Flight Safety Information - September 20, 2022 No.181 In This Issue : Incident: Gol B38M near Belo Horizonte on Sep 15th 2022, engine shut down in flight : Incident: Republic E175 at New York on Sep 18th 2022, bird strike : Incident: ANA B788 near Osaka on Sep 17th 2022, loss of cabin pressure : Incident: Saudia B789 at Frankfurt on Sep 15th 2022, gear problem : Incident: Hop! CRJX at Marseille on Sep 18th 2022, engine shut down in flight : FAA rejects proposal to halve flight-time requirement for pilots as shortage prompts route cuts : The US Has Produced Over 9,000 New Pilots In The Last 12 Months : How do pilots know when airplane engines aren’t performing correctly? : Turkish Airlines refused to train Russian pilots : Russian ministry responds to UN and assures that flight safety meets international standards : How Wet and Contaminated Runways Affect Aircraft Braking And Handling : Boom's supersonic jet is facing a lack of interest from engine suppliers : Unresolved Negotiations With Engine Makers Causing Jet Airways’ Launch Delays : Bombardier Celebrates Entry-into-service of Challenger 3500 Launch Customer Aircraft : ROLLS-ROYCE PEARL 700 RECEIVES EASA TYPE CERTIFICATION : GRADUATE RESEARCH SURVEY Incident: Gol B38M near Belo Horizonte on Sep 15th 2022, engine shut down in flight A Gol Transportes Aereos Boeing 737-8 MAX, registration PS-GPF performing flight G3-1694 from Sao Paulo Guarulhos,SP to Salvador,BA (Brazil) with 174 passengers and 6 crew, was enroute at FL370 about 60nm south of Belo Horizonte,MG (Brazil) when the left hand engine (LEAP) failed. The crew shut the engine down and diverted to Belo Horizonte for a safe landing on runway 16 about 30 minutes after leaving FL370. The aircraft remained on the ground for about 51 hours before returning to service. https://avherald.com/h?article=4fe7eb57&opt=0 Incident: Republic E175 at New York on Sep 18th 2022, bird strike A Republic Airways Embraer ERJ-175 on behalf of American Airlines, registration N113HQ performing flight AA-4673 from Richmond,VA to New York La Guardia,NY (USA), was on approach to La Guardia's runway 22 when the left hand engine (CF34) ingested a bird. The aircraft continued for a safe landing on runway 22. The FAA reported: "AIRCRAFT INGESTED A BIRD IN THE NO. 1 ENGINE DAMAGING FAN BLADES, NEW YORK, NY." The aircraft is still on the ground in New York about 18 hours after landing. https://avherald.com/h?article=4fe7e4b2&opt=0 Incident: ANA B788 near Osaka on Sep 17th 2022, loss of cabin pressure An ANA All Nippon Airways Boeing 787-8, registration JA811A performing flight NH-88 from Miyako to Tokyo Haneda (Japan) with 239 passengers and 9 crew, was enroute at FL430 about 180nm westsouthwest of Osaka (Japan) when the crew donned their oxygen masks, released the passenger oxygen masks and initiated an emergency descent to 9,000 feet, descending through 10,000 feet about 6 minutes after leaving FL430, due to the loss of cabin pressure. The aircraft entered a hold and landed safely on Osaka Itami's runway 14R about 65 minutes after leaving FL430. A replacement Boeing 787-9 registration JA830A reached Haneda with a delay of 2:45 hours. The occurrence aircraft remained on the ground in Osaka for about 40 hours, then positioned to Haneda Airport. https://avherald.com/h?article=4fe7e0a8&opt=0 Incident: Saudia B789 at Frankfurt on Sep 15th 2022, gear problem A Saudi Arabian Airlines Boeing 787-9, registration HZ-ARC performing flight SV-9064 from Frankfurt/Main (Germany) to Riyadh (Saudi Arabia) with 2 crew, was climbing out Frankfurt's runway 18 when the crew stopped the climb at FL070 advising of a technical problem. The crew requested to descend to FL060 due to clouds ahead and to enter a hold and was cleared to descend and enter a hold. The crew subsequently advised they did have a technical problem with the landing gear, the gear was now down and locked and the aircraft would return to Frankfurt for a normal landing. The aircraft landed safely on runway 25L about 45 minutes after departure. The aircraft had returned to Frankfurt on Sep 12th 2022 on flight SV-180 first and was to position to Riyadh. The aircraft is still on the ground in Frankfurt 4 days after landing back. https://avherald.com/h?article=4fe7dd16&opt=0 Incident: Hop! CRJX at Marseille on Sep 18th 2022, engine shut down in flight A Hop! Canadair CRJ-1000 on behalf of Air France, registration F-HMLK performing flight AF-1806 from Marseille (France) to Amsterdam (Netherlands), was climbing out of Marseille's runway 31R when the crew stopped the climb at about 9500 feet due to an engine (CF34) failure. The engine was shut down, the aircraft returned to Marseille's runway 31R for a safe landing about 25 minutes after departure. The flight was cancelled. A passenger reported the crew announced an engine failure. The failure was rated severe. The occurrence aircraft is still on the ground in Marseille about 35 hours after landing back. https://avherald.com/h?article=4fe7d5cc&opt=0 FAA rejects proposal to halve flight-time requirement for pilots as shortage prompts route cuts • The FAA rejected a proposal to halve the number of hours required to become a co-pilot. • Republic Airways proposed to regulators in April that pilots be allowed to fly commercial passenger flights after 750 hours of flight time. • The FAA’s decision comes as airlines grapple with a severe shortfall of pilots. The Federal Aviation Administration on Monday said it has rejected a proposal to halve the number of hours required to become a co-pilot, as a severe shortage of aviators prompts carriers to cut routes. Republic Airways, which flies short routes for Delta, American and United, proposed to regulators in April that pilots be allowed to join an airline after 750 hours of flight time once they’ve completed the carrier’s training program. Normally, 1,500 hours of flight time are required before a new pilot can fly commercially, though there is an exception for certain military experience that cuts the requirement in half. The so-called 1,500-hour rule was passed after the fatal Colgan Air crash in February 2009 near Buffalo, New York. The crash also led to new requirements for a minimum period of rest for pilots before a flight. “The FAA considers it to be of greater public interest to ensure and maintain the level of safety provided by the foundation of an integrated aviation education required by” current criteria, the agency said in its decision, which was released a day ahead of a regional airline conference in Washington, D.C. The FAA’s decision comes as airlines grapple with a severe shortfall of pilots, which executives have blamed on service cuts, particularly to small cities. “We’re disappointed – but not surprised – that our petition to the FAA was not met with the review and engagement it deserves,” Republic CEO Bryan Bedford said in an emailed statement. https://www.cnbc.com/2022/09/19/faa-rejects-republic-airways-proposal-to-halve-pilot-training-hours.html The US Has Produced Over 9,000 New Pilots In The Last 12 Months ALPA cites FAA data that there is an increasing pilot supply. Therefore no need to relax pilot requirements. US government