Flight Safety Information - May 17, 2022 No.094 In This Issue : Incident: Gol B38M at Maceio on May 11th 2022, bird on pitot : Incident: Westjet DH8D near Ottawa on Apr 27th 2022, electrical problem : Boeing 737-300 - Bird Strike (Cuba) : United Airlines says FAA has cleared 52 Boeing 777s to fly again after they were grounded for engine failure : Aircraft Insurance Market to Touch USD 16,844.43 Million by 2027 at 2.78% CAGR - Report by Market Research Future (MRFR) : RUSSIAN AIRLINES EXPECTED TO START CANNIBALIZING WESTERN AIRCRAFT FOR SPARE PARTS : Aircraft lessor SMBC to buy rival Goshawk in $6.7 bln deal : HOW BOEING TESTS NEW AIRCRAFT BEFORE CERTIFICATION : Southwest Airlines proposed a ploy to deceive FAA on Boeing 737 MAX, legal filing alleges : Norwich receives DARPA grant to study effect of cockpit noise on pilots Incident: Gol B38M at Maceio on May 11th 2022, bird on pitot A Gol Transportes Aereos Boeing 737-8 MAX, registration PR-XMV performing flight G3-1999 from Maceio,AL to Brasilia,DF (Brazil) with 141 passengers and 6 crew, was accelerating for takeoff from Maceio's runway 12 already beyond V1 when a bird impacted and damaged the right hand pitot tube. The crew continued takeoff, levelled off at 5000 feet and returned to Maceio for a safe landing on runway 12 about 25 minutes after departure. Brazil's CENIPA reported the occurrence was rated an incident, the aircraft received minor damage. https://www.avherald.com/h?article=4f8eaaa8&opt=0 Incident: Westjet DH8D near Ottawa on Apr 27th 2022, electrical problem A Westjet Encore de Havilland Dash 8-400, registration C-GWEN performing flight WS-3539 from Montreal,QC to Toronto,ON (Canada) with 74 passengers and 4 crew, was enroute at FL220 about 70nm west of Montreal and about 10nm east of Ottawa,ON (Canada) when the crew received a #2 DC GEN caution. The crew declared PAN PAN, completed the relevant checklist and diverted to Ottawa for a safe landing on runway 32 about 20 minutes after leaving FL220. The Canadian TSB reported the #2 generator and the RL2 Relay were replaced. https://www.avherald.com/h?article=4f8ea26a&opt=0 Boeing 737-300 - Bird Strike (Cuba) Date: 16-MAY-2022 Time: Type: Boeing 737-300 Owner/operator: Magnicharters Registration: MSN: Fatalities: Fatalities: 0 / Occupants: Other fatalities: 0 Aircraft damage: Minor Location: Havana-José Martí International Airport (HAV/MUHA) - Cuba Phase: Landing Nature: Unknown Departure airport: Destination airport: Havana-José Martí International Airport (HAV/MUHA) Confidence Rating: Little or no information is available Narrative: A Magnicharters Boeing 737-300 suffered a bird strike at Havana-José Martí International Airport, Cuba. The aircraft sustained a hole on the left-hand side near the nose radome. https://aviation-safety.net/wikibase/278181 United Airlines says FAA has cleared 52 Boeing 777s to fly again after they were grounded for engine failure • United’s 52 Pratt & Whitney-powered Boeing 777s have been grounded since an engine failure in February 2021. • The airline plans to begin flying the aircraft this month and bring them back gradually. United Airlines said Tuesday that the Federal Aviation Administration has cleared the path for the return of 52 Pratt & Whitney-powered Boeing 777s that were grounded after an engine failure in February 2021. “Late last night, the FAA issued the final paperwork on our Pratt & Whitney-powered triple sevens,” United’s chief commercial officer Andrew Nocella said at a Bank of America industry conference. The planes represent 10% of United’s capacity, “so it’s really, really material,” Nocella added. ’You really can’t rush safety.” “The FAA approved the service bulletins that will be used to make the necessary changes outlined in the Airworthiness Directives to the Boeing 777-200 with Pratt & Whitney PW4000 engines,” the FAA said in a statement. United last week said it plans to bring the planes back gradually once they were cleared, starting later this month, and later expand them to international routes. The planes were grounded after one of United’s 777-200s heading for Honolulu from Denver suffered an engine failure. It dropped debris in a residential area before returning to Denver’s main airport. No injuries were reported. The planes’ return had been delayed through at least May 13 from an expected return in April, CNBC reported last month. United shares were sharply higher in premarket trading Tuesday after the carrier reported it expects second-quarter revenue per seat mile, a gauge of how much it’s bringing in for each seat it flies a mile, to rise as much as 25% over 2019, even though it would fly about 14% less. The trend shows higher fares for travelers, who have returned in droves after two years of pandemic. “We’re not seeing any signs of resistance to pricing,” United CEO Scott Kirby said in an interview on CNBC’s “Squawk Box” on Tuesday morning. https://www.cnbc.com/2022/05/17/united-airlines-says-faa-cleared-grounded-boeing-777s-to-fly-again.html Aircraft Insurance Market to Touch USD 16,844.43 Million by 2027 at 2.78% CAGR - Report by Market Research Future (MRFR) Latest Research Report by MRFR On Aircraft Insurance Market Research Report End User (Airlines, Airports, Aircraft