to the following 41 organizations: Washington: AtWork Big Brothers Big Sisters of Puget Sound CHOICES Education Group College Possible Communities in Schools of Washington State Juma Ventures Rainier Scholars Somali Community Services of Seattle Southwest Youth & Family Services Techbridge Girls Technology Access Foundation Treehouse Northwest African American Museum Northwest Education Access United Way of King County Urban League of Metropolitan Seattle Washington Alliance for Better Schools Washington FIRST Robotics The Washington STEM Center Year Up, Inc. Young Men's Christian Association Alaska: Alaska Development Corporation - FIRST Covenant House Alaska EXCEL Alaska, Inc. Junior Achievement of Alaska, Inc. Volunteers of America of Alaska California: African American Community Services Agency Dev/Mission Hispanic Foundation of Silicon Valley Junior Achievement of San Diego County Mission Bit NatureBridge Spanish Speaking Unity Council of Alameda County Hawaii: Adult Friends of Youth ClimbHI Girl Scouts of Hawaii Nalukai Foundation, Inc. Oregon: College Possible New Avenues for Youth Junior Achievement of Oregon & SW Washington New Avenues for Youth Portland Workforce Alliance https://www.aviationpros.com/airlines/press-release/21155412/alaska-airlines-alaska-airlines-foundation-awards-430000-in-grants-to-inspire-young-people Back to Top Amazon's buying spree for used airplanes makes green pledge harder to keep While flight shaming and the coronavirus pandemic have spurred airlines to hasten the retirement of their oldest, fuel-guzzling aircraft, those planes don't all end up in boneyards in the desert. Many find a second life in the fleets of Amazon.com Inc. and other cargo carriers. Amazon has been among the biggest lessors of converted Boeing Co. 767s in the last five years as demand for online shopping has soared-more so since Covid-19 struck. A limited choice of converted planes and efforts to cap costs have left the online retailer with some of the freight sector's oldest aircraft, many of them older than the company itself. In June, Amazon said it was expanding its 70-strong fleet by leasing 12 converted Boeing 767-300 passenger jets, including a 29-year-old model it took delivery of in May. For haulers like Amazon Air, FedEx Corp. and United Parcel Service Inc., increased demand means more of these aging planes in the air and, hence, higher emissions, making it harder to shrink their carbon footprint and meet climate pledges. "There's certainly a trade-off between the environment and economics when it comes to freighters," said Andreas Schafer, a professor of energy and transport at the UCL Energy Institute in London and an authority on aircraft carbon dioxide emissions. "While there's a sound economic case for using older aircraft for freight, it may not be a great case for the environment." Amazon, which has pledged to make 50% of its shipments net zero carbon by 2030, operated 38% more flights in the U.S. in the first half of 2020, compared with the same period last year, according to Luxembourg-based Cargo Facts Consulting. Emissions from its jets rose 35% in 2019 as it shipped 1.9 billion pounds of cargo on 40,163 flights, the consulting firm estimates. Amazon declined to comment on the numbers, saying that for the company as a whole, carbon emissions rose 15% last year. The commercial aviation industry's piece of CO2 emissions from fossil fuels - predominantly from passenger airlines - jumped 32% in the five years to 2018 to 918 million metric tons, according to the International Council on Clean Transportation in Washington, D.C. It accounted for 2.4% of such outflows. Under a business-as-usual scenario, the industry could account for as much as 27% of the global carbon budget by 2050, according to a 2016 CarbonBrief report. Emissions data on the impact of air cargo carriers on the environment is patchy. But airlines say their newer generation jets are 20% more fuel efficient than the models they're phasing out, some of which end up in the fleets of haulers. Still, the economic case for buying older aircraft remains compelling. A 20-year-old 737-800 converted freighter costs between $21 million and $23 million, according to London-based consultant IBA Group. That compares with over $100 million for a new Boeing 737-800 at the 2019 list price. A 16-year-old wide-body 767 is about a third of the price of a brand new one, though that factor narrows after discounts. "It really is about the economics," said Richard Aboulafia, an aerospace analyst at Teal Group. "The utilization of cargo planes is much lower than passenger jets, so the ratios of capital costs to fuel costs are very different for freight. I can't see anyone buying a new plane when feedstock is getting cheaper." Freighters fly significantly