agrees. According to the Air Line Pilots Association (ALPA) research of Federal Aviation Administration (FAA) statistics, the United States has produced 9,087 newly certificated commercial airline pilots – nearly 2,500 more than in 2019. ALPA is publicizing this information in the hope of pushing back against reducing pilot training standards. Pilot output climbing Some airlines are manufacturing a “pilot shortage” and arguing to reduce training, weaken safety laws and hire inexperienced aviators for less pay. Safety standards endangered SkyWest's allegations of a pilot shortage to justify cutting safety regulations is opposed by ALPA. US airline executives want to work with deregulation efforts led by Republic Airways to require a minimum of 750-hour flying hours before flying a passenger airliner. SkyWest is also working towards Part 135 commuter air carrier authorization for a charter service having pilots with only 200 or 250 hours flying Essential Air Services connections in all weather conditions. The US regulatory minimum of 750 hours currently only applies to those pilots who have honorably left military flying service. Otherwise, it’s 1,500 flying hours following the Airline Safety and Federal Aviation Administration Extension Act of 2010, which has dramatically increased safety in US commercial flight. The reasoning behind those hour requirements is partly due to the desire for potential airline pilots to accrue experience flying smaller aircraft and preparedness to fly with the responsibility of other humans aboard before being placed with such responsibility. The hour requirements were also part of the FAA’s regulatory response to the crash of Colgan Air Flight 3407. ALPA is very concerned Captain DePete, in a September 15, 2022, address to ALPA's 131st Regular Executive Board, expressed that aviation has been transformed into "the safest transportation in humankind.” So, when Captain DePete hears of efforts to change to human pilots with fewer flying hours or even replace human pilots with automated pilots, he and ALPA speak up in public forums. DePete did say in a September 14, 2022, ALPA statement that, Since the passage of the Airline Safety and Federal Aviation Administration Extension Act of 2010 and the regulations that resulted, we have reduced airline passenger fatalities by 99.8 %. Yet, despite these lifesaving results underpinned by data, some in the airline industry are attempting to distort the facts and manipulate the indisputable data about pilot supply. ALPA will oppose with its full weight these and any other efforts to evade, undermine, weaken, or repeal first officer qualification, experience, and training requirements. To this end, ALPA engages in a tenacious public relations campaign and created a pop-up website to state its case. ALPA is one of the US commercial aviation unions lobbying airline executives to refrain from further stock buybacks. ALPA also has sponsored ads on news websites and traveling billboard trucks. Mobile billboard of ALPA - Flights are cancelled. Passenger safety could be next. Traveling billboards like these will be deployed by ALPA in Washington D.C. and other areas where ALPA can pressure to retain safety standards. Photo: ALPA via Flickr Nonetheless, according to the website, as mentioned earlier, ALPA does want a “robust pilot pipeline” where ALPA supports financial aid for student pilots, advertising for aviation industry opportunities, and efforts to increase diversity. ALPA also advocates for “a fair wage” as a tool for recruiting and retaining future aviators. US Government positions US Dept. of Transportation Deputy Secretary Polly Trottenberg: “We fully support Congress’ establishment of the 1,500-hour requirement for commercial flights. For US Department of Transportation Secretary Pete Buttigieg, this is a matter of, “The United States of America should be able to have a robust aviation system without watering down our expectations on safety.” The Secretary’s office also halted SkyWest from removing Essential Air Service connections in March 2022, making clear his office would stand up to SkyWest Airlines. Deputy Secretary Polly Trottenberg went farther at an ALPA event, saying, according to an ALPA webpage, “We fully support Congress’ establishment of the 1,500-hour requirement for commercial flights.” Trottenberg also supported the ALPA priority of secondary flight deck barriers. Nonetheless, ALPA intends to remain professionally persistent. In the words of ALPA President Joe DePete; We select our audiences, we target our message, and everyone involved in aviation policy should feel confident that ensuring the United States maintains these life saving first officer requirements will be and remain the priority of our union as Congress reauthorizes the FAA. Do you believe ALPA will be successful in upholding minimal hour standards? Let us know why with civility in the comments, please. Source: ALPA "Trained for Life" Website https://simpleflying.com/us-over-9000-new-pilots-12-months/ How do pilots know when airplane engines aren’t performing correctly? The engines are one of the most important parts of a modern airliner. Without them, the wings would not be able to generate lift to get airborne, the cabin and flight deck would have no electricity and, in most aircraft, you wouldn’t have suitable air to breathe. As a result, knowing how the engines are performing is key information for the pilots to know at all times. These days, extensive engine performance data is sent not only to the screens in the flight deck but automatically broadcast to the airline's and engine manufacturer’s operations centers. If an engine has a problem, the teams on the ground will know about it almost as soon as the pilots. So how is this data displayed to the pilots, what does it mean and how do we deal with situations when the engines suffer a malfunction? How jet engines work Before diving into the technicalities of the engine, it’s useful to have an understanding of how it works. A turbofan engine, such as the Rolls-Royce Trent 1000 found on the Boeing 787 Dreamliner, has four key stages, colloquially known as "suck, squeeze, bang and blow." The front stage of the engine, the massive set of blades you'll see while boarding an aircraft via steps, is known as the fan. It's just the first of many rotating sets of blades through the engine. The purpose of the massive fan is to suck air into the engine. From here, you may be surprised to know that up to 90% of this air doesn’t actually go through the core of the engine. Instead, it bypasses the core and exits out the back of the engine. I'll explain why in a bit. The other 10% of air then passes through more sets of rotating blades which compress (squeeze) the air, increasing its pressure. From here, it passes into the combustion chamber of the engine, where it's mixed with fuel and ignited, causing an explosion (the bang) and an increase in heat and energy. This hot air then passes (blows) out the back of the engine through rotating turbine blades. Here, it meets with the cold bypass air, causing the thrust to increase further, which drives the aircraft