Flight Safety Information [October 26, 2020] [No. 216] In This Issue : Incident: Jota RJ85 near London on Oct 23rd 2020, brakes problem : ProSafeT - SMS, Quality & Audit Management Software : WYVERN - JOIN OUR ONLINE AVIATION SAFETY COURSES : Incident: EAT Leipzig A306 at London on Oct 24th 2020, smoke in cockpit : Incident: JAC AT42 at Kikaiga Shima on Oct 23rd 2020, prop strike on landing : Accident: Envoy E145 at Freeport on Oct 24th 2020, runway excursion : DHC-8-402Q Dash 8 - Hard Landing (Japan) : Metro Airport Delta flight to Las Vegas delayed after passenger refuses to wear mask : Narita International Airport near Tokyo to offer quick coronavirus tests : Qatar airport accused of invasive passenger strip-search as it sought mother of newborn baby found in toilet : Aircraft air quality and transport’s virus-risk in focus : Honeywell sees behaviour shift among Asia-Pacific airlines : Jet Linx Completes Its Second Annual Private Aviation Safety Symposium : FAA presses on anti-UAS testing : Neste and All Nippon Airways collaborate on first supply of Sustainable Aviation Fuel in Asia : US Airlines Await Critical Aid Deal : Hydrogen fuel could revolutionize airlines. Here’s how that could look : ANA to cut 3,500 jobs and reduce small planes amid coronavirus woes : Gulfstream Introduces Another G700 Test Aircraft : American Airlines plans customer tours of Boeing 737 Max and pilot calls to boost confidence in jets : Venture Capitalist and Entrepreneur Ari Stiegler Announces New Investments in Space Technology : Impact of COVID-19 on Aviation & Fatigue Survey (Round 1) : PIREP SURVEY Incident: Jota RJ85 near London on Oct 23rd 2020, brakes problem A Jota Aviation Avro RJ-85, registration G-JOTR performing flight ENZ-278 from Manchester,EN to London City,EN (UK) with the soccer team of Manchester City on board, was on approach to London when the crew decided to divert to London Stansted due to a problem with the anti-skid system of the aircraft brakes, which required a longer runway than London City's runway. The aircraft landed safey on Stansted's runway 22. The aircraft remained on the ground for about 22 hours, then departed for Manchester as flight ENZ-279. Manchester City was to play at London's West Ham United, the match ended 1-1. http://avherald.com/h?article=4de500de&opt=0 For more information, contact WYVERN at Info@wyvernltd.com www.WYVERNltd.com Incident: EAT Leipzig A306 at London on Oct 24th 2020, smoke in cockpit An EAT Leipzig Airbus A300-600 freighter on behalf of DHL, registration D-AEAT performing flight QY-6757 from London Heathrow,EN (UK) to Milan Malpensa (Italy), was climbing out of Heathrow's runway 27L when the crew declared Mayday, Mayday reporting smoke in the cockpit and stopped the climb at 5000 feet MSL. The crew subsequently donned their oxygen masks. The aircraft returned to Heathrow for a safe landing on runway 27L about 15 minutes after departure and vacated the runway. The aircraft remained on the ground for about 18.5 hours before returning to service. http://avherald.com/h?article=4de52d0c&opt=0 Incident: Azul E195 enroute on Oct 19th 2020, wing anti ice leak An Azul Linhas Aereas Embraer ERJ-195, registration PR-AXA performing flight AD-4071 from Vitoria,ES to Rio de Janeiro Santos Dumont,RJ (Brazil) with 105 passengers and 5 crew, was enroute at FL240 when the crew received an indication "ANTI ICING - WING 1 LEAK". The crew worked the related checklists and decided to divert to Rio de Janeiro's Galeao International Airport, where the aircraft landed safely. Brazil's CENIPA rated the occurrence an incident and did not open an investigation. http://avherald.com/h?article=4de3005f&opt=0 Incident: JAC AT42 at Kikaiga Shima on Oct 23rd 2020, prop strike on landing A JAC Japan Air Commuter Avions de Transport Regional ATR-42-600, registration JA07JC performing flight 3X-3785 from Kagoshima to Kikaiga Shima (Japan) with 11 people on board, landed on Kikaiga Shima's runway 07 at 14:38L (05:38Z) but struck its right propeller onto the runway surface causing damage to one of the propeller blade tips. The aircraft rolled out without further incident and backtracked the runway to the apron. The aircraft is still on the ground in Kikaiga Shima about 51 hours after landing. http://avherald.com/h?article=4de4ea83&opt=0 Accident: Envoy E145 at Freeport on Oct 24th 2020, runway excursion An Envoy Embraer ERJ-145, registration N674RJ performing flight AA-4194/MQ-4194 from Miami,FL (USA) to Freeport (Bahamas) with 25 passengers and 3 crew, landed on Freeport's runway 06 at 11:56L (15:56Z) but veered right off the runway and came to a stop on soft ground with both main gear struts collapsed after complering a near 180 degrees turn heading against landing direction. There were no injuries. Bahamas' AAIA have opened an investigation. Preliminary information suggests a landing gear malfunction caused the runway excursion. The airline reported later that the aircraft had experienced an issue with the main landing gear. http://avherald.com/h?article=4de46ae7&opt=0 DHC-8-402Q Dash 8 - Hard Landing (Japan) Status: Preliminary Date: Friday 23 October 2020 Time: 09:25 Type: Silhouette image of generic DH8D model; specific model in this crash may look slightly different Bombardier DHC-8-402Q Dash 8 Operator: Oriental Air Bridge Registration: JA845A C/n / msn: 4096 First flight: 2004-12-30 (15 years 10 months) Engines: 2 Pratt & Whitney Canada PW150A Crew: Fatalities: 0 / Occupants: 4 Passengers: Fatalities: 0 / Occupants: 50 Total: Fatalities: 0 / Occupants: 54 Aircraft damage: Substantial Location: Fukue Airport (FUJ) ( Japan) Phase: Landing (LDG) Nature: Domestic Scheduled Passenger Departure airport: Fukuoka Airport (FUK/RJFF), Japan Destination airport: Fukue Airport (FUJ/RJFE), Japan Flightnumber: OC93 Narrative: A DHC-8-Q402 operated by Oriental Air Bridge performing flight ORC/OC93 from Fukuoka to Fukue experienced a hard landing and a tail strike while landing at Fukue. There were no injuries among four crew and 50 passengers. The airplane was grounded. The damage of the plane was assessed on the next day, and the occurrence was rated as an air accident. JTSB launched an investigation. https://aviation-safety.net/database/record.php?id=20201023-0 Metro Airport Delta flight to Las Vegas delayed after passenger refuses to wear mask A Detroit Metro Airport flight to Las Vegas was delayed after a passenger refused to comply with Delta Air Lines' face mask requirement. "We apologize to our customers for the delay on Flight 803 due to a passenger being removed for mask non-compliance," a Delta spokesperson said in a statement to the Free Press Saturday. "There’s nothing more important than the safety of our customers and employees." Flight 803 was delayed by about 90 minutes, the spokesperson said. According to Delta's website, the flight's scheduled departure was at 12:57 p.m. but left at 2:27 p.m. The flight, although scheduled to arrive in Las Vegas at 2:20 p.m., arrived at 4:14 p.m. Nevada time. This is not the first Delta flight in Detroit with a delayed departure due to passengers refusing to wear face masks. In September, a flight going to Los Angeles returned to the gate after a passenger refused to don a mask. The same situation happened again in July when two passengers refused to wear a face mask on flight 1227, heading from Detroit to Atlanta. The two passengers were removed from the flight due to non-compliance with Delta's safety requirements. Delta