fewer hours a day relative to commercial airlines. Aircraft converters like Israel Aerospace Industries Ltd. say they've seen a spike in inquiries for conversions after the pandemic grounded a large chunk of cargo that traveled in the belly of passenger jets. Yet none are for newer-generation jets. The average age of Lufthansa AG's cargo fleet is about 11 years. UPS averages about 20 years and FedEx about 23 years. In comparison, Amazon currently operates 68 jets in the U.S. with an average age of just over 26 years, according to IBA. That's about as long as the company's been around. Its oldest plane is 37 years old. "The pressure passenger airlines are experiencing with respect to their environmental impact will carry over to the cargo airlines at some point," says Brandon Graver, a researcher at the ICCT's aviation program. But that may be some ways away. Newer-generation aircraft are not yet being converted for freight. Aircraft tend to be switched over after about two rotations of passenger service, or about 18-20 years, according to Rafi Matalon, EVP Marketing of IAI's Aviation Group. Even as airlines scale back fleets to prepare for a much slower return to pre-pandemic demand levels, only the oldest jets with some life left in them will be converted since the process is irreversible, he said. "I don't see a 787 being converted for the next 10 years at least," Matalon said, referring to the Boeing 787 Dreamliner, which the planemaker claims uses 20% to 25% less fuel than previous generation jets. In a forecast released before the pandemic upended global aviation, Boeing estimated that air-cargo traffic will more than double by 2037, with the global freighter fleet growing over 70% to 3,260 planes. More than 63% of that demand will be met by older, converted aircraft, according to Boeing. Haulers are seeking ways to be green. Lufthansa's cargo unit plans to dump old aircraft like the three-engine MD-11 for brand new Boeing 777s. FedEx is phasing out 40-year-old MD-10 jets and replacing them with brand new Boeing 777s and also 767s that it says are 30% more fuel-efficient. At UPS, even as soaring next-day delivery demand keeps older jets - some over 30 years old - flying, the company's adding 50 new Boeing 747-8 and 767 jets by 2022. It says its new 747s are 16% more fuel efficient than older iterations of the plane, and offer more cargo capacity. Amazon, whose Chief Executive Officer Jeff Bezos this year unveiled a $10 billion climate initiative called the Bezos Earth Fund, has pledged to be carbon-neutral by 2040. Although the company has unveiled several green initiatives, it currently has no new aircraft in its fleet and none on order. Amazon points out that its recycled 767s are powered by the same engines as new 767s. Earlier this year, Amazon said it had secured up to 6 million gallons of sustainable aviation fuel that could reduce emissions by up to 20%. Still, based on Amazon Air's estimated fuel consumption last year of 176 million gallons, the new fuel may shrink the hauler's carbon footprint by only 0.7%, Cargo Facts calculates. So while the relentless rise in e-commerce boosted Amazon' shares to a record high on Sept. 2, it also puts pressure on the company to work out how its expanding air fleet and higher volumes fit into its green goals. "Air cargo is an important part of Amazon operations, but also a highly carbon-intensive part of the global supply chain," the company said in a blog post in July. Finding ways to cap emissions at Amazon Air "is one of the most important, yet challenging, elements of our work to meet" climate pledges, it said. Many freight companies have signed up to offset carbon. This is ahead of a larger global aviation sector plan, called Corsia, that seeks to stabilize carbon footprints with emissions compensated by projects like tree planting or supporting the substitution of solar cookers for coal-fired stoves. Cargo carriers "need to make the economic decision of whether it's cheaper to invest in a new fuel-efficient fleet or purchase the carbon offsets," ICCT's Graver said. For Amazon, which has already committed to spending more on emissions-free ground delivery vehicles, the decision might be easier than most. "The obvious thing that Amazon could do is buy newer, less-emitting aircraft," Schafer said. "It doesn't seem to have the sort of capital constraints the rest of the industry has, and could easily buy brand new dedicated freighters to show that it's serious about the environment." https://aircargoworld.com/news/equipment/aircraft/amazons-buying-spree-for-used-airplanes-makes-green-pledge-harder-to-keep/ Back to Top Airbus marks 5 years of aircraft production at Alabama facility MOBILE, Alabama - The Airbus manufacturing facility in Alabama has marked a significant