forward. It may seem odd, but the compressors and fan at the front of the engine are actually powered by the turbines downstream of them. As a result, to get them moving during the engine start process, they need power either from high-pressure air from the auxiliary power unit (a small engine in the tail of the aircraft) or, in the case of the 787, from an electrically powered motor. Once the engine is running and self-sustaining, the extra assistance is no longer needed. The thrust generated by the engine is proportional to the amount of fuel injected into the combustion chamber. So, to increase engine power, the pilots push the thrust levers forward. This sends an electrical signal to the engines to increase the amount of fuel flowing into the combustion chamber. This increases the speed of the turbines, which also increases the speed of the compressors and fan. Engine parameters With such a complex machine, there is a lot going on while an engine is in motion. As a result, the most important parameters of how the engine is performing are fed to the flight deck and displayed on the screens for the pilots to monitor. Turbine pressure ratio As mentioned, the turbines use the hot air created in the combustion chamber to turn the fan and compressors via the engine shaft. So, as this energy is taken out of the air to drive the turbines, the air temperature and pressure also drop. The ratio of the air pressure exiting the turbine versus the air pressure entering the turbine just after the combustion chamber is called the turbine pressure ratio. The TPR — called "teeper” by pilots— is how much thrust the engine is producing. If there is little fuel flowing into the combustion chamber, the air pressure entering the turbine is not too different from the air pressure leaving the turbine so the thrust produced is low, giving a low TPR value. However, if lots of fuel is sprayed into the combustion chamber, the pressure of the air coming out is much higher than that entering, resulting in high thrust and a high TPR. Pilots use the TPR gauges in the flight deck quite simply to see how much thrust each engine is producing. N1 Unlike the TPR gauge, which shows us a difference in pressure between two different parts of the engine, the N1 values are measurements of the speed of a part of the engine, displayed as a percentage of the maximum. The N1 stage of the engine includes the front fan and both the low-pressure compressor and the low-pressure turbine, which are all connected by the drive shaft. Not all aircraft have TPR gauges, so operators use N1 as the primary indication of the engine speed and thrust being produced. If the TPR sensing and indicating system were to fail, the N1 readings provide accurate engine speed indications. Exhaust gas temperature The exhaust gas temperature provides an indication of how hot the air is exiting the rear of the engines just after the turbines. Quite often we’ll notice that the EGT on one engine is somewhat hotter than the other. This is normally due to the fact that one engine is a little older than the other. When an engine reaches a certain number of operational hours, it must be removed from the wing and given a serious overhaul. During routine maintenance, engineers will often remove one engine for an overhaul, keeping the other engine on the wing if its remaining hours are sufficient. This means that the replacement engine will be somewhat newer than the engine that remained on the aircraft. When pilots notice that the EGT on one engine is a little hotter than the other, it’s normally a good indication that that engine is the older of the two. A higher-than-normal EGT can also indicate an engine surge or stall, a failure or a tailpipe fire. N2 The N2 indication refers to the speed of the high-pressure compressor and the high-pressure turbine. While not particularly useful once the engine is up and running, pilots do monitor it during the engine start. As mentioned, at this stage the engine is being turned by air from the APU or via an electric motor. Keeping an eye on the N2 rotation gives us an indication of how well the start process is going and, more to the point, if a problem is about to occur. N3 The N3 only appears on engines that have a third spool stage, like the Rolls-Royce Trent 1000 engine on the 787, and is an indicator of the high-speed section of the engine. Like the N2, it is normally only of use during the engine start but a rapidly fluctuating N3 can be a sign of an engine surge or stall. In the case of an engine problem, zero rotation of the N3 section is a good indication of severe damage to the engine, leading us toward safely shutting the engine down. Fuel flow The fuel flow indication shows us how much fuel the engine is using per hour in thousands of kilograms. I know from experience that the aircraft uses roughly 5 tons an hour, so the fuel flow gauges should show around 2.5 on each side. If one flow rate is slightly higher, it is normally an indication that the engine is a little older than the other. A higher EGT value will back up this theory. However, if the flow rate is much higher, it could be a sign of something much worse — a fuel leak. If this is the case, we would pay extra attention to regular fuel checks to see how our estimated fuel on arrival is doing. If it continues to indicate at or above our planned remaining fuel, we are fine. However, if it looks like there is a significant leak that will result in us landing with less than our planned fuel, we may have to shut the engine down and divert the aircraft to a nearby airport. Oil pressure Like in any engine, oil is important to keep the parts lubricated and moving. It also acts as a coolant and cleaner. During normal operation, the oil pressure must remain within certain limits to ensure that it keeps flowing around the engine. If the pressure starts to drop, the engine could fail if the pilots don’t do something about it quickly. The aircraft alerting system will display the "ENG OIL PRESS" checklist. This instructs the crew to reduce the power on one of the engines until the oil pressure message disappears. If the message still remains, they must shut the engine down before the lack of pressure causes severe damage to the engine. Oil temperature The oil temperature is key to ensuring it is at its prime viscosity or fluidity. On cold days when the outside temperature can be well below freezing, it can often take a little while for the oil temperature to reach the correct operating level after starting the engine. As with the pressure, if the oil temperature gets too high, the "ENG OIL TEMP" checklist is performed by the crew, leading them to shut the engine down if they are unable to keep the temperature within certain limits. Oil quantity Finally, the amount of oil is also important. Over time, oil gets used up and the quantity levels will fall. Before each flight, engineers check the oil levels and top them up as required before the aircraft departs. However, if there has been a structural failure in the engine — like an oil pipe becomes loose — the oil quantity may decrease in flight. Related: What is jet fuel and how does it work? Vibration