Product Manufacturers, Leasing Companies, Ground Operators Repair & Overhaul (MRO) Companies),Type (Public Liability Insurance, Passenger Liability Insurance, Combined Single Limit (CSL), Ground Risk Hull (Motion) Insurance,), Application (Commercial Aviation and Business & General Aviation),Region (North America, Asia-Pacific, Europe, Middle East, and Rest of the World) -Forecast 2027 New York , US , May 16, 2022 (GLOBE NEWSWIRE) -- Aircraft Insurance Market Overview: According to a Comprehensive Research Report by Market Research Future (MRFR), "Aircraft Insurance Market Information by End User, By Application, and Region - Forecast till 2027", the market will be valued at USD 16,844.43 Million by 2027 at a 2.78% CAGR. Market Synopsis Aircraft insurance means indemnifying clients against any losses that could arise resulting from damages, use, or maintenance of aircraft, as well as hangars at the airport. Additionally, it offers coverages for any damage to the aircraft, personal injury, and property damage. Aircraft insurance or aviation insurance typically covers the replacement or repair of damaged parts of the aircraft. In general, the major end-users of aircraft insurance are airports, airlines, leasing companies, aircraft product manufacturers, corporate aircraft operators, and air taxi operators. Moreover, the rising use of aircraft insurance owing to the surge in worldwide trade as well as the several benefits offered by the aircraft insurance coverage will enhance the market growth. Market Competitive Landscape: The important vendors in the aircraft insurance market include: • Allianz (Germany) • MARSH LLC (US) • Willis Towers Watson (UK) • Ace Aviation (US) • Old Republic Aerospace (US) • STARR INTERNATIONAL COMPANY, INC. (US) • American International Group, Inc. (US) • Malayan Insurance (Malaysia) • Chubb (US) • Tokio Marine HCC (US) • Berkshire Hathaway Inc. (US) • Santam Insurance (South Africa) • Gallagher (US) • Global Aerospace, Inc. (US) • Munich Re (Germany) • AXA (France) • Market USP Covered: Market Drivers: The notable increase in air passenger traffic, as well as the surge in government regulations and rules with respect to passenger safety, are propelling the market growth. Rising affordability of the aviation insurance premium further bolsters the market share. Heightened spending on international airlines has raised the requirement for travel insurance, which would elevate the need for aviation insurance in the upcoming years. The accelerated number of passengers with a preference for air travel mode has risen remarkably over the years. Additionally, with this mounting demand for airline services, developing nations are setting up as well as expanding their airport terminals. As a result, noteworthy advances in airports, involving automated baggage handling along with self-check-ins, will stimulate further business expansion. Rising expenditure pertaining to international vacations attracts customers in the airline sector. International airlines are incorporating and developing their travel policies for all their employees, which contributes tremendously to the market growth. Typically, senior employees in the company are granted huge benefits in terms of business class and first-class tickets for travel purposes. Hence, surging expenditure with respect to international vacations can foster the market growth in subsequent years. Market Restraints: The aircraft insurance market could witness restraints owing to the existing backlogs present in aircraft deliveries. Additionally, the high-priced aviation insurance claims can be a major challenge in the years ahead. Furthermore, the worldwide market growth rate could slow down on account of the asset recovery risk associated with airline bankruptcy worldwide. Browse In-depth Market Research Report (168 Pages) on Aircraft Insurance: https://www.marketresearchfuture.com/reports/aircraft-insurance-market-9535 COVID 19 Analysis The aircraft insurance market will continue to advance smoothly despite the COVID-19 outbreak, given the significant focus on innovations as well as research and development/R&D activities. Following the SARS-CoV-2 onset, there has been a substantial increase in the number of tie-ups between companies, with the common aim to mitigate the financial loss brought on by the pandemic. Although the lockdown has weakened supply chains to a large extent, the demand for aircraft insurance will remain high in the coming time period. Market Segmentation By Application: Some of the top applications of aircraft insurance are Commercial Aviation, Business & General Aviation, and more. In 2019, the leading segment was commercial aviation in the aircraft insurance market. The segment can also expect to thrive at the highest rate between 2021 and 2027. The segmental expansion is owing to the rapidly rising air passenger traffic along with the surging advances in commercial aircraft. By End-User: The aircraft insurance market, with respect to end-user, caters to aircraft product manufacturers, air taxi operators, airlines, and more. In 2019, the lead was secured by the airline segment. It will also expand at the highest rate in the years to come. More and