Air Lines instituted new coronavirus-related policies requiring customers and employees to wear a mask. Other policies include reducing the number of customers on-board and blocking middle or aisle seats to social distance. Customers with underlying conditions who can't wear a mask will be required to complete a "Clearance-to-Fly" process, which can take over one hour according to the airline's website. https://www.freep.com/story/news/local/michigan/2020/10/24/delta-flight-las-vegas-delayed-mask-non-compliance/6023289002/ Narita International Airport near Tokyo to offer quick coronavirus tests TOKYO — A coronavirus test center opening next month at Narita International Airport will offer coronavirus testing primarily to departing travelers with as little as a two-hour wait for a negative result, according to the airport operator. The airport is opening a station in each of its two terminals to administer polymerase chain reaction, or PCR, tests for a fee and issue certificates afterwards, according to a press release Thursday from Narita International Airport Corp. Travelers may receive tests results as early as two hours but will not receive the certificate before six hours during November while the system is fine-tuned, according to the test center websites. The test centers, the first at a Japanese airport, are scheduled to open Monday and will be staffed by the Nippon Medical School Foundation, according to the press release. The center will operate year-round, 24 hours a day with no reservation necessary. The tests will cost 46,500 yen, or about $443, without a reservation and 39,800 yen, or about $371, with a reservation, the website says. The test fee will cost 46,500 yen with or without a reservation between 5 p.m. and 9 a.m. Anyone may be tested except those with a fever or cough, according to the test center website. While travel overseas has been relaxed in some parts of the world, and the center hopes to provide convenience and safety to travelers heading overseas, according to the release. https://www.stripes.com/news/pacific/narita-international-airport-near-tokyo-to-offer-quick-coronavirus-tests-1.649936 Qatar airport accused of invasive passenger strip-search as it sought mother of newborn baby found in toilet Australian officials have raised “serious concerns” with Qatari authorities after airline staff were accused of invasively strip-searching women, including 13 Australians, having taking them off a flight from Doha to Sydney. The events of Friday, 2 October, came to light in a report by Australian broadcaster Seven News on Sunday night. Flight QR908 to Sydney was due to leave Hamad International airport at 8.30pm but was delayed for four hours after a newborn infant, believed to have been prematurely born, was found in a terminal bathroom. Women on board the flight were ordered to disembark without being told why and reportedly forced to strip and undergo an invasive medical examination nearby. After their return to the plane it was allowed to depart. A spokesperson for Australia’s Department of Foreign Affairs and Trade told ABC it had raised the incident with Qatari officials. “We have formally registered our serious concerns regarding the incident with Qatari authorities and have been assured that detailed and transparent information on the event will be provided soon,” he said. One of the 34 passengers on Flight QR908, Dr Wolfgang Babeck, told Guardian Australia that after about three hours of waiting on board the plane, the airline asked all the women on board to disembark. Upon their return “most of them were very upset”, Dr Babeck said. “At least one of them was crying, they were discussing what had happened and saying that it was unacceptable and disgusting.” New South Wales Police issued a statement saying that while the women were required to complete mandatory quarantine in Australia, they had been provided “with medical and psychological support by NSW Health” during that time. “NSW Police referred it to the relevant Commonwealth authority,” the statement said. Australian Federal Police confirmed they were aware of the reports and were engaging with Department of Foreign Affairs, telling the ABC that it would be “inappropriate to comment any further”. Dr Babeck, who was returning to Australia after spending a month in Germany with his ill father, told Guardian Australia that some of the female passengers told him they had been taken off the plane and led into a non-public area of the airport and subject to the examination. “They were taken by security personnel into the cellar, not knowing what was going on… And then they were presented to a female doctor and they were basically strip searched.... to see whether they may have given birth recently… Someone had been told that a baby had been found in the toilet and they were trying to find out who the mother was,” he said. A spokesperson for Qatar Airways told Guardian Australia that it had launched an investigation. “We appreciate the concerns and distress expressed to you by the Australian passengers who you have spoken to, and will be investigating these matters with the relevant authorities and officials,” the spokesperson said. A spokesman for Hamad International Airport said it found an abandoned, newborn infant on the premises, was concerned about the mother's welfare, and asked "individuals" in the same area of the airport to "assist in the query." The spokesman said the baby was "safe" and being looked after by social workers. https://www.yahoo.com/news/qatar-authorities-accused-strip-searching-150827786.html Aircraft air quality and transport’s virus-risk in focus Air quality on flights is due to improve if the European Union agrees to back new safety standards. The fresh push for cleaner air comes as transport companies struggle to convince passengers their services are low risk in the ongoing spread of the coronavirus. New standards developed by the European Committee on Standardisation (CEN) over the course of the last five years aim to prevent plane passengers from being exposed to engine oil and hydraulic fumes during flight. A majority of aircraft compress air in their engines and then pump it into the plane, in order to preserve cabin pressures. This causes low-level contamination with engine fumes, which can reach higher levels if planes are not maintained properly. This has been standard operating procedure on commercial airliners for more than 60 years. Representatives from the airline and manufacturing industries, passenger groups, and trade unions collaborated on the standard. In a statement, they said that it “represents what can be accomplished when experts from every side of the issue collaborate within a structured and balanced framework”. The new criteria would ensure that ventilation systems flood aircraft cabins with enough air so as to prevent the build-up of odors or contaminants, such as carbon dioxide, and sets a minimum airflow rate to achieve that. CEN still needs to finalize the standard, which the European Commission, Parliament, and European Aviation Safety Agency (EASA) must then also approve in order for it to become binding. “We believe that the new standard provides a world-beating reference on how to manage the issue of contaminated air on aircraft and […] stands above current standards regulation,” the statement added. The Commission could decide to adopt it into the bloc’s existing aviation regulations if officials conclude that the