A modern jet engine is made up of thousands of parts, all expertly assembled with supreme accuracy. The blades that make up the fan, compressors and turbines need to balance each other out as they spin around thousands of times a second. As a result, they have to be weighed with an accuracy of 0.003%. If one of the blades becomes damaged, it can cause an unbalancing of the disc which causes vibration. Such damage is normally caused by a birdstrike or ingestion of FOD (foreign object debris), a failure of another blade or icing. The vibration display shows the correct level of vibration detected by the engine. If this value reaches four units, the crew is alerted. In its own right, high engine vibration is nothing to worry about. However, it could indicate that something else is wrong with the engine. Therefore, it acts as the pilot's cue to examine the other engine parameters to find a source of the problem and think about a plan of what to do should they have to shut down the engine. Bottom line Keeping a close eye on how our engines are performing is key to completing a safe flight. By knowing what is going on at each stage of the engine, we are able to monitor exactly how the engine is performing and take proactive steps should things start to go awry. https://thepointsguy.com/news/how-do-pilots-know-their-engines-are-working-correctly/ Turkish Airlines refused to train Russian pilots The training center of the Turkish Airlines airline company refused to hold classes on flight simulation simulators with Russian pilots. This was reported by The Inside with reference to the Russian airline, reports League.net. The official letter from the Turkish Airlines training center states that the decision was made due to increased sanctions by the European Aviation Safety Agency. If an aviation training center in Turkey continues to train Russian pilots, EASA may revoke its certificate. Experts believe that others will inevitably follow the Turkish pilot training center. According to most experts, without training on simulators, the safety of flights in Russia will decrease dramatically, especially on Boeing B777 or Airbus A350 airliners. And Russian pilots will become unfit for work. https://qirim.news/en/novosti-en/turkish-airlines-refused-to-train-russian-pilots/ Russian ministry responds to UN and assures that flight safety meets international standards The press service of the Russian Transport Ministry reported on Saturday (17), in response to the International Civil Aviation Organization (ICAO) warning about the threat to the safety of flights on the aircraft of Russian airlines that the country is still adhering to international standards. «The safety of flights on the aircraft of Russian airlines is guaranteed at a high level and meets all international standards. Thus, the information of ICAO, which issued a «warning about the threat to the safety of flights of Russian airlines», does not correspond to the real state of affairs,» the report said. As noted in the Transport Ministry, ICAO’s doubts about flight safety arose as a result of the so-called «double» registration of aircraft. At the same time, maintenance and control over the airworthiness of re-registered aircraft continue to be carried out under the leadership of the Federal Air Transport Agency (Rosaviatsia) in accordance with world aviation rules, the ministry added. According to the Transport Ministry’s press service, at the opening of the ICAO Assembly on September 27, the Russian side will convey to its colleagues the position that the unilateral decisions of several countries to close their airspace to Russian carriers and suspend airworthiness certificates are purely political in nature. «In addition, ICAO is currently considering a complaint by the Russian Federation against the aeronautical authorities of Bermuda, which are responsible for the so-called ‘double’ registration of aircraft,» the message adds. As per our media partner Aeroin, soon after the invasion of Ukraine and introduction of Western sanctions, Russia launched an accelerated procedure of re-registration of foreign aircraft to the Russian registry. This action came against the backdrop of the decision by the aeronautical authorities in Bermuda and Ireland (where most of the Russian airlines’ aircraft were registered) to revoke the certificates of airworthiness of foreign-made aircraft used by Russian carriers. This decision was made allegedly due to the inability of the authorities in these countries to verify the safety of the aircraft. According to the Russian Federation, such a move by the aeronautical authorities of Bermuda and Ireland was «the actual denial of these authorities of control over aircraft and responsibility for compliance with the relevant provisions of the Chicago Convention.» https://www.aviacionline.com/2022/09/russian-ministry-responds-to-un-and-assures-that-flight-safety-meets-international-standards/ How Wet and Contaminated Runways Affect Aircraft Braking And Handling The laws of ground dynamics also apply to an aircraft as it strolls on the ground. Anyone who has driven a road vehicle would be aware of the difficulties faced in braking and handling on a wet road. On a wet road, the braking efficiency is reduced and thus, if you are not careful with those brakes, your vehicle might slip and go into a dangerous situation. The laws of ground dynamics also apply to an aircraft as it strolls on the ground. So, when taking off and landing in wet and contaminated conditions, things get a bit complex. The difference between a wet and a contaminated runway In aviation and aero engineering, there is a distinct difference between a wet runway and a contaminated runway. According to EASA, a wet runway is defined as follows: ‘Wet runway’ means a runway of which the surface is covered with water, or equivalent, less than specified by the ‘contaminated runway’ definition or when there is sufficient moisture on the runway surface to cause it to appear reflective, but without significant areas of standing water. For practical purposes, the standing water should not exceed 3 mm on a wet runway. A wet runway has a shiny appearance. A contaminated runway is defined by EASA as follows: ‘Contaminated runway’ means a runway of which more than 25% of the runway surface area within the required length and width being used is covered by the following: Surface water more than 3 mm (0.125 in) deep, or by slush, or loose snow, equivalent to more than 3 mm (0.125 in) of water; snow which has been compressed into a solid mass which resists further compression and will hold together or break into lumps if picked up (compacted snow); or Ice, including wet ice. One might wonder why they are differentiated. The reason is that the braking capability of an aircraft is different when on a wet runway compared to on a contaminated runway. There is a significant difference between the frictional coefficient of a wet runway and that of a contaminated runway. This drastically affects the braking. On a wet runway, the braking is reduced due to the formation of a film of water around the tire which prevents it from touching the