more airline operators are spending on aircraft insurance owing to the significant risks related to the aviation industry, including accidents, passenger injuries, and flight delays. This has been a common case in the wake of numerous airline cancellations following the COVID-19 outbreak. Buy this Report Now: https://www.marketresearchfuture.com/checkout?currency=one_user-USD&report_id=9535 Regional Insights North America can expect to take over the worldwide market with the highest share, considering the presence of highly eminent insurance providers including American International Group Inc. and Berkshire Hathaway Inc. Europe will be another bankable market for aircraft insurance in the following years, given the expansive pool of renowned aircraft manufacturers including Airbus SAS in the region. Increasing spending on international airlines will present remunerative opportunities to the regional market in the approaching years as well. The aircraft insurance market in Asia Pacific will be thriving at the highest rate during the analysis period. The regional market’s promising growth in the years to come will be in response to the dramatic surge in air passenger traffic in emerging countries like China and India. Heightened spending by the government on the development of runways and airports can create highly favorable avenues for the regional market. Middle East and Africa will be performing reasonably well in the ensuing years, thanks to the rising focus on setting up new and advanced airports in countries like the UAE paired with the rising development of UAVs in the region. Share your Queries @ https://www.marketresearchfuture.com/enquiry/9535 Discover more research Reports on Aerospace & Defense Industry, by Market Research Future: Commercial Aircraft Gas Turbine Engine Market: Information by Engine Type (Turbojet, Turbofan, Turboprop, and Turboshaft), by Aircraft Type (Fixed-Wing Aircraft and Rotary-Wing Aircraft), by Fit (Line-Fit and Retrofit) and by Region (North America, Europe, Asia-Pacific, Middle East and Africa, and Latin America) - Forecast till 2027 Air and Missile Defense Radar System Market Research Report: Information by Range (Short, Medium and Long), Platform (Land, Naval and Airborne), Application (Ballistic Missile Defense and Conventional) and Region (North America, Europe, Asia-Pacific, the Middle East & Africa and Latin America) - Forecast till 2027 Wide-Body Aircraft MRO Market Research Report: By MRO Type (Engine, Component, Line Maintenance, Airframe and Modification), Platform (Commercial Air Transport, Military Aviation and Business and General Aviation) and Region (North America, Europe, Asia-Pacific, Middle East & Africa and Latin America) - Forecast till 2027 About Market Research Future: Market Research Future (MRFR) is a global market research company that takes pride in its services, offering a complete and accurate analysis with regard to diverse markets and consumers worldwide. Market Research Future has the distinguished objective of providing the optimal quality research and granular research to clients. Our market research studies by products, services, technologies, applications, end users, and market players for global, regional, and country level market segments, enable our clients to see more, know more, and do more, which help answer your most important questions. https://www.globenewswire.com/news-release/2022/05/16/2444078/0/en/Aircraft-Insurance-Market-to-Touch-USD-16-844-43-Million-by-2027-at-2-78-CAGR-Report-by-Market-Research-Future-MRFR.html RUSSIAN AIRLINES EXPECTED TO START CANNIBALIZING WESTERN AIRCRAFT FOR SPARE PARTS The Russian aviation industry has found a way to keep its fleet operational despite sanctions. The Russian invasion of Ukraine has resulted in international sanctions that have severely impacted the Russian aviation industry. Russian airlines such as Aeroflot are now unable to fly internationally to most destinations and some countries have banned Russian airlines from using their airspace. In addition, plane manufacturers including Boeing and Airbus have halted exporting their planes to Russia, and have also stopped shipping spare parts to Russian airlines. This has resulted in Russian airlines' plan to start cannibalizing their aircraft to keep the majority of their fleet operational. Cannibalism of aircraft Cannibalism of aircraft usually occurs when there is a desperate need for a specific part and there are no alternative supply routes. Aircraft demand constant maintenance to ensure their airworthiness. Regular maintenance such as changing tires or inspecting engine blades all require a constant supply of spare parts. The severance of this supply can lead to a decrease in the size of the fleet, which ultimately affects the operational capacity of an airline. A solution to this problem is the cannibalism of aircraft. Essentially, engineers will remove a working part of one aircraft and replace a broken part in a different aircraft to allow that aircraft to fly. In some cases, working parts are taken off of aircraft that are sent to the scrapyard, as it is considered unsustainable to cannibalize an aircraft that is still flying. Therefore, parts are sometimes taken