standard will help regulate the single market more effectively. It would also likely satisfy ‘better regulation’ policy-making, as the work has essentially been done already. Airlines call for virus tests before all international flights Global airlines called on Tuesday (22 September) for airport COVID-19 tests for all departing international passengers to replace the quarantines they blame for exacerbating the travel slump. COVID mile-high club Although the CEN standard is geared towards preventing engine fume contamination, it should streamline maintenance procedures and reduce costs for airlines to make sure their air quality systems are up to code. It is a well-timed development, given the uncertainty surrounding various forms of travel and the possible risk of contamination by the coronavirus, which is currently resurgent in much of Europe and other regions of the world. The aviation industry, hard-hit by virus lockdown and quarantine measures, has in recent months gone to great lengths to reassure passengers still in the market for air travel that planes are a safe way to get from point A to point B. Testing by the United States Transportation Command (US Transcom) earlier this month showed that on board modern aircraft “the overall exposure risk from aerosolized pathogens, like coronavirus, is very low”. The study concluded that aerosol particles are quickly diluted by the process of frequent air exchange and actually are detectable only for six minutes. US Transcom insists that is a refresh rate 15 times faster than standard home ventilation and much quicker than in hospitals. Other transport providers have also tried to restore faith in their services. Train companies like Germany’s Deutsche Bahn say that there is “little or no evidence” that contamination occurs on long-distance services when proper protocols are followed. According to the International Association for Public Transport (UITP), research shows that buses, metros, trains, and trams are safe so long as they are regularly cleaned, well-ventilated and passengers wear masks. Europe’s railways are due a resurgence thanks to a combination of increased climate and health awareness. But the rules governing train travel need serious review in order to convince people to ride the rail instead of choosing the car or to fly, writes Ursula Pachl. Contact tracing reveals that in France, where record numbers of cases are being reported day by day, only 1.2% of infections can be linked to public transport. In Germany, the rate is even lower. A fresh batch of testing is ongoing in London’s underground system, one of the busiest and most extensive in the world, to see how the virus behaves. A similar study in July found the likelihood of catching COVID on the tube was about 1 in 11,000. “Since September, the infection rate in the community has increased and there has been a substantial increase in cases. This means the assumptions made and the numbers used in these calculations would be different, with an increase in the overall risk,” researchers said. But virologists are not completely in agreement about the risks posed by public transport. Hitoshi Oshitani says that New York’s transit systems are safe so long as people are masked and avoid talking, while Belgium’s Marc Van Ranst has warned that overcrowded buses and metros should be avoided as much as possible. https://www.euractiv.com/section/transport/news/aircraft-air-quality-and-transports-virus-risk-in-focus/ Honeywell sees behaviour shift among Asia-Pacific airlines Honeywell’s airline support business has observed significant changes among its Asia-Pacific customers as the effects of the coronavirus pandemic ripple through the industry. One major change relates to spare parts, with airlines electing to keep parts ‘on wing’ for longer, and showing greater openness to relying on used parts. In September, Honeywell recently completed demonstrations of its UV cabin cleaning system at Shandong Airlines. “Due to the covid-19, I think their mindset is changing in terms of buying behaviours,” says Andrew Wong, vice president of airlines Asia-Pacific at Honeywell. “There’s really a paradigm shift…in the past you’ll see a lot of airlines looking at buying new spares, but right now everybody’s looking at their budget in a really tight way. They have a very stringent control of the budget and how they spend money.” One impact of this is greater use of the company’s GoDirect Trade platform, an on-line marketplace where companies can trade aircraft parts. Honeywell is also observing a greater interest among airlines for using pooling programmes for parts. Wong readily admits the profound impact covid-19 has had on the airline industry, and that this has impacted Honeywell. He notes, however, that the domestic traffic recovery in China is encouraging. “What we really like to do is focus on how we can help airlines during this difficult time,” he says. “We have a lot of engagement with executives to understand their needs and at the same time see how we can bring that confidence for travellers to fly.” Wong says one item that has attracted considerable interest is Honeywell’s UV Cabin System, a portable device resembling a beverage cart that uses ultraviolet-c (UVC) light shining from extendable arms to kill germs on airplane cabin surfaces. The company says that the system can clear an “entire mid-sized airline cabin in less than 10 minutes.” Derived from UVC systems used in hospitals, the system can be rolled on and off all major aircraft types. “We have a lot of interest right now and we are doing a lot of demonstrations with the airlines across the region,” says Wong. Arguably, cash is an even greater concern for airline bosses than hygiene. Honeywell has observed carriers delaying some non-critical projects, in addition to reducing network costs by retiring portions of their fleets. “What really interests both parties is how do we take action to address costs and take a pragmatic approach to maintenance in terms of preserving their cash? On this front we are really working together to help them find solutions.” https://www.flightglobal.com/aerospace/honeywell-sees-behaviour-shift-among-asia-pacific-airlines/140785.article Jet Linx Completes Its Second Annual Private Aviation Safety Symposium Industry Leaders Gather to Advance Safety Standards for Part 135 & 91 Operators OMAHA, Neb., Oct. 23, 2020 /PRNewswire/ -- Jet Linx, the leading aircraft management and Jet Card membership company in the United States, reinforced its dedication to advancing and maintaining the highest safety standards in private aviation by hosting its second annual Safety Symposium for industry leaders and executives. With the intention of educating and empowering Part 135 and Part 91 operators, the one-day virtual event featured conversations on Safety Management System (SMS) implementation, best practices and challenges, emergency response planning and minimizing pilot fatigue, among other critical topics. The Jet Linx Safety Symposium took place on October 22, 2020 and was led by Sheryl Clarke, Director of Safety & Security for Jet Linx. "It is a privilege to be hosting our second Safety Symposium and further advancing the private aviation industry's safety standards. We are thrilled to see that so many companies are invested in and committed to making a difference and supporting industry-wide safety initiatives," said Clarke. "This event offers our industry a unique opportunity to