surface. This may lead to something called hydroplaning, which will be discussed later. When it comes to contamination, there are two types. One is fluid contamination, and the other is hard contamination. A fluid-contaminated surface or runway is contaminated with water or slush. This reduces friction like that of a wet runway, but in this case, the reduction is more severe. In such a runway, there is a little increase in braking due to the presence of displacement drag and impingement drag. The displacement drag is caused by the displacement of water or fluid from the path of the tire. The impingement drag is caused by fluid hitting the fuselage and other parts of the aircraft as the aircraft. A hard contaminated runway, as the name suggests, is a runway with hard contaminants. Ice and compacted snow are an example of hard contaminants. When a wheel rolls over such contaminants, they do so with reduced friction than on a dry runway. Compact snow on the runway is a hard contaminate. A look at Hydroplaning There are three types of hydroplaning. Dynamic, viscous, and reverted rubber hydroplaning Dynamic hydroplaning In dynamic hydroplaning, the water fails to escape the tire footprint area. This floats the tire off the runway reducing the effectiveness of braking because the contact between the tire and the runway is eliminated. The formula for dynamic hydroplaning is given by 9 x square root of tire pressure. Viscous hydroplaning Due to the viscous properties of water, it acts like a lubricant. When water acts like so, the tire may fail to break through the layer. This is similar to dynamic hydroplaning as it reduces the contact between the tire and the runway and reduces the effectiveness of breaking. To prevent viscous hydroplaning, runways are grooved. This breaks the water film and prevents a layer from developing. Reverted rubber hydroplaning This is one of the most interesting types of hydroplaning. This type of hydroplaning occurs when the wheels lock up. This locking up generates enough heat to convert the water between the tire and the runway into steam. This lifts the wheel off the runway reducing the braking. Flight Safety Investigation Report by Canadian Armed Forces Reverted Rubber Hydroplaning can cause flat spots on the tire. Investigation Report by Canadian Armed Forces To prevent reverted rubber hydroplaning, airplanes use anti-skid systems. If not available, pilots must use light brake applications to prevent the wheels from lock-up. How wet and contaminated runways affect aircraft handling on the ground The wet and contaminated runways affect aircraft handling mainly on landing. When pilots apply braking after touchdown, a frictional force is developed. This frictional force mainly depends on two factors. One on the load on the aircraft (its weight) and the coefficient of friction (depends on surface conditions). So, it can be written as: Frictional force = Weight x Coefficient of Friction When the wheels of the aircraft (tires) are acting straight in the direction of the motion of the aircraft, the frictional force acts straight against the motion of the aircraft. However, this rarely happens. Airplanes are affected by winds, and when landing, the wind rarely blows straight against the aircraft. There always exists a side wind which is known as the crosswind component. This means that when the aircraft touches down, the direction of its wheels and the direction of its motion is not the same. The angle between the direction of motion of the aircraft and the direction of wheels is known as the yaw angle. When landing, there always exists a crosswind component. When landing in such conditions, a lateral force develops on the tire known as the cornering force. The cornering force is developed due to the slight deformation of the tire due to the difference is aircraft motion and the tire. This is the same force that allows a car to turn without it going off the road. For an airplane that lands with yaw, it is this cornering force that tries to straighten it on the runway. If you have seen those crosswind landing videos on YouTube, you would have noticed airplanes touching down sideways. And as soon as the wheels contact the runway, the aircraft straightens. This happens automatically due to the cornering force. If the cornering force is low or if it does not exist, the centrifugal force that is developed due to inertia can make the aircraft slide off the runway. Airbus XWB After landing in a "crab", the aircraft realigns with the runway automatically. When an airplane lands with yaw, the frictional force is no longer straight as it splits between the cornering force and the braking force. So, if the pilot brakes too much, it can reduce his or her ability to steer the aircraft. On a hard dry runway, the frictional force is quite strong, and thus the pilot has more to play with as he or she can easily brake and still have enough cornering force. ATR Runway On a wet or a contaminated runway, the frictional forces are lower when compared to a dry runway. However, when the runway is contaminated, the frictional force is small, and the pilot has less to play with. He or she may have to choose between braking and controlling the aircraft. If the pilot feels that he or she is losing directional control on a wet or contaminated runway, particularly with a strong crosswind, releasing brakes can increase the cornering force and help to get back on the runway center line. ATR The relationship between braking and cornering. On a slippery runway, the reverse thrust can also be detrimental to steering with crosswinds. With the aircraft landing sideways, the reverse force is split into a vertical and a horizontal component. This horizontal component, plus the crosswind component, tries to push the aircraft out of the runway. To prevent this, the cornering force must work a bit extra. So, stowing the reversers and preventing the development of a reverser horizontal component can help to gain control of the aircraft when landing on a wet or contaminated runway with strong crosswinds. How stowing reversers can give more steering in slippery conditions in strong crosswinds. Due to the connection between crosswinds, braking, and cornering, aircraft manufacturers reduce the maximum crosswind component for landing on a wet or contaminated runway. For example, the Airbus A320 has a maximum crosswind component of 38 knots on a dry runway. But this is reduced to 20 knots on a runway with standing water exceeding 3 mm. How should pilots land on a wet or a contaminated runway Understanding the conditions It is always important for a pilot to fully understand the condition of the runway he or she is trying to land or take off from. Usually, the ATC asks pilots who have landed previously about braking efficiency. These PIREPs (Pilot Reports) can be quite helpful. If the pilot feels that the provided information is not enough and it is too risky to land, some other runway with better conditions can be chosen. Or he or she could enter a hold until the conditions get better. If this cannot be guaranteed, the safest option is to divert to another airport. Pilots these days are