off scrapped aircraft instead to reduce the economic loss associated with cannibalizing a fully-functioning plane. Russian airlines will have to resort to cannibalism of its fleet because of import restrictions of Western countries, which have prevented Boeing and Airbus from exporting spare parts to Russia. Effectively, they are sourcing spare parts from existing aircraft in order to ensure the safety of their fleet, which reduces the operational capacity of the fleet, as some aircraft may become unusable. Russia's aviation report According to ch-aviation, a leaked, unofficial report from the Russian government has surfaced, detailing their assumptions of how the Russian aviation sector will develop in the next decade. The report covers a wide variety of metrics to measure the development of Russian aviation, including passenger numbers, and the number of commercial aircraft. Almost all of these metrics paint an unfortunate and negative future for the industry, as Russia continues its invasion of Ukraine. A more pessimistic view of the future entails a shortage of foreign-made aircraft, which the Russian government has pledged to solve by expanding the domestic, Russian-made commercial fleet. If sanctions continue, Russia predicts that in the worst-case scenario, over half of the commercial aircraft in Russia would have to be grounded. The plan to increase the number of Russian-made aircraft will cost 627 billion roubles ($9.7 billion), and "would add 1,000 Russian-made aircraft to the national fleet by 2030". This move will certainly ease the pressure on Russian airlines to maintain their foreign fleet, and might decrease Russia's reliance on the West for aircraft. Still, this large price tag will undoubtedly become a huge burden for Russian taxpayers, especially if inflation continues to increase. Alternative sources for parts In addition to cannibalism, other possible routes for finding spare parts include sourcing them from countries that are not currently sanctioned, such as through vendors in Turkey and India. According to Reuters, China has already turned down Russian airlines' requests for parts, which we can probably attribute to the fear of sanctions from the West. The bottom line The conflict in Ukraine has had a drastic impact on the aviation industry, predominantly affecting the Russian market, but also forcing airlines in both Europe and Asia, such as Finnair and Japan Airlines, to take a longer routing to avoid Russian airspace. https://simpleflying.com/russian-airlines-expected-to-start-cannibalizing-western-aircraft-for-spare-parts/ Aircraft lessor SMBC to buy rival Goshawk in $6.7 bln deal • SMBC to grow fleet to 709, with 261 more on order • Dublin-based Goshawk was established in 2013 • Deal follows AerCap's $30 bln GECAS acquisition DUBLIN, May 16 (Reuters) - SMBC Aviation Capital agreed on Monday to buy smaller rival Goshawk Aviation for an enterprise value of $6.7 billion in a deal it said would make it the world's second largest aircraft lessor by number of aircraft. The acquisition to create a combined company with 37 billion euros ($38.45 billion) in assets comes six months after Ireland's AerCap Holdings NV (AER.N) consolidated its position as the world's largest aircraft lessor through its takeover of General Electric's (GE.N) leasing business. read more SMBC, which is owned by a consortium including Japan's Sumitomo Corp (8053.T) and Sumitomo Mitsui Financial Group (8316.T), said it will take over a portfolio of 176 owned and managed aircraft to bring its total fleet to 709. With 261 more Boeing (BA.N) and Airbus (AIR.PA) aircraft on order, SMBC's fleet will outnumber the 832 fellow Dublin-headquartered Avolon either own, manage or have on order. Reuters reported on Friday that SMBC and Goshawk were nearing a deal that could be announced as soon as this week. read more "We are undertaking this transaction at a strategic point in the cycle with a strong recovery building across the global airline industry and we expect the transaction to be accretive to SMBC Aviation Capital's return on capital," SMBC Chief Executive Officer Peter Barrett said in a statement. SMBC will finance the deal through a combination of debt and equity. Young, narrowbody aircraft, which it hopes to drive its growth, will represent over 82% of the combined fleet, it added. The six Goshawk-owned aircraft that are located in Russia and subject to EU sanctions are excluded from the transaction. Dublin-based Goshawk, a 50-50 joint venture between Hong Kong-based conglomerate NWS Holdings Ltd (0659.HK) and Chow Tai Fook Enterprises Ltd, was set up less than a decade ago and its shareholders said it was selling at an attractive valuation. Last year's $30 billion AerCap acquisition was widely predicted to spur further consolidation in a sector that finances over half of the world's passenger jet output, in deals worth around $150 billion of aircraft every year. read more ($1 = 0.9624 euro) https://www.reuters.com/business/aerospace-defense/aircraft-lessor-smbc-buy-rival-goshawk-67-bln-deal-2022-05-16/ HOW BOEING TESTS NEW AIRCRAFT BEFORE CERTIFICATION All models of an aircraft require an extensive certification process. Every new airplane that Boeing