milestone - five years of aircraft production in its growing U.S. industrial home. The Airbus manufacturing center in Mobile began producing its first passenger jet - an A321 christened "BluesMobile" and destined for JetBlue - on Sept. 14, 2015. Since then, the Alabama plant has delivered more than 180 A320 family aircraft to eight airline customers. These Alabama-made passenger jets have flown 60 million passengers 500 million miles, according to Airbus. "When we announced our intent to build A320 family aircraft in the United States, and to locate that facility in Mobile, Alabama, we also stated our intent to be a good neighbor, to create jobs and opportunities, and to help strengthen the U.S. aerospace industry," said C. Jeffrey Knittel, president & CEO of Airbus Americas. In September 2020, Airbus marks five years of aircraft production at its only U.S. manufacturing center, located in Mobile, Alabama. (Image: Airbus) "Five years later, we have become a major economic driver in creating an aerospace hub on the Gulf Coast," he added. EXPANDING PRESENCE The Airbus facility at the Mobile Aeroplex at Brookley directly employs more than 1,000 people. Earlier this year, Airbus opened a second assembly line at the complex that produces A220 aircraft. The operation represents an investment of around $1 billion. This month, the company announced that its newly expanded delivery center will be named after one of the company's former leaders, Tom Enders. Enders supported and drove the establishment of an Airbus aircraft production facility in the U.S. during his tenure as CEO of Airbus. "The achievements of the Airbus U.S. Manufacturing team over these past five years are just the beginning," Knittel said. "We are proud to call Mobile our American aircraft manufacturing home, and we look forward to many more years of partnership with the community, our customers and suppliers." In addition to the manufacturing facility, the company operates an Engineering Center at the Brookley complex. It also has a North American military customer services operation supporting U.S. Coast Guard aircraft located near the Mobile Regional Airport. https://www.madeinalabama.com/2020/09/airbus-marks-5-years-of-aircraft-production-at-alabama-facility/ Back to Top Delta in Talks to Defer 40 Airbus Jet Deliveries Beyond 2020 • Company also seeks $750 million from new sale-leaseback deal • Airline's CEO has vowed to save cash on aircraft purchases Delta Air Lines Inc. is in talks with Airbus SE to delay at least 40 aircraft deliveries set for this year, as the carrier grapples with a travel market stricken by the coronavirus pandemic, said people familiar with the matter. At the same time, Delta plans to bolster its cash stockpile by raising $750 million from a sale-leaseback deal for nine of the remaining Airbus jetliners scheduled to be handed over, said the people, who asked not to be named because the discussions are private. The two transactions aren't linked, meaning one could get done without the other, they said. The financing involves five Airbus A321 planes, two A350 aircraft and two A330neo jets, the people said. Both deals follow through on Delta Chief Executive Officer Ed Bastian's July pledge to tamp down capital expenditures on aircraft at least through the end of this year as the company works to stem losses from the collapse in demand for flights. The belt-tightening measures by one of the world's best-capitalized airlines underscores the pressure on Airbus and its U.S. rival, Boeing Co. Both manufacturers have been working furiously to preserve orders at a time when airlines have little need for new aircraft and undelivered jetliners are stacking up outside their factories. 'Intensive Contact' "We're in intensive contact with customers, and Delta is no exception," said Airbus spokesman Stefan Schaffrath. "Agreements remain confidential." Delta declined to comment. The Atlanta-based airline has vowed to reduce capital spending by $3.5 billion this year, in part by working with plane and engine manufacturers to "optimize the timing of our future aircraft deliveries," according to a Delta filing in July. A breakdown of the jets likely to be deferred wasn't immediately available. As of June 30, Delta held $14.2 billion in commitments for aircraft purchases, including $2.35 billion in the second half of this year. The filing didn't provide the number of jets to be handed over during the last six months of 2020. Almost all of Delta's outstanding orders are for Airbus planes, and the scheduled deliveries for all years includes 100 of Airbus' A321neo, 27 of the A321, 32 of the A330neo and 22 of the A350 jetliners. Most of the airplanes on order are due to be added to the carrier's fleet through 2022. U.S. airlines are slashing spending and