provided with sophisticated onboard software which can calculate aircraft performance, such as landing distances with a push of a button. All one must do is enter the prevailing conditions. This can be used to assess the performance of the aircraft before the approach is started to make the landing. The importance of a stabilized approach and the use of correct landing technique When landing on a wet or contaminated runway, it is paramount to be stabilized. The aircraft must be kept on the correct glide path, and the approach speed must be maintained to the dot. The faster the landing, the more runway that is required to stop the aircraft. If not stabilized, the reduced braking of a wet or contaminated runway can lead to a runway overrun. Landing on the correct spot with the correct approach speed is quite essential on a wet or a contaminated runway. The landing should be firm and floating over the runway for a smoother touch-down should be avoided. A firmer landing allows the water film on the runway to break, reducing hydroplaning. It also allows for quicker extension of ground spoilers. Landing on spot also increases the available runway, which means that the pilot has more runway to stop the aircraft which is quite important on a runway with less braking efficiency. https://simpleflying.com/wet-contaminated-runways-braking-handling-effects/ Boom's supersonic jet is facing a lack of interest from engine suppliers Manufacturers say supersonic travel is 'tangential' and are focusing on efficiency instead. Boom reportedly can't find an engine manufacturer for its supersonic airplane Boom recently lost its jet engine partner for the Overture supersonic jet, and other major engine manufacturers aren't interested in the project either, Insider has reported. After Boom signed an "engagement agreement" with Rolls-Royce for supersonic jet engines back in 2020, the latter announced last week that it had left the project. Now, other major jet engine manufacturers including Pratt & Whitney, GE Aviation, Honeywell and Safran Aircraft Engines have told FlightGlobal they're not currently interested in supersonic aircraft. Boom said that the project is still on track, though, and that it will soon announce an engine partner. "We can reconfirm our intention to announce Boom's selected engine partner and transformational approach for reliable, cost-effective, and sustainable supersonic flight, later this year." Boom told Insider. The company has 20 airplanes on order from American Airlines and 15 from United. It plans to build build a factory in California and start flying passengers by 2029. For its part, Rolls-Royce said that "after careful consideration... [we] have determined that the commercial aviation supersonic market is not currently a priority for us and, therefore, will not pursue further work on the program at this time." After careful consideration, Rolls-Royce has determined that the commercial aviation supersonic market is not currently a priority for us and, therefore, will not pursue further work on the program at this time. There are a limited number of other manufacturers capable of developing a supersonic jet engine, and all of the biggest ones said that it's not in their plans. Honeywell, Safron and GE shut down the idea, while Pratt & Whitney stated that supersonic travel is "tangential" to its business. Pratt & Whitney cited efficiency as an issue for supersonic jets, and other manufacturers said they're focused on reducing fuel-burn. That's the primary direction for the industry right now, given criticism of air travel's contribution to global warming. In addition, the International Civil Aviation Organization (ICAO) recently bashed supersonic travel, noting in a report that it would use 7-9 times more fuel per passenger, per kilometer, than subsonic jets. Boom has said that it would offset its carbon output through the use of sustainable aviation fuel (SAF). However, the ICAO report said that would be a poor use of scarce SAF fuels, given the high fuel burn compared to a regular jet. It also noted that "the high cruise altitude of supersonics increases the residence time of emissions significantly." https://www.engadget.com/boom-engine-manufacturer-supersonic-airplane-093618078.html Unresolved Negotiations With Engine Makers Causing Jet Airways’ Launch Delays The airline is yet to finalize aircraft and engine contracts ahead of its relaunch. Jet Airways is still talking with engine and aircraft manufacturers. Jet Airways has to iron out some issues before launching operations later this year. The airline's new owners, the Kalrock-Jalan consortium, were keen on launching the airline in September, but ongoing talks with engine and aircraft makers and previous lenders are reportedly delaying the plans. Talks on with engine makers Jet Airways (Jet) is unlikely to relaunch operations this month as it is still negotiating terms and contracts with aircraft and engine makers. The team led by the Kalrock-Jalan consortium is working hard to resurrect the airline following its bankruptcy in 2019. Since then, it has taken numerous steps, including getting the insolvency resolution plan approved by the National Companies Law Tribunal (NCLT) in June 2021 and getting the air operator certificate (AOC) earlier this year. However, navigating through its past baggage and finalizing aircraft and engine deals is proving to be a little trickier than anticipated. Jet's new chief Sanjiv Kapoor commented, “Starting or restarting an airline is a complex business and we want to be sure we take the time to get the best possible terms and contracts for both aircraft and engines, including maintenance contracts, as well as to receive aircraft configured the way we want them, to meet our strategic requirements and to secure our future. If that takes a little more time to get right, that is fine. As the saying goes, ‘act in haste, repent at leisure.” Negotiating costs According to a report by The Economic Times, Jet wants engine makers Pratt & Whitney or CFM to bear a larger share of the costs whenever an engine is replaced. It notes that new engines like P&W's GTF and CFM's Leap are replaced more frequently than their predecessors, especially in the environmentally harsh conditions in India. An executive at an engine maker told ET, “Negotiations have been on for weeks. Jet does want its pound of flesh.” Jet is looking at engine contracts carefully. Another person familiar with the matter said that the contractual terms in the leasing contract would also influence those in the ultimate purchase contract for engines. Jet is probably looking at the contracts very carefully and wants to avoid a situation of having to spend more on engines than airframes. Problems with lenders Another possible roadblock for Jet at the moment seems to be its previous lenders, who are still owed large sums of money. In July, the group of lenders threatened the carrier with insolvency if it did not pay them the proceeds from rentals of its aircraft. Led by the State Bank of India, the lenders' consortium has stated that they will provide a no-objections certificate to Jet only after the new owners commit