learn from each other, gain new insights and leverage the resources necessary to navigate the current environment and ensure in a safer future." "It is a privilege to be hosting our second Safety Symposium and further advancing the private aviation industry's safety standards. We are thrilled to see that so many companies are invested in and committed to making a difference and supporting industry-wide safety initiatives," said Clarke. Clarke, who holds certifications from the National Transportation Safety Board (NTSB) and Department of Transportation (DOT) and is certified in Human Factors Analysis (HFACS) and Safety Management Systems (SMS), is responsible for leading the Safety Department and the continued enhancement of Jet Linx's safety programs. Clarke was recognized by the National Business Aviation Association (NBAA) in early October as one of nine recipients to receive the 2020 Dr. Tony Kern Professionalism in Aviation Award, which honors aviation industry professionals for outstanding professionalism and leadership in support of aviation safety. Jet Linx welcomed over 30 leaders in private aviation to the virtual event. In addition to returning guest speaker Tony Kern of Convergent Performance, the event featured presentations from Jet Linx's Director of Operations, Michael Kopp; Mark Carroll, Director of Safety at WheelsUp/DPJ; Ryan Waguepsack, Senior Vice President at NATA; Anne Marie Sollazzo, Director of Safety at Northeastern Aviation; and Annmarie Stasi, Director of Safety at Talon Air. The symposium discussed the ongoing evolution of safety in Part 135 and Part 91 operations and raised conversations on SMS priorities, the effective implementation of programs to minimize pilot fatigue, the value of third-party audits and SMS information sharing initiatives for industry colleagues. "I am incredibly proud of our team for organizing and hosting such an impactful and successful event," said Jamie Walker, President and CEO of Jet Linx. "The Safety Symposium offers invaluable insights and collaboration, and demonstrates our collective commitment to ensuring the betterment of our industry by developing universal safety standard and best practices for all operators." Since its founding in 1999, Jet Linx has been committed to meeting and surpassing the most stringent safety standards. In addition to establishing the Aviation Safety Symposium and hosting the inaugural event in October 2019, Jet Linx also hosted its fourth annual company Safety Summit for all employees, for which it voluntarily grounded its fleet of over 100 aircraft to advance its safety acumen and further strengthen its strong safety culture. Jet Linx also recently became the first aviation company to treat its aircraft and private terminals with the BIOPROTECTUs™ System from ViaClean Technologies, which disinfects and provides long term antimicrobial protection for up to 90 days. Recent studies by two Centers of Excellence of the Global Virus Network (GVN) have proven the products efficacy against SARS-COV-2 for more than six weeks. Jet Linx is also the only operator in the aviation industry to provide BIOPROTECT™ Hydrating Hand Sanitizer to clients in each of its 19 private Base terminals. For more information, please visit www.jetlinx.com. About Jet Linx Aviation Linx Aviation is a locally-focused private jet company founded in Omaha, NE in 1999 as a more personalized approach to national private jet companies. Jet Linx offers two different ways to experience private aviation — a guaranteed jet card and private jet management program — providing its clients with an all-encompassing, local solution to all of their private jet travel needs. Jet Linx is an IS-BAO Stage 3, ARGUS Platinum and Wyvern Wingman safety rated operator, an accomplishment earned by less than one percent of all aircraft operators in the world. In 2019, Jet Linx became the only Forbes Travel Guide Five-Star trained and accredited private aviation company in the world. In addition to establishing the independent global rating system's preeminent and unparalleled service standards for the in-flight experience, Jet Linx also collaborated with Forbes Travel Guide to develop their own customized, proprietary Jet Linx standards of service excellence. Jet Linx is headquartered in Omaha, Nebraska and has base locations in Atlanta, Austin, Boston, Chicago, Dallas, Denver, Detroit, Ft. Worth, Houston, Indianapolis, Minneapolis, Nashville, New York, Omaha, San Antonio, Scottsdale, St Louis, Tulsa and Washington D.C. For additional information, please visit the Jet Linx website (www.jetlinx.com). https://www.prnewswire.com/news-releases/jet-linx-completes-its-second-annual-private-aviation-safety-symposium-301158874.html FAA presses on anti-UAS testing The Federal Aviation Administration is looking for four airports to help it test drone detection systems, as well as a contractor to facilitate those tests and other capabilities. The FAA issued a solicitation looking for four large airports to join Atlantic City International Airport in New Jersey, to test counter-drone technologies beginning early next year. The agency issued the solicitation in September, following up on a broad agency announcement for the detection project in August. The FAA plans three tests for Unmanned Aerial Systems (UAS) detection and mitigation systems at the airports, possibly beginning as early as this coming January and extending into the end of 2021. Atlantic City International was the first of five planned designated airports to host testing aimed at controlling growing numbers of unauthorized drones impinging on protected airspace around public events and airports. The agency said in August it wanted four large airports with over 2,300 acres of territory, to test anti-drone technologies from a variety of vendors. The September solicitation put more flesh on the FAA's requirements, such as providing a $100,000 "stipend" to support the testing, which could involve as many as 10 detection system vendors. In addition to the solicitation for more airports, at the end of September, the FAA issued a market survey soliciting information about UAS mitigation and management. The draft also wants the same vendor to help with testing drone technologies that could monitor airport infrastructure, including doing obstruction analysis, pavement inspection, wildlife hazard management, perimeter security inspections and emergency response. Unauthorized drones in protected airspace are a growing problem that federal authorities only see getting worse. Although the pandemic put a damper on big public gatherings beginning last winter, the Department of Justice said in an Oct. 13 statement it had detected hundreds of unauthorized unmanned aircraft flying near major public events in the last 12 months. The DOJ said that between Oct. 1, 2019 and Sept. 30, 2020, the FBI's counter drone support for big public sporting and celebration events had detected over 200 drones flying in protected airspace around the events. The department said it had also seized "about a dozen" drone aircraft during fiscal 2020 for violating flight restrictions at the events. Although the period covered events held in the months before the pandemic forced the cancellation of large public gatherings, it also included 2020 Fourth of July celebrations in Washington D.C. In addition, the DOJ said federal prosecutors also brought charges against two people on Sept. 28, 2020 for flying a drone in protected