develops undergoes lab, ground, and flight testing to make sure it meets all safety and operational requirements. The US Federal Aviation Administration (FAA) then validates the information gathered during the process before declaring that an aircraft is safe to fly passengers. Tests and verification are crucial to developing new airplanes, as both new models and derivatives of existing models, such as the upcoming Boeing 737 MAX variants, require individual certification. Deliveries of the Boeing 787 Dreamliner were halted in May 2021 and remain paused due to production issues and concerns over Boeing’s inspection methods. Boeing also currently has four of the updated Boeing 777X models of the type undergoing testing. However, according to the latest intel, the first deliveries will not take place until 2025. Structural and simulation testing The first stages of testing begin long before the final aircraft is completed. Each upcoming Boeing airplane model undergoes laboratory testing throughout development to simulate and collect data on how the aircraft will react in different environments, including lightning labs, propulsion labs, vibration labs, and systems labs. The system's lab has the ability to log the equivalent of 45 years of virtual flight-test hours in five weeks. This information allows Boeing to test an airplane’s software in diverse inclement weather conditions and with different combinations of weight and fuel. Smaller scaled versions of the aircraft are assembled and embedded with a series of sensors to be tested in wind tunnels, reaching 39 feet (12 meters) in diameter. The completed aircraft then undergoes structural testing to measure the airplane’s overall strength and durability. This process tests both the building materials and the plane's construction to ensure it can meet the required loading conditions. All new models and variants then face fatigue testing, which simulates the repetitive stresses of two to three lifetimes worth of climbs, cruises, descents, and landings to ensure the airframe is capable of withstanding any potential damage expected over its lifetime. The process also enables Boeing to refine its proposed inspection, maintenance, and repair procedures if necessary. Check out more of the latest aviation news from Simple Flying! Testing and equipment measurement The aircraft is then fitted with an array of monitors to record data for continued testing purposes. Features such as engineer stations are set up in the aircraft's rear along with a complex system of water tanks that redistribute as needed to simulate varying cargo and passenger loads. A specially-equipped Boeing Test & Evaluation Flight Emulation Test System van also hooks the completed airplane as it sits on the apron. The equipment inside the van links with the airplane’s computer, allowing the team to simulate flight conditions by removing all indicators that the aircraft is still on the ground. “We can simulate the speed, altitude, position, and landing gear from there,” said Frederic Lambert, senior manager of Systems Laboratories. “That way, when we begin flight testing, we’ve ‘flown’ the plane before.” The in-flight testing process Once fully equipped, the aircraft is flown in demanding environments to test the boundaries and ensure airworthiness. These test flights always carry two pilots, along with a crew of six to 20 engineers, who are safely stowed in the aircraft's rear in the dedicated stations to monitor the incoming data as the airplane is being flown and maneuvered. The aircraft is pushed to the boundaries of its speed and altitude limits to ensure that all safety features are functioning as intended to prevent unexpected surprises. This data is then compiled with previously obtained information to apply to the FAA for certification. Finally, the FAA grants Type Inspection Authorization, allowing FAA personnel to come onboard for certification testing. This entails putting the airplane through a rigorous program of tests: stalls, water sprays, crosswinds, and minimum speeds for its airworthiness certifications. A spokesperson for Boeing confirmed to Simple Flying the manufacturer was working closely with the FAA to ensure the certification process proceeds smoothly: "We continue to work transparently with the FAA to provide the information they need and remain committed to meeting their expectations, including regarding 777-9 and 737-10 certification. Safety remains the driving factor in this effort." "We are working to provide official documentation of specific milestones within the certification program in accordance with the FAA’s request." The test aircraft often find a new lease on life once the type has been certified. For instance, one of the test models for the upcoming 737 MAX 7 has accrued over 160 hours of flight testing across 59 flights. It is expected to be retrofitted and delivered to Southwest Airlines which has an order for two of the type. https://simpleflying.com/boeing-new-aircraft-certification-tests/ Southwest Airlines proposed a ploy to deceive FAA on Boeing 737 MAX, legal filing alleges A legal filing in a Texas court shows Southwest exerted considerable influence on Boeing during the original certification