to a timeline for implementing the debt resolution plan. Jet Airways CEO said on Twitter that they're working towards starting sale soon. However, Jet's new owners believe that the NCLT proceedings have no influence on the carrier's future plans and business. The airline is busy working out the last-minute details and hopes to open for sale by October. https://simpleflying.com/jet-airways-launch-delays/ Bombardier Celebrates Entry-into-service of Challenger 3500 Launch Customer Aircraft • Built on the best-selling super mid-size platform, the Challenger 3500 aircraft combines a luxury cabin experience with performance, reliability, best-in-class operating costs and a smooth ride in a single market-leading package • Aircraft’s advanced features ensure Bombardier’s competitive advantage and continued leadership in its segment • Aircraft will be on static display at NBAA 2022 in Orlando, Florida as it begins demonstration operations MONTREAL, Sept. 20, 2022 (GLOBE NEWSWIRE) -- Bombardier announced today that its new award-winning Challenger 3500 business jet, destined for the program’s launch customer, Les Goldberg, Chairman and CEO of Entertainment Technology Partners, has entered into service. Mr. Goldberg, a long-time Bombardier customer, was previously announced as the launch customer for the new super mid-size aircraft at NBAA 2021 and will take ownership of the aircraft later this year. The latest evolution in the highly successful Challenger lineage, the Challenger 3500 aircraft offers many of the features of the company’s ultra-luxurious Global family as standard equipment, including Bombardier’s stylish and exclusive Nuage seat. The aircraft’s advanced design also prioritizes passenger wellness, with a dramatically lower cabin-pressure altitude that engenders a more pervasive sense of comfort and well-being. “Our Challenger 3500 business jet is clearly the right aircraft for today. Customers are impressed by the aircraft's elevated experience, from the comfort and sustainability of its cabin to cost efficiency to reliability. And our teams have done an amazing job delivering this aircraft to market in less than a year since it was launched,” said Éric Martel, President and CEO, Bombardier. “We congratulate Mr. Goldberg on being an early adopter of this ground-breaking aircraft, and we are delighted to share this proud milestone with him.” The Challenger 3500 aircraft further adds to its string of innovations with the industry’s first voice-controlled cabin to manage lighting, temperature and entertainment systems, the first wireless chargers throughout the cabin and the only 24-inch, 4K display in its class. The technologically advanced Challenger 3500 flight deck includes a standard-equipped auto throttle system and offers the most baseline features in its class. The next-generation Challenger 3500 business jet has been garnering accolades since the program was launched in September 2021. In April 2022, the aircraft won one of the most sought-after international distinctions for design and innovation excellence, the Red Dot: Best of the Best Award. “As a previous owner of a Challenger 350 business jet, I can say with confidence that Bombardier has hit all the right notes in creating a next-generation aircraft. The cabin interior is spectacular, and I appreciate the added comfort and productivity that these new features will bring to our worldwide travels. I’m very proud that Entertainment Technology Partners is right at the start of this exciting next chapter in the Challenger evolution,” said Mr. Goldberg. In line with Bombardier’s commitment to the environment, the Challenger 3500 aircraft is designed and manufactured with sustainability in mind. It is the first business jet in the super mid-size segment to have an Environmental Product Declaration published, documenting the aircraft’s environmental footprint over its lifecycle. In the cabin, a range of high-end, environmentally friendly choices make it possible for customers to opt for up-cycled fabrics, alternative types of wood and natural fibre-based materials without compromising style or comfort. The aircraft also allows flight crews to optimize fuel efficiency and lower CO2 emissions, using a unique eco app, a first in the business aviation industry. Bombardier’s iconic Challenger family – the best-selling super mid-size platform for the past seven years – is the platform of choice among top corporate flight departments and charter operators worldwide. Attendees of NBAA 2022 are welcome to come visit the newly delivered Challenger 3500 aircraft in person where it will be on static display in Orlando, Florida from October 18-20. About Bombardier Bombardier is a global leader in aviation, focused on designing, manufacturing, and servicing the world's most exceptional business jets. Bombardier’s Challenger and Global aircraft families are renowned for their cutting-edge innovation, cabin design, performance and reliability. Bombardier has a worldwide fleet of approximately 5,000 aircraft in service with a wide variety of multinational corporations, charter and fractional ownership providers, governments, and private individuals. Bombardier aircraft are also trusted around the world in special-mission roles. Headquartered in Montréal, Québec, Bombardier operates aerostructure, assembly and completion facilities in Canada, the United States and Mexico. The company’s robust customer support network includes facilities in strategic locations in the United States and Canada, as well as in the United Kingdom, Germany, France, Switzerland, Italy, Austria, the UAE, Singapore, China, and an Australian facility opening in 2022. For corporate news and information, including Bombardier’s Environmental, Social and Governance report, visit bombardier.com. Learn more about Bombardier’s industry-leading products and customer service network at businessaircraft.bombardier.com. Follow us on Twitter @Bombardier. Bombardier, Global, Challenger, Challenger 350, Challenger 3500, and Nuage are registered or unregistered trademarks of Bombardier Inc. or its subsidiaries. For Information Anna Cristofaro Manager, Communications and Public Relations Bombardier 514-855-8678 A photo accompanying this announcement is available at https://www.globenewswire.com/NewsRoom/AttachmentNg/ce4169f5-030c-41f4-964c-b5e7542d3c7a https://www.corsicanadailysun.com/national/bombardier-celebrates-entry-into-service-of-challenger-3500-launch-customer-aircraft/article_372eedca-1799-5045-aec5-2c1996ed19de.html ROLLS-ROYCE PEARL 700 RECEIVES EASA TYPE CERTIFICATION The Pearl® 700, the exclusive engine for the brand-new Gulfstream Aerospace Corp.