airspace during the civil unrest in Portland, Ore. DOJ vowed to step up its drone detection program as the pandemic recedes. "As events return during and after this global pandemic, we will be out in force where needed, collaborating with our partners from the Federal Aviation Administration and the Department of Homeland Security, to protect the public from unsafe, careless, or malicious drone operators," said Deputy Attorney General Jeffrey Rosen in the DOJ statement. https://fcw.com/articles/2020/10/15/faa-counter-drone-airport.aspx Neste and All Nippon Airways collaborate on first supply of Sustainable Aviation Fuel in Asia A supply agreement has been reached Neste and All Nippon Airways (ANA), Japan’s largest airline, are entering a sustainable aviation fuel (SAF) supply agreement. This partnership will see ANA become the first airline to use SAF on flights departing from Japan and also represents Neste’s first SAF supply to an Asian airline. ANA plans SAF-fuelled flights from both Haneda International Airport and Narita International Airport. The delivery of the SAF was achieved through collaboration between Neste and the Japanese trading house Itochu Corporation. “ANA takes pride in its leadership role and has been recognised as an industry leader in sustainability, and this agreement with Neste further demonstrates our ability to serve passengers while also reducing our carbon footprint,” said Yutaka Ito, executive vice president at ANA overseeing procurement. “While COVID-19 has forced us to make adjustments, we remain committed to meeting our sustainability goals.” “We recognise the major role SAF has to play in reducing greenhouse gas emissions of aviation, both in the short and long term. Through this new collaboration, we are enabling the supply of SAF for the first time in Asia. We are very honoured to partner with ANA and support them in achieving their ambitious sustainability goals,” added Thorsten Lange, executive vice president for renewable aviation at Neste. ANA and Neste plan to expand the collaboration after 2023 based on a multi-year agreement. Neste currently has an annual capacity of 100,000 tonnes of sustainable aviation fuel. With its Singapore refinery expansion in the pipeline, and with possible additional investment into the Rotterdam refinery, Neste will have the capacity to produce about 1.5 million tonnes of SAF annually by 2023. https://biofuels-news.com/news/neste-and-all-nippon-airways-collaborate-on-first-supply-of-sustainable-aviation-fuel-in-asia/ US Airlines Await Critical Aid Deal WASHINGTON - Losses are mounting for the U.S. airline industry as the coronavirus pandemic continues to wreak havoc on the economy and hope dims for an immediate government aid package. Karl Moore, associate professor at Desautels Faculty of Management at McGill University, says, “We're looking at flights being down in the area of 90% less in March and April than they were the year before. So, it's a time of enormous crisis. And there are hundreds of thousands of people who work in the airline industry.” For now, combined third-quarter losses for American, United, Delta, Southwest and Alaska Air have exceeded $11.5 billion. The industry’s downturn dwarfs previous crises such as SARS and the September 11 terrorist attacks of 2001, Moore says. Earlier this year, U.S. airline companies received billions from Congress through the CARES Act in the form of cash and loans that helped keep them afloat. The hope was that the virus would have subsided by now. It hasn’t. “What we've seen is domestic travel in the U.S. has gone up some, but international travel is down horrifically, and even domestic travel is not anywhere near what it was last year. So, we have the ongoing crisis. We have maybe a second wave — certainly a lot more people getting sick than we had hoped at this time of year. So, it's a thing where the industry's troubles have not yet gone beyond six or seven months and it will go on for some months and perhaps a couple of years to come,” says Moore. Nearly 5 million air transport jobs globally are at risk, according to estimates by the Air Transport Action Group. Mask wearing is mandatory To bring passengers back, airlines have made mask wearing mandatory. They’ve also stepped up their cleaning of plane cabins. Some leave middle seats open to put more space between passengers. Negotiations between Congress and the White House on a new aid package continue with few signs that an agreement will be reached soon. This has led airlines to cut jobs, offer early retirement and take other cost-cutting measures. But some experts note that with airlines raking in profits over the past decade, they could have made better decisions. Even though they could not foresee the pandemic and the fallout from COVID-19, Israel Shaked, a finance and economics professor at Boston University Questrom School of Business, says airlines’ own choices left them with little cash. Shaked is also the managing director of the Michel Shaked group, a consulting firm based in Boston. In a recent article, he argues that decisions made in the past few years by the airlines were short-sighted and that they could have saved for a so-called rainy day. “If you take a look at 2019, for example, this industry paid itself, and I am only talking about American, United, Southwest, Alaska, JetBlue … and Delta. … They paid out dividends of $1.7 billion and the stock repurchase of $7.4 billion. If you combine these two, you're talking about almost like a 7, 8, 9 billion dollars in one year going out of the company … and it was similar the year before.” Minimum of 80% capacity needed He points out that airlines need minimum 80% capacity utilization to survive because they have huge fixed costs. He says he supports government aid in the short term, but authorities need to put some limits in what the airlines can do with that money. This month the number of people screened at U.S. airports is down 65%, compared with last October, but that's better than the 68% decline in September, the 71% drop in August and the 96% plunge in mid-April. https://www.voanews.com/economy-business/us-airlines-await-critical-aid-deal Hydrogen fuel could revolutionize airlines. Here’s how that could look Global airline travel has grown over the decades, and with it, so have the industry’s carbon emissions. Not everyone has the time to use more eco-friendly travel methods, like Swedish climate activist Greta Thunberg’s famous two-week voyage last year across the Atlantic Ocean on a zero-emissions sailboat. But can the airline industry shrink its carbon footprint, which currently makes up 3% of all U.S. greenhouse gas emissions? The answer hinges on development of alternative fuels. Last month, European aircraft maker Airbus announced it would evaluate three concept planes, each of which would be primarily powered by hydrogen. The goal is to figure out an aircraft design and manufacturing process so the hydrogen plane could potentially enter commercial service by 2035. “Alternative fuels are the key to unlocking air transportation emissions,” said Megan Ryerson, the University of Pennsylvania’s UPS chair of transportation and an associate professor of city and regional planning and electrical and systems engineering. “Without them, we either have to stop flying or make drastic cuts in other sectors.” There’s a lot researchers like about hydrogen. For one, it’s incredibly energy dense — more so than jet fuel, and much more