of the 737 MAX to... (Elaine Thompson / The Associated Press)More In April 2016, when Boeing’s 737 MAX was in flight test a year ahead of its certification by the Federal Aviation Administration, Southwest Airlines made a strange proposal to Boeing — one that suggests an effort to deceive the FAA. According to a legal filing by attorneys pursuing a lawsuit against the airline, Southwest manager Bill Lusk asked Boeing officials, including the MAX chief technical pilot Mark Forkner, if engineers could install a new flight control safety alert required for the MAX on a single one of Southwest’s older 737s — and then deactivate it once the MAX was certified. The filing in a Texas lawsuit in late March alleges that the sole purpose of this proposal was to be able to tell the FAA that the alert was not new on the MAX, so that it wouldn’t trigger costly additional pilot training that Southwest was determined to avoid. “It’s hard to come up with any reason for that other than to deceive the FAA,” said Mary Schiavo, former U.S. Department of Transportation Inspector General and advocate for airline safety. “It’s really appalling.” In an interview, Rick Ludtke, the former Boeing engineer who designed the new alert, recalled the Southwest proposal and how Boeing managers talked to him about implementing it. “We laughed at them,” said Ludtke. “We thought they were nuts.” The documents cited in the legal filings are sealed, so only the limited quotations excerpted in the filing are available, without full context. It’s unclear if Boeing followed through on Southwest’s proposal; Ludtke was focused on his design work and doesn’t recall. However, Schiavo said the proposal should trigger investigation into whether there were false statements made to the government, which could be criminal. Boeing declined to comment on the legal case. Southwest declined to answer questions about the specific details in the legal filing, but in an emailed statement, spokesperson Brandy King said, “Southwest vigorously disputes the plaintiffs’ characterization of the facts in this lawsuit.” “Good wingmen for Boeing” The Texas case is a class-action lawsuit that alleges, on behalf of people who bought tickets on Southwest MAX flights between the first MAX crash in October 2018 and the second in March 2019, that Boeing and Southwest concealed safety defects on the MAX to buoy demand for air travel, resulting in those passengers paying higher ticket prices. Given the real tragedy of the 346 people who died in the two crashes, the notion that people who traveled safely to their destinations on a MAX are victims who should be compensated because they overpaid for their tickets may seem distasteful. Yet, whatever the merits of the case, the discovery process has unearthed details not previously known. There’s nothing new in the filings about Boeing’s role in designing and certifying the MAX. What’s new are the revelations about Southwest, the launch customer for the MAX. The filing cites documents that show Southwest pressured Boeing intensely to ensure that its pilots — and so those at other airlines — were required to do only minimal training to fly the MAX. Not only did Southwest management not want their pilots who flew the earlier model 737 NG to have to train in a flight simulator for the MAX, they insisted to Boeing that even classroom training be off the table, the filing shows. Southwest insisted on a clause in the sales contract stipulating a penalty of $1 million per airplane delivered if that standard wasn’t met. As the MAX’s most influential customer, Southwest’s insistence on this “infected every aspect of the birth and development of the new 737,” the legal filing asserts. It quotes a Boeing “Program Directive” that instructs the jet maker’s training development organization to collaborate with Southwest on the required pilot training. Boeing’s chief technical pilot on the MAX, Mark Forkner — who was acquitted by a U.S. District Court jury in March of deceiving both the FAA and Southwest about the MAX flight controls — worked closely with Southwest to achieve that goal. In the end, Southwest got its way: its 737 NG pilots were able to upgrade to fly MAXs after completing a three-hour course on an iPad. The legal filing alleges that Southwest’s involvement included pressuring Boeing to remove from pilot materials any mention of the new flight control software called the Maneuvering Characteristics Augmentation System that was later identified as the primary cause of the two crashes. In November 2015, Southwest conducted an intensive review of the MAX’s systems, pilot procedures and flight manuals and came across mention of MCAS in a pilot checklist for an emergency procedure, the legal filing shows. Most Read Business Stories Southwest Airlines proposed a ploy to deceive FAA on Boeing 737 MAX, legal filing alleges Southwest contacted Boeing to remove MCAS from the checklist; it was. When Forkner left Boeing in early 2018, Southwest hired him at the recommendation of executives who had dealt with him on the MAX. He worked at Southwest’s Dallas headquarters on the Technical Pilot Team, “where he focused on a wide variety of projects,” said spokesperson King. After the