® flagship business jet aircraft Gulfstream G700™ and Gulfstream G800™, has received official certification by the European Union’s Aviation Safety Agency (EASA). The pioneering engine, which was developed at the Rolls Royce Centre of Excellence for Business Aviation engines in Dahlewitz, Germany, was custom-designed to power two of Gulfstream’s latest products, enabling them to fly ultra-long-range missions nearly as fast as the speed of sound. During the comprehensive test programme, the engine demonstrated exceptional performance operating at sea-level and altitude conditions on both conventional jet fuel and 100% Sustainable Aviation Fuel (SAF). It proved its ability to withstand bird-strike, ice, hail and water ingestion as well as passing the critical fan blade containment test, during which a fan blade is deliberately released at maximum speed. Testing was conducted at various Rolls-Royce locations in Europe and North America, including Dahlewitz in Germany; Bristol in the UK; Manitoba and Montreal, Canada; the Rolls Royce outdoor jet engine testing facility, located at NASA’s John C Stennis Space Centre, Mississippi, USA; as well as the altitude test bed at AEDC (Arnold Engineering Development Center) in Tullahoma, Tennessee, USA. Dr. Dirk Geisinger, Director – Business Aviation, Rolls-Royce, said: “Receiving the EASA certification for our Pearl 700 engine makes us very proud, as it illustrates once again Rolls Royce’s unique capabilities to design, test, build and certify pioneering aircraft engines. It also reflects the dedication of our global team to support Gulfstream and the entry into service of the G700 and G800. We have worked closely with EASA and Gulfstream to achieve this certification and I would like to thank them both for their support.” “The G700 and G800 can deliver their impressive performance capabilities thanks to the Rolls-Royce Pearl 700 engines and the advanced Gulfstream wing and winglet on the two aircraft,” said Mark Burns, President, Gulfstream. “With these powerful advancements, Gulfstream customers can reap the benefits of large cabins with enhanced comfort over the worldwide flights the G700 and G800 can accomplish.” The Pearl 700 combines the Advance2 engine core, the most efficient core available across the business aviation sector, with a brand-new low-pressure system, resulting in an eight per cent increase in take-off thrust at 18,250lbf compared to the BR725 engine. The engine offers a five per cent higher efficiency, while maintaining its class-leading low noise and emissions performance. The result is an engine that is highly efficient, but also able to propel customers as fast as Mach 0.925. Designed for outstanding reliability, the Pearl 700 engine is supported by industry-leading Rolls Royce CorporateCare® Enhanced, the most comprehensive service programme in business aviation. CorporateCare Enhanced offers substantial financial and operational benefits to customers, increasing asset value and liquidity, mitigating maintenance cost risk and protecting against the unforeseen costs of unscheduled events anywhere in the world. Increased aircraft availability, reduced management burden, full risk transfer, direct priority access to the Rolls-Royce services infrastructure and remote site assistance are further customer benefits. The Pearl engine family is part of the Rolls-Royce IntelligentEngine vision of a future where product and service become indistinguishable thanks to advancements in digital capability. As well as a new-generation Engine Health Monitoring System that introduces advanced vibration detection, the family benefits from the incorporation of advanced remote engine diagnostics. It is also enabled for bi-directional communications, allowing for easy remote reconfiguration of engine-monitoring features from the ground. Cloud-based analytics, smart algorithms and Artificial Intelligence continue to play an increasing role in delivering exceptional levels of availability and greater peace of mind for our customers. For high-res images please see here: https://www.flickr.com/photos/rolls-royceplc About Rolls-Royce Holdings plc 1. Rolls-Royce pioneers the power that matters to connect, power and protect society. We have pledged to achieve net zero greenhouse gas emissions in our operations by 2030 (excluding product testing) and joined the UN Race to Zero campaign in 2020, affirming our ambition to play a fundamental role in enabling the sectors in which we operate achieve net zero carbon by 2050. 2. Rolls-Royce has customers in more than 150 countries, comprising more than 400 airlines and leasing customers, 160 armed forces and navies, and more than 5,000 power and nuclear customers. 3. Annual underlying revenue was £10.95 billion in 2021, underlying operating profit was £414m and we invested £1.18 billion on research and development. We also support a global network of 28 University Technology Centres, which position Rolls-Royce engineers at the forefront of scientific research. 4. Rolls-Royce Holdings plc is publicly traded company (LSE: RR., ADR: RYCEY, LEI: 213800EC7997ZBLZJH69) For further information, please contact: Stefan Wriege Head of External Communications – Civil Aerospace – Germany Rolls-Royce Deutschland Ltd & Co KG Tel +49 (0) 171 6130802 Email stefan.wriege@rolls-royce.com www.Rolls-Royce.com GRADUATE RESEARCH SURVEY Dear Pilots and Flight Attendants, Did you know that the difference between a 14-hour flight time and an 18-hour flight time is 28%, which means 28% more exposure by occupants to the cabin environment and other aircraft influences. Keeping this in mind, I am working on a new research study that aims to review current Health & Safety International and National Regulations and best practices for operating Ultra-Long-Range Routes (ULR). ULR operations refer to "An operation involving any sector between a specific city pair (A-B-A) in which the planned flight time exceeds 16 hours, taking into account mean wind conditions and seasonal changes. The scope of this study is to identify different health-related factors affecting Aircrew (Pilots & Flight Attendants) who operate these routes. Based on this review, a gap analysis will be conducted, and recommendations will be presented to mitigate health and safety-related impact factors on Aircrew. As a part of this study, a survey is designed for Aircrew (Pilots and Flight Attendants) who operate on ULR flights. This survey aims to learn about their experience and the different health and safety impact factors that Aircrew experience while operating these routes. Aircrew sought to participate in this study needs to meet the following criteria: - Employed (in the last 24 months) by an air carrier operating scheduled ULR flights (>16hrs); - Qualified as an aircrew member to operate ULR flights. During this study, you will be asked to complete a brief online survey about your opinions concerning health-related issues while operating ULR routes. You will answer several questions about different health-related factors and how it affects your lifestyle, including any prominent experiences you have encountered. The completion of the survey will take approximately 15-20 minutes. If you meet the criteria and are interested in helping, sign up for the study by clicking the link - https://www.surveymonkey.com/r/SV2D9KT You can also sign up by scanning the QR code below. Please let me know if you have any questions I can answer. Thank you for your participation Kind Regards, Aditya Rathi ISASI Robertson Fellow M.S. Safety Science '22 (Aviation Safety) Embry Riddle Aeronautical University, Prescott rathia@my.erau.edu | (928)-632-2707 Curt Lewis