parking some jets as domestic passenger totals languish at about a third of last year's levels. With the coronavirus pandemic also slamming demand for international travel, carriers have fortified their cash stockpiles as well. Delta borrowed $9 billion against its SkyMiles loyalty program in a deal announced last week. The airline, which had close to $16 billion in cash at the end of June, is burning through about $750 million a month, Chief Financial Officer Paul Jacobson said on Sept. 17. Delivery Dilemma The squeeze on cash has thrown airlines into intense negotiations with Toulouse, France-based Airbus and Chicago-based Boeing over whether and when to take delivery on new jetliners that were ordered before the pandemic hit. Both planemakers have slashed jobs and production rates, though some analysts have said they'll need to scale back further. Sale-leasebacks and other financing tools have helped bridge the gap in some instances, allowing carriers to reap cash upfront from lessors, often in exchange for higher monthly rent payments. To date, Airbus has managed to largely avoid order cancellations by postponing handovers or allowing customers to switch to jets that better suit their post-pandemic needs. CEO Guillaume Faury said in July that almost no customers were taking deliveries as expected six months ago, and that the manufacturer was turning to promissory notes or advance payments in some cases to ensure airlines remained committed. Airbus' own outlook is worsening, with Faury stepping up warnings this week that the company may have to make forced job cuts as it targets the elimination of 15,000 positions. https://www.bloomberg.com/news/articles/2020-09-23/delta-in-talks-to-defer-40-airbus-jet-deliveries-past-year-end Back to Top Switzerland Hasn't Gone to War in 200 Years. Why Does It Need New Fighter Jets? • Swiss voters are about to decide the fate of their neutral country's fighters. • Swiss voters will soon decide if their country will replace its fleet of F/A-18 Hornets fighters. • A neutral country surrounded by friends, Switzerland faces no obvious security threats. • Many Swiss citizens believe new fighter jets would be simply a waste of money. The people of Switzerland will vote later this month on the future of their country's fleet of fighter jets. The Swiss Air Force would like to replace its aging F/A-18 Hornet fighters, but opponents cite the fact that Switzerland has enjoyed two centuries of peace and is surrounded by friendly countries, making new jets an unnecessary purchase. The country will vote on the issue on September 27. The Swiss Air Force operates a total of 34 single-seat F/A-18C and two-seat F/A-18D Hornet fighters. The jets, acquired in the 1990s, will age out by 2030. The Air Force wants to buy new fighters, with candidates including the Airbus Eurofighter, French Rafale, F/A-18 Super Hornet, and F-35A Joint Strike Fighter. Switzerland plans to spend $6.6 billion on new airplanes, acquiring the first in 2025 and enough to retire all of the Hornets by 2030. This content is imported from YouTube. You may be able to find the same content in another format, or you may be able to find more information, at their web site. Not everyone thinks the new jets are necessary. Reuters quotes a member of Switzerland's parliament: "Who is our enemy? Who is attacking a small, neutral country-surrounded by NATO? It's really absurd." Switzerland is neighbors with friendly countries, including Germany, France, Italy, and Austria, all of which have fleets of fighter jets on their own. The country's closest conceivable adversary, Russia, is roughly 1,000 miles away. This content is imported from {embed-name}. You may be able to find the same content in another format, or you may be able to find more information, at their web site. Switzerland hasn't fought a war since before the invention of the airplane. The country has been neutral since 1648, sitting out World War I, World War II, and the Cold War. The Swiss enforced that neutrality by establishing a military capable of making any invader pay a steep price. Mountain fortresses, a formidable army that would balloon in wartime, and a small, but powerful fleet of fighter planes made invading the alpine country a risky proposition. Switzerland was the only neighbor Nazi Germany left unconquered. During the Cold War, it was conceivable that Soviet and Warsaw Pact armies might overrun neighboring Austria and push on through Switzerland. Today, Switzerland is at least three countries away from the nearest potentially hostile power, Russia. Almost all of those countries are either members of NATO or consider Russia an enemy. Switzerland is about as well-insulated and secure from geopolitical struggles as possible. This isn't the first time Switzerland has