than current battery technology. It’s also plentiful and burns cleanly, producing no carbon dioxide or carbon monoxide. “Hydrogen is an amazing fuel,” said Gozdem Kilaz, an associate professor at Purdue University’s school of engineering technology. “It is theoretically a wonderful fuel option.” But there are technical and logistical challenges that need to be resolved. As demonstrated by the 1937 Hindenburg airship disaster, the fuel is extremely flammable. And figuring out where in the plane to put it requires a brand-new aircraft design. Hydrogen is a gas at room temperature, so to store the fuel as a liquid — which takes up less space — hydrogen tanks would have to be more sturdy and high-pressure than those that hold traditional jet fuel. Such tanks would be too heavy to fit in a plane’s wings, where jet fuel is currently stored. That means other parts of the aircraft will probably be repurposed for storage, said Amanda Simpson, vice president for research and technology at Airbus Americas. The other major issue: a lack of infrastructure. Unlike with jet fuel, there are no established pipelines or facilities at airports where planes could fill up. Creating that infrastructure would be expensive and would probably require buy-in from governments and industry players across the globe. If single-aisle passenger planes worldwide were to run on hydrogen, airlines would buy about $320 billion of the fuel per year, said Paul Eremenko, chief executive of fuel logistics firm Universal Hydrogen Co. That’s a lot, he said, but it still doesn’t necessarily justify building out such an expensive infrastructure system. That’s where his company would step in. Universal Hydrogen, which plans to establish headquarters in Los Angeles, is developing a type of capsule technology that would enable either liquefied or gaseous hydrogen to be shipped using the existing freight shipping system and delivered to airports to fuel up planes. Eremenko described the company’s business model as similar to that of companies that make Keurig or Nespresso drink pods. The company doesn’t want to produce hydrogen or build fleets of hydrogen-fueled planes. Rather, it wants to license the capsule technology and connect those two ends of the hydrogen supply chain. The start-up plans to begin service with regional airlines in 2024 and has so far focused on design of the supply system and some prototyping. It does not yet have confirmed supply contracts. Over the next year, Universal Hydrogen plans to do a full-scale demonstration of its capsules and work on its aircraft conversion kit, which would help airlines convert their planes to run on hydrogen. The company plans to offer to subsidize the conversion in exchange for a long-term contract, said Eremenko, who previously worked at Airbus and aerospace conglomerate United Technologies. “We are relying just on the sheer economics of hydrogen,” he said. “The reception from the operators has been very positive.” On the manufacturing side, the challenge is to figure out how hydrogen best powers a plane. In one of Airbus’ concepts, a plane with a turbofan engine would be powered by hydrogen fuel and be able to carry 120 to 200 passengers for more than 2,300 miles. In another idea, more suitable for short-range trips, a turboprop engine powered by hydrogen would be used. Airbus’ investment to develop a hydrogen aircraft will be “sizable,” Simpson said. Although Airbus hasn’t tabulated an exact cost, Simpson said it could be in the millions of dollars. Engines are a big part of the investment, but so are the systems for handling fuel and getting it aboard an aircraft. Investments would also be made by governments, research institutes and industry players around the world, Simpson said. The company plans to spend the next five years focused on technology development before reaching the design and manufacturing stage. Airbus is also looking at the potential emissions from burning hydrogen. Water vapor is one. But there also could be a “trace amount” of atmosphere-warming nitrous oxide, Simpson said, though it would be “extremely small” compared with the amount from conventional jet fuel propulsion. The final decision on whether a hydrogen plane is ready for commercial service will “come down to the economics and the supportability and, quite frankly, our customer interest,” Simpson said. “Showing the technology is feasible and that it’s economical is key.” Hydrogen is just one option Airbus is considering. The company is also looking at hybrid hydrogen-electric planes and all-electric planes. It has made some inroads on the all-electric front: In 2015, a two-seat Airbus electric plane crossed the English Channel. But experts say limitations in battery technology make electric planes less feasible for conventional air travel. The most important consideration for a plane is weight, and without a major breakthrough in battery technology, jet fuel is still lighter and provides more energy. Another option is biojet — that is, a subset of biofuels that mimics the behavior of conventional jet fuel. Unlike with hydrogen or electrification, biojet could be used in current planes largely as they are, without requiring any engine changes or major shakeups to fuel infrastructure. “The burden of switching over doesn’t lie with the airline industry,” said Tonghun Lee, a professor in the department of mechanical science and engineering at the University of Illinois at Urbana- Champaign who researches alternative clean fuels. “That’s why I think it’s a more feasible solution.” But biojet is expensive. And burning it still spews carbon into the air, though its net carbon emissions are lower because the first step in producing the fuel is to grow organic matter, such as plants, that absorb carbon dioxide. It also can’t stand alone yet. ASTM, an international standards organization, has approved only blends — biojet mixed with conventional jet fuel — in order to meet performance requirements and safety concerns. Even the highest-percentage blend is only half biojet. More collaboration between government, businesses and academia would be needed to effectively produce biojet in mass quantities in the future, Purdue’s Kilaz said. While these fuels are developed, airlines will have to decide whether they will adopt them. After all, many are reeling from a steep loss in revenue caused by the COVID-19 pandemic, and buying new aircraft is a pricey proposition, especially if airlines have older aircraft in storage. “Airlines aren’t necessarily motivated by the environment,” said Ryerson of the University of Pennsylvania. “If making profit and reducing their greenhouse gas emissions works together, they will invest in reducing greenhouse gas emissions. But if those two things are not tied, they will favor making a profit.” https://www.westhawaiitoday.com/2020/10/26/business/hydrogen-fuel-could-revolutionize-airlines-heres-how-that-could-look/ ANA to cut 3,500 jobs and reduce small planes amid coronavirus woes • ANA Holdings Inc. plans to reduce the number of small aircraft in response to a plunge in demand amid the coronavirus crisis, sources say. ANA Holdings Inc. has decided on a plan to reduce the number of group employees by some 3,500 by fiscal 2022 in an effort to survive the coronavirus crisis, informed sources said Sunday. The airline group plans to downsize its workforce through compulsory retirement and a freeze on hiring, hoping to cut fixed costs to brace for prolonged