first MAX crash in November that year, a Lion Air jet in Indonesia, Forkner discussed with Southwest Chief Operating Officer Mike Van de Ven and other executives whether the MAX should be grounded. According to a deposition by another Southwest executive, Van de Ven ordered that the airline simply follow the Boeing instruction, which was a bulletin telling pilots how they should handle a similar emergency — instructions that proved entirely inadequate just over four months later in Ethiopia. The filing also notes how top Southwest executives worked closely with Boeing’s leaders to deflect press attention and convince journalists there was no safety issue with the MAX. After a request from Boeing following the first MAX crash, Southwest’s chief pilot, Bob Waltz, spoke with journalists from The Wall Street Journal preparing a story and urged them to back off their sharpest angle. The legal filing details how he told them their “hypothetical scenario” of what happened on the Lion Air flight was off base and showed “a lack of understanding of the systems involved.” Next day, Van de Ven told Boeing’s then-CEO of the Commercial Airplanes unit Kevin McAllister in a text message that his team at Southwest had been “good wingmen for Boeing.” Last week, The Wall Street Journal was the first to report on the legal filing’s revelation of Southwest’s influence on the MAX. Airline spokesperson King said the plaintiffs “are regurgitating false and unfounded allegations improperly directed at Southwest and its leadership.” Pushback to new safety system The new cockpit alert that triggered Southwest concern and the ploy to install it on a single 737 NG was called the Roll Command Alerting System. This was developed in response to several accidents, including the Aeroflot-Nord flight 821 crash in Russia in 2008 that killed 88 people. A safety analysis team at Boeing led by Ludtke, and including engineer Curtis Ewbank who later turned whistleblower, determined that when a 737 banked too hard the autopilot reaction to level the plane could confuse the pilots as to what was happening. As in the Aeroflot-Nord crash, the pilot could think the autopilot was causing the excessive bank angle instead of trying to counter it, and turn the yoke the opposite way, only serving to increase the plane’s roll and flip the plane upside down. Developed to address this, RCAS is an aural alert in which a computer-generated voice tells the pilot to “Roll Right” or “Roll Left” as appropriate. RCAS was installed on the MAX as a direct result of Boeing’s decision that it needed the unrelated MCAS system. Once MCAS changed the flight control computer software, regulations required additional upgrades to meet the latest safety standards, one of which mandated that the autopilot not cause confusion in the cockpit. At that point, RCAS then became a certification requirement on the MAX. Boeing suggested to Southwest that it be offered as a retrofit on all the 737 NGs. Ludtke said that was a reasonable strategy. Rolling out the new RCAS system first on the 737 NG would both make those planes safer and reduce the work necessary to certify the MAX because there would be one less change from the NG. But Southwest balked at this plan, refusing to put RCAS on its fleet of NGs because of the potential for extra training needed. Later, Southwest came up with the alternative of installing it on one jet only and then deactivating it. Ironically, Ludtke, who now works for Dynon Avionics in Woodinville, said Southwest’s fear about RCAS requiring more pilot training was completely overblown. For the pilot, all that the system added was the voice directive to help decide which way to roll. “We avoided any new maneuvers. Pilots didn’t have to do anything except what they already knew to do,” he said. “I designed the risk out of it.” In the end, Boeing offered RCAS as an option at no cost to all 737 NG operators. Contrary to the worries of managers at Boeing and Southwest, it didn’t trigger any different level of pilot training. “It drove me crazy that they were worried about differences causing a problem,” Ludtke said. While RCAS was benign, MCAS was not. It was exactly such worries that led Boeing to minimize to the FAA the importance of MCAS and led Southwest to press Boeing to make sure it never appeared in the flight manuals. https://www.seattletimes.com/business/boeing-aerospace/legal-filing-reveals-southwest-airlines-proposed-a-ploy-to-deceive-faa-on-boeing-737-max/ Norwich receives DARPA grant to study effect of cockpit noise on pilots Vermont Business Magazine Norwich University, in partnership with Spotlight Labs, has been awarded a three-year $371,000 Small Business Innovation Research grant from the Defense Advanced Research Projects Agency (DARPA) to continue work on the Impact of Cockpit Electro-Magnetics on Aircrew Neurology (ICEMAN) project. This grant will fund research on Phase II of the ICEMAN project after Norwich and Spotlight completed Phase I of the study. Phase I of the project, also funded by DARPA, resulted in Spotlight establishing a research flight simulation lab at Norwich University. The lab(link is external) consists of five computer workstations that mimic flying F-16 fighter