voted on the fate of fighter planes. In 2014, voters rejected an effort to replace the Hornets with Swiss-made Gripen multi-role fighters. And Switzerland wouldn't be the first wealthy western country to walk away from armed jets, either: In 2001, New Zealand scrapped its fleet of A-4 Skyhawk attack jets. Fighter jets are expensive, and even rich Switzerland doesn't keep planes on alert 24/7. In 2014, critics ridiculed the Swiss Air Force after fighters from neighboring France and Italy escorted a hijacked Ethiopian Airlines plane to safety at Geneva international airport. The Swiss Air Force, it turned out, only worked normal business hours on weekdays and was closed on weekends. Reuters reports Switzerland has an agreement with nearby air forces to allow them to enter Swiss airspace during emergencies. Forgoing fighter jets would save Switzerland a lot of money; the F-35A costs approximately $80 million up front and another $45,000 an hour to fly over the lifetime of the aircraft. Still, not having fighters for emergencies will erode the country's national sovereignty, and it's hard to see how a country that relies on neighbors to police its airspace can be truly neutral. https://www.popularmechanics.com/military/aviation/a34112191/swiss-fighter-jets/ Back to Top Airbus looks to the future with hydrogen planes Aerospace giant Airbus has unveiled plans for what it hailed as the first commercial zero-emission aircraft. The company said its hydrogen-fuelled passenger planes could be in service by 2035. Airbus chief executive Guillaume Faury said the three ZEROe concept designs marked "a historic moment for the commercial aviation sector". The use of hydrogen had "the potential to significantly reduce aviation's climate impact", he added. The concept of emissions-free aviation relies heavily on finding ways to produce large quantities of hydrogen from renewable or low-carbon sources. Most large-scale production at the moment relies on fossil fuels, particularly methane, and is not considered to be low-carbon. Analysts point out that it is not the first time that hydrogen has been touted as the saviour of modern air travel.. Its use in aviation goes back to the days of airships in the early 20th Century, but the Hindenburg disaster in 1937 brought that era to an end. More recently, from 2000 to 2002, Airbus was involved in the EU-funded Cryoplane project, which studied the feasibility of a liquid hydrogen-fuelled aircraft. After that, the idea fell out of favour again - until now. 'Decisive action' Unveiling its latest blueprints, Airbus said its turbofan design could carry up to 200 passengers more than 2,000 miles, while a turboprop concept would have a 50% lower capacity and range. A third, "blended-wing body" aircraft was the most eye-catching of the three designs. All three planes would be powered by gas-turbine engines modified to burn liquid hydrogen, and through hydrogen fuel cells to create electrical power. However, Airbus admitted that for the idea to work, airports would have to invest large sums of money in refuelling infrastructure. "The transition to hydrogen, as the primary power source for these concept planes, will require decisive action from the entire aviation ecosystem," said Mr Faury. "Together with the support from government and industrial partners, we can rise up to this challenge to scale up renewable energy and hydrogen for the sustainable future of the aviation industry." The new Airbus designs are the fruit of a joint research project that Airbus launched with EasyJet last year to consider hybrid and electric aircraft. The airline's chief executive, Johan Lundgren, said: "EasyJet remains absolutely committed to more sustainable flying and we know that technology is where the answer lies for the industry." https://www.yahoo.com/news/airbus-looks-future-hydrogen-planes-183950707.html Back to Top NASA admin warns ISS space junk problem is getting worse after 3 near collisions (CNN)The International Space Station (ISS) narrowly avoided a collision with space debris for the third time this year. The ISS used the thrusters of a cargo ship that was docked to the station along with NASA and Russian flight controllers working in tandem in order to avoid colliding with an unknown piece of debris, NASA said. The debris was expected to come within a mile of the station on Tuesday at approximately 6:21 p.m. ET, according to NASA. There have been three "high concern potential conjunctions" with space debris in the last two weeks alone, and the ISS has had to maneuver three times to avoid debris this year, NASA said. Low Earth orbit is an orbital space junk yard, according to NASA. There are millions of pieces of matter flying around, and it ranges from pieces of space craft to parts of rockets and satellites