pandemic-caused damage to travel demand. ANA, which has All Nippon Airways under its wing, will include the job cut plan in its business restructuring program to be announced Tuesday, the sources said. According to a securities report released by ANA, the number of the group's employees stood at around 46,000 as of the end of March this year. In the business restructuring program, ANA group also plans to include the reduction of the number of small aircraft it owns in response to a plunge in demand for international flights, the sources said. The move comes on top of the airline group's decision to cut its fleet of large planes used for long-distance international flights. The group will let go of small aircraft that have been used for long periods of time and have been costly in terms of maintenance, as it strives to improve profitability mainly for its domestic businesses. The number of types of aircraft owned by ANA will also be slashed in order to cut maintenance costs. Specifically, ANA will let go of some 30 Boeing 777s and other large, long-range aircraft with about 400 seats. Several other aircraft including small-size Boeing 737s with about 120 seats will also be reduced. The reduction represents about 10% of the fleet of 300 planes currently owned by the entire ANA group. Also being considered is a plan to shift small Airbus aircraft that are currently used on international routes to flight services on domestic routes. As the asset values of the aircraft subject to the reduction have declined over the years, the company will book impairment losses in the current fiscal year ending in March 2021. Although major losses will be booked, the streamlined fleet is expected to allow ANA to save maintenance costs. The fleet reduction plan will be a pillar of ANA's efforts to slash fixed costs. Amid the coronavirus crisis, ANA has already reduced or suspended international flights using four domestic airports—Tokyo International Airport at Haneda, Narita International Airport in Chiba Prefecture, Kansai International Airport and Chubu Centrair International Airport. The airline will consider reducing more flights over the medium term, as it remains unclear when COVID-19 will be contained. It plans to resume flights to and from Haneda before those using other airports in case travel demand recovers sharply for reasons such as the easing of overseas travel restrictions or the successful development of COVID-19 treatments. The sources also said that the ANA group is considering code-sharing flights in Japan between two of its units, ANA and Peach Aviation, as part of its turnaround efforts. The group plans to allow the use of ANA's frequent-flier miles in Peach Aviation, the sources said. The use of Peach Aviation, a budget airline, is expected to help the ANA group maintain its routes in Japan at low costs. https://www.japantimes.co.jp/news/2020/10/25/business/corporate-business/ana-small-aircraft-coronavirus/ Gulfstream Introduces Another G700 Test Aircraft SAVANNAH, Georgia, October 23, 2020 — Gulfstream Aerospace Corp. today announced the fifth Gulfstream G700™ flight-test aircraft has taken flight, just three weeks after the fourth G700 flew for the first time. “The G700 flight-test program is progressing exceptionally well,” said Mark Burns, president, Gulfstream. “Every day, we come closer to our goal of delivering this revolutionary aircraft to our customers. We are steadily increasing flights, flight hours and the completion of numerous company tests, further raising the bar for business aviation around the world.” The fifth G700 test aircraft took off today and flew 3 hours and 8 minutes, reaching an altitude of 48,000 feet/14,630 meters and a top speed of Mach 0.935. This aircraft will focus largely on testing avionics. Since the first G700 flight on Feb. 14, Gulfstream has made significant progress in company flight-testing including cold-weather at Eglin Air Force Base in Florida; flutter; aerodynamic stalls; and envelope expansion. The aircraft has also flown beyond its maximum operating speed and cruise altitude, reaching Mach 0.99 and an altitude of 54,000 ft/16,459 m. In typical operations, the G700 has a maximum operating speed of Mach 0.925 and a maximum cruise altitude of 51,000 ft/15,545 m. Gulfstream Aerospace Corp. today announced the fifth Gulfstream G700™ flight-test aircraft has taken flight, just three weeks after the fourth G700 flew for the first time. “The G700 flight-test program is progressing exceptionally well,” said Mark Burns, president, Gulfstream. “Every day, we come closer to our goal of delivering this revolutionary aircraft to our customers. We are steadily increasing flights, flight hours and the completion of numerous company tests, further raising the bar for business aviation around the world.” The fifth G700 test aircraft took off today and flew 3 hours and 8 minutes, reaching an altitude of 48,000 feet/14,630 meters and a top speed of Mach 0.935. This aircraft will focus largely on testing avionics. Since the first G700 flight on Feb. 14, Gulfstream has made significant progress in company flight-testing including cold-weather at Eglin Air Force Base in Florida; flutter; aerodynamic stalls; and envelope expansion. The aircraft has also flown beyond its maximum operating speed and cruise altitude, reaching Mach 0.99 and an altitude of 54,000 ft/16,459 m. In typical operations, the G700 has a maximum operating speed of Mach 0.925 and a maximum cruise altitude of 51,000 ft/15,545 m. https://www.aviationpros.com/aircraft/press-release/21159821/gulfstream-aerospace-corp-gulfstream-introduces-another-g700-test-aircraft American Airlines plans customer tours of Boeing 737 Max and pilot calls to boost confidence in jets • American Airlines plans to fly the 737 Max as early as December. • The plane has been grounded for 18 months after crashes in Indonesia and Ethiopia killed 346 people. • The FAA hasn’t officially cleared the plane to fly but it is reaching the tail-end of its process. American Airlines is planning customer tours of the Boeing 737 Max and calls with its pilots in the coming weeks to boost the public’s confidence in the plane after two fatal crashes. The jets were grounded worldwide more than a year and a half ago after the two crashes — Lion Air Flight 610 in October 2018 and Ethiopian Airlines Flight 302 in March 2019. All 346 people on board the flights were killed. Following repeated setbacks, the Federal Aviation Administration is at the tail-end of its recertification process for the jets though it has not signed off on the planes officially. “The FAA continues to follow a thorough process, not a prescribed timeline, for returning the aircraft to service,” it said in a statement. Boeing has made several changes to the planes’ software including making a flight-control system that pilots struggled against in both crashes less aggressive. “We are seeing that finish line approach us and I think it’s a real finish line,” David Seymour, American Airlines’ chief operating officer, told employees in a town hall meeting last week, which was reviewed by CNBC. The Fort Worth-based airline is planning to start flights with employees after Thanksgiving, estimating the FAA will lift the flight ban in mid-November, Seymour said. An American Airlines spokesman said the company’s plans are tentative, based on the FAA’s decision. American last week said it scheduled what it expects will be the first 737 Max flights since the jet’s