jets, with components to gather data to gauge pilots’ alertness, dexterity and performance. The lab uses software-embedded trackers and wearable technology to watch biometrics, including eye blinks and reaction times, to gauge pilot health and fatigue and determine whether electromagnetic and radio frequency (EM/RF) affects pilot physiology during virtual missions. The three-year grant is $1.5 million, of which Norwich's share is $371,000. These funds will support Psychology Professors Kevin Fleming and Matthew Thomas. Student research stipends will also be provided. Additional funds will further develop the capabilities of the lab allowing students to fly team missions and monitor the coordination of their efforts. Researchers will also be testing the SPYDR headsets - a helmet-mounted hypoxia sensor that gathers human biometric data - for measuring in-flight oxygen and heartrate variability, among other physiological variables. “The Flight Simulation Lab has already provided students with a fantastic opportunity to hone their flying skills while learning about avionics and human factors research,” Fleming said. “We look forward to making this a permanent facility in the Psychology Department for our students most interested in becoming pilots.” According to DARPA, the need stems from conditions inside the cockpit. “Current combat aircraft cockpits are flooded with radio frequency (RF) noise from onboard emissions, communication links, and navigation electronics, including strong electromagnetic (EM) fields from audio headsets and helmet tracking technologies.” Military pilots have reported cognitive performance issues during flights. It is thought that the radio frequency and electromagnetic fields in the aircraft’s cockpit might affect cognitive performance, perhaps causing task saturation, mis-prioritization, complacency and spatial disorientation. The ICEMAN project aims to see whether the combat cockpit’s electromagnetic environment influences the pilot’s cognitive and/or physiological sensor performance and provide feasible mitigation techniques. DARPA also reports that electromagnetic fields and radio waves in cockpits are not currently monitored. Little effort has been made to shield pilots from these fields and the potential impacts on cognition have not been assessed(link is external). Dr. Brian Bradke, a former U.S. Air Force pilot and F-16 pilot instructor and Norwich University professor, is chief operating officer and executive vice president of Spotlight Labs, an armed forces-veteran-owned human-performance analytics and sensor company. “Spotlight Labs is incredibly excited to be partnered with Norwich University and NUARI for this exciting work,” Bradke said. “As a fighter pilot, I’ve often found myself wondering how electromagnetic radiation or other environmental hazards might impact pilots, passengers and aircrew. The airborne environment is very unique, and it’s important that we fully characterize the physiological and cognitive effects it’s having on the human system. Only then can we implement strategies and invent new technologies to mitigate these effects, leading to healthier aircrew who are more efficient and effective in accomplishing their missions. The recognized psychological experts in Norwich’s psychology department, led by Dr. Kevin Fleming, are a welcome addition to Spotlight’s team of engineers, physiologists and data scientists. I really expect to see some amazing developments as the project unfolds over the next two years.” Spotlight Labs has headquarters in Haddonfield, New Jersey, and an engineering and flight test hub in Berlin, Vermont. The ICEMAN project aims to: 1) Measure and manipulate the ambient electromagnetic field and radio frequency noise in a typical cockpit. 2) Measure the potential effects of these electromagnetic stimuli on brain activity, physiology, behavioral responses and physiological sensing systems. 3) Demonstrate potential strategies to mitigate adverse effects on aircrew neurology and sensor function. During the project’s second phase, work will be directed at developing a next-generation sensor suite capable of measuring the ambient electromagnetic/radio frequency conditions in a military aircraft cockpit environment. Phase II experimentation goals will aim to identify any impacts of the cockpit electromagnetic/radio frequency conditions that negatively affect pilot cognitive function or physiological sensor function and develop and test various mitigation strategies to protect against these effects. Norwich University is a diversified academic institution that educates traditional-age students and adults in a Corps of Cadets and as civilians. Norwich offers a broad selection of traditional and distance-learning programs culminating in baccalaureate and graduate degrees. Norwich University was founded in 1819 by Captain Alden Partridge of the U.S. Army and is the oldest private military college in the United States of America. Norwich is one of our nation's six senior military colleges and the birthplace of the Reserve Officers’ Training Corps (ROTC). www.norwich.edu https://vermontbiz.com/news/2022/may/16/norwich-receives-darpa-grant-study-effect-cockpit-noise-pilots Curt Lewis