that are out of commission. The three Expedition 63 crew members aboard the ISS were directed to the Russian segment of the station as "part of the safe haven procedure out of an abundance of caution," NASA said. On February 11, President Trump released a budget proposal that included a $15 million request for the Office of Space Commerce to be able to "respond to current and future National Space Policy Directives." One of the goals of the Department of Commerce strategic plan is to make "improvements to visualization and modeling of objects (including debris) within the space environment." No crew were harmed, and the US and Russian segments of the station were able to resume regular activities once the maneuver was completed, NASA said. https://www.cnn.com/2020/09/23/us/nasa-iss-space-debris-scn-trnd/index.html Back to Top NTSB - Essentials of Managing Communications During an Aircraft Accident or Incident Course Title Essentials of Managing Communications During an Aircraft Accident or Incident Co-sponsor Airports Council International - North America (ACI-NA) Description The course will teach participants what to expect in the days immediately following an aviation accident or incident and how they can prepare for their role with the media. It is a condensed virtual version of Managing Communications During an Aircraft Accident or Incident course (PA302). ID Code MR304 Dates and Tuition October 22-23, 2020 $750 early registration, by September 21, 2020 $850 late registration, between September 22 and October 17, 2020 We are no longer accepting offline payments. Note: payment must be made at time of registration. Times Day 1: 12:00pm - 4:00pm ET Day 2: 12:00pm - 3:30pm ET Location Virtual Status OPEN. Applications are now being accepted. Apply to Attend Click here to register CEUs 1.3 Overview • How the National Transportation Safety Board organizes an accident site and what can be expected in the days after an aviation disaster from the NTSB, FAA, other federal agencies, airline, airport, media and local community • Strategies for airline and airport staff to proactively manage the communication process throughout the on-scene phase of the investigation • How the NTSB media relations specialists coordinate press conferences and release of accident information and what information the spokespersons from the airport and airline will be responsible to provide to the media • Making provisions for and communicating with family members of those involved in the accident • Questions and requests likely encountered from the airlines, airport staff, family members, disaster relief agencies, local officials and others Performance Results Upon completion of this course the participant will be able to: • Be better prepared to respond to a major aviation disaster involving a flight departing from or destined for participant's airport • Demonstrate greater confidence in fielding on-scene questions about the many aspects of the investigation and its participants, including what types of specific information may be requested • Identify the appropriate communications roles for the various organizations involved in an accident investigation • Be more productive in the first few hours after an aviation disaster by understanding which tasks are most important and why • Perform job responsibilities more professionally and with greater confidence given the knowledge and tools to manage the airport communications aspect of a major aviation disaster Who May Attend This course is targeted to who, in the event of an aviation disaster, will need to provide a steady flow of accurate information to media outlets and/or other airport, federal or local authorities. • Communications professionals representing airports, airlines, business aviation operators and others in the aviation community • Potential participants in an NTSB investigation: Investigative and safety personnel employed by airframe, engine or component manufacturers, airlines, civilian and military agencies, and related labor unions • Investigators from the NTSB and other accident investigation authorities/commissions worldwide • Members of the academic community attending for research purposes (on a space-available basis) Accommodations Area hotels and restaurants Airports Washington Dulles International (IAD): 10 miles Washington Ronald Reagan National (DCA): 30 miles Baltimore/Washington International (BWI): 60 miles More Information Email StudentServices@ntsb.gov or call (571) 223-3939 Back to Top International Aviation Call Us: +1(516) 859-1404 Safety Solutions Visit our Website When You Need Help Now! International Aviation Safety Solutions Contact Us www.iassllc.com jastre@IASSLLC.com Graduate Research Survey 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 Curt Lewis