grounding for some flights between New York’s LaGuardia Airport and its Miami hub starting Dec. 29 through Jan. 4. American is planning offer some customers a chance after Thanksgiving to see the aircraft in person at airports, including Dallas/Fort Worth International Airport, LaGuardia and Miami, with the participation of pilots and mechanics. Pilots can also answer customer questions through calls and video messages, the company said. “They’re the ones that ... really have the credibility to explain the Max,” said Alison Taylor, American’s chief customer officer, in the employee town hall. Customers booked on the 737 Max will receive notifications and be able to switch to another flight if they don’t feel comfortable, Taylor said. The union that represents American’s pilots cautioned against promoting the jets’ return. “There are 346 reasons to be respectful and not have a PR campaign,” said Dennis Tajer, spokesman for the Allied Pilots Association and a Boeing 737 captain. “When the Max is fixed, fully vetted and we’ve been robustly trained, then it will be time to just go fly the jet.” American’s Boeing 737 pilots can sign up for December training sessions, which will include a virtual training that will likely last about an hour and 40 minutes around two hours in a flight simulator, the union told its members last week. The plane’s grounding plunged Boeing into its biggest-ever crisis, which was later compounded by the coronavirus pandemic’s toll on air travel. U.S. airlines alone lost more than $10 billion in the third quarter and carriers around the world have cancelled hundreds of 737 Max planes. American, which had 24 737 Max planes in its fleet at the time of the March 2019 grounding, has an agreement with Boeing that would allow the airline to defer orders of 18 others to as late as 2024. United Airlines’ chief commercial officer Andrew Nocella said earlier this month in an earnings call the airline will put the planes back on its schedule “likely sometime next year based on the schedule we hear from the FAA and Boeing.” Southwest Airlines CEO Gary Kelly last week told CNBC that the airline hasn’t scheduled any new Max flights because it still hasn’t been cleared to fly. Kelly estimated it could return in the second quarter of 2021, however. Boeing is scheduled to report third-quarter results before the market opens on Wednesday, when it will detail the financial impact of Covid-19 on aircraft demand and the latest steps in getting the Max flying again. https://www.cnbc.com/2020/10/24/american-airlines-plans-customer-boeing-737-max-tours-to-build-confidence.html Venture Capitalist and Entrepreneur Ari Stiegler Announces New Investments in Space Technology • Eyeing long term growth within the sector, the Flux Capital Managing Partner is investing the opportunities that will reimagine space travel and services. Los Angeles, Oct. 24, 2020 (GLOBE NEWSWIRE) -- Ari Stiegler, venture capitalist and Managing Partner at Flux Capital, announced this week that he is investing heavily in space technology, a largely underleveraged sector that could come to define the next century of transportation and communication services. Noted for his investments in fintech, real estate and educational services, Stiegler has long sought to harness the latest technology to revolutionize established markets, catalyze new products and firms and improve lives. “Space is no longer science fiction—it’s a viable market ripe for investment,” said Stiegler. “Space is the largest total addressable market (TAM), and we expect to see significant growth within this segment in the coming years. At Flux Capital, we want to get in on the ground floor of this promising industry.” Stiegler’s investments target two innovative companies in particular—Space X, a space transportation services firm founded by Elon Musk, and Momentus Space, which develops the infrastructure opportunities needed to make space more accessible and cost effective. “At Flux Capital, we always seek to invest in the firms and ventures that have achieved a first-mover advantage,” Stiegler said. “When it comes to space technology and services, Space X and Momentus meet this criterion. We look forward to supporting their critical work to make space a resource for all.” About Ari Stiegler: Ari Stiegler is the Managing Partner of Flux Capital and a three-time startup co-founder, including TutorMe, LVL, and PhoneTag. To date, he has directed over $160m in transactions primarily while managing US investments for a private family office. Ari was the founding CEO of TutorMe, a leading online tutoring platform acquired by Zovio (Nasdaq: ZVO) in 2019. He graduated from the University of Southern California with a degree in Business Administration. https://www.globenewswire.com/news-release/2020/10/24/2113969/0/en/Venture-Capitalist-and-Entrepreneur-Ari-Stiegler-Announces-New-Investments-in-Space-Technology.html Impact of COVID-19 on Aviation & Fatigue Survey (Round 1) As a longitudinal survey, we will send you links to shorter follow-up surveys each month as the industry adapts to changes in regulations and public demand. For more information about the survey, please contact Dr. Cassie Hilditch at cassie.j.hilditch@nasa.gov or see below for FAQs. We thank you for your time and support of this survey addressing the effects of this unprecedented time in aviation history. All the best, Cassie Hilditch FAQs Overall purpose of the survey To assess the impact of operational changes related to the COVID-19 pandemic on fatigue in US commercial pilots. Any additional background on the study Discussions with airline representatives and pilots have highlighted several unique changes to operations as the industry attempts to adapt to reduced demand and travel restrictions. Many of these changes are unprecedented, therefore, understanding how they impact crew fatigue is important in order to manage the impact of such changes and potentially recommend safeguards to their implementation. Who will have access to the raw data? Only staff from NASA Ames Fatigue Countermeasures Research Laboratory approved by the Institutional Research Board will have access to the raw data. All data will be stored anonymously, with a unique ID code assigned to each participant to track responses over time. Who will make the final conclusions? NASA Ames Fatigue Countermeasures Research Laboratory staff will summarize and analyze the survey responses. Where will the information be published? We hope to publish the results as a NASA Technical Memorandum, and also in safety-focused peer-reviewed journals and industry newsletters to reach a wide range of audiences to maximize the learning opportunities from this survey. We also aim to present the results at relevant scientific and industry conferences where possible. Cassie J. Hilditch, PhD Senior Research Associate Fatigue Countermeasures Lab SJSU Research Foundation NASA Ames Research Center Moffett Field, CA 94035 PIREP SURVEY Greetings, Please consider participating in our online survey on PIREPs available at this link, https://fit.co1.qualtrics.com/jfe/form/SV_6y8tcXQXgr1Q6lT. The survey will take approximately 10-minutes. Thank you for your consideration. Sincerely, Florida Institute of Technology & Purdue University Dr. Debbie S. Carstens, PMP Graduate Program Chair & Professor, Aviation Human Factors College of Aeronautics|321.674.8820 Faculty Profile: https://www.fit.edu/faculty-profiles/2/debbie-carstens/ Curt Lewis