Flight Safety Information [December 19, 2018] [No. 256]

Flight Safety Information
Top Flight Safety Information   

December 19, 2018  –  No. 256


In This Issue
Incident: Lufthansa MD11 over Atlantic on Dec 17th 2018, engine shut down in flight
Incident: American A332 at Philadelphia on Dec 15th 2018, “Philly, we have a problem”
EVAS – Cockpit Smoke Protection
Incident: Etihad A332 at Dublin on Dec 18th 2018, hydraulic leak during roll out
Incident: France A321 at Toulouse on Dec 16th 2018, engine shut down in flight
Incident: China Airlines B744 at Taipei on Dec 14th 2018, touched down short of runway
Airbus A320 – Birdstrike – Airport Return (Netherlands)
A Delta plane clipped the wings of another aircraft while backing out at LAX and it caused major delay
LIBIK Fire Suppression Kits for the Cabin and Flight Deck
Lion Air and Boeing are heading into a $30b feud
US Aviation Regulator Retains Highest Safety Ranking For India
OPINION: Runway overrun problems persist in Canada
Man sues feds after being detained for refusing to unlock his phone at airport
Hartsfield-Jackson wildlife manager boosts bird strike prevention
Aviation community worries about possible effects of 5G in C-Band
More than 900 participants attend ICAO symposium
NTSB to Unveil New Most Wanted List Jan. 9
NTSB MEDIA ADVISORY: Runway Excursion Accident – Board Meeting
HNA Group-controlled Hong Kong Airlines hit by three high-level resignations
Flight Monitor: Microsensors Bring Predictive Maintenance to Aircraft Cabins
IAI looks to buy European aircraft maintenance co
NASA Looks to Private Companies for Help Building Reusable Moon Landers for Astronauts
Position Available: Manager Corporate Safety
High Altitude Flying Course
Helicopter Accident Investigation from SCSI
Najeeb E. Halaby Graduate Student Fellowship

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Incident: Lufthansa MD11 over Atlantic on Dec 17th 2018, engine shut down in flight
A Lufthansa McDonnell Douglas MD-11 freighter, registration D-ALCC performing flight GEC-8332 from Frankfurt/Main (Germany) to New York JFK,NY (USA), was enroute at FL320 about 230nm southwest of Faroe Islands when the crew reported a problem with one of the engines (CF6). The aircraft turned around to return to Germany, initially descended to FL290, later descended to FL210, climbed again to FL250 and diverted to Cologne (Germany). At some point the crew needed to shut the engine down. The aircraft continued for a safe landing on two engines on runway 14L about 3.5 hours after leaving FL320.

The flight was cancelled.

The occurrence aircraft is still on the ground in Cologne about 20 hours after landing.


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Incident: American A332 at Philadelphia on Dec 15th 2018, “Philly, we have a problem”

An American Airlines Airbus A330-200, registration N282AY performing flight AA-793 from Philadelphia,PA to Charlotte,NC (USA) with 98 people on board, was in the initial climb out of Philadelphia’s runway 09L in contact with departure cleared to 10,000 feet, when the crew reported “Philly, we have a problem”, they had levelled off at 4000 feet and needed to return to Philadelphia. When departure queried about their problem the crew explained “we are squawking 7700”. The crew subsequently donned their oxygen masks, communication problems arose prompting departure to query whether they were on oxygen, which the crew affirmed advising only the flight deck was on oxygen. The aircraft returned to Philadelphia for a safe landing on runway 09R about 10 minutes after departure, the crew advised they were taxiing to the gate, no assistance was required from emergency services unless they saw something. Emergency services reported they could not see anything unusual, the aircraft continued taxi to the gate with emergency services in trail.

A passenger reported there had been an unusual smell in the cabin prior to departure. After departure cabin crew announced there were fumes in the cockpit and the flight crew was on oxygen, they were returning to Philadelphia.

A replacement A330-200 registration N286AY reached Charlotte with a delay of 6.5 hours.


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Incident: Etihad A332 at Dublin on Dec 18th 2018, hydraulic leak during roll out

An Etihad Airways Airbus A330-200, registration A6-EYU performing flight EY-41 from Abu Dhabi (United Arab Emirates) to Dublin (Ireland), performed a normal final approach to Dublin’s runway 28, ATC vectored other aircraft for the approach to runway 28, the next approach had already established on the localizer. Tower attempted to get a departure out between the Etihad and the next arrival and instructed the departure to line up runway 28 and wait as soon as the Etihad had flown past. The aircraft touched down and rolled out, tower instructed to vacate at the next exit, a few seconds later tower instructed to expedite vacating the runway, another aircraft was already lined up. The Etihad crew reported they had a hydraulic problem and problems with the braking. Tower attemtped to slow the next arrival, however, the arrival was already at final approach speed and was therefore instructed to go around. The Etihad crew reported they had lost the brakes and nose wheel steering during the last few meters of roll out, they were trying to restore the hydraulic system, they were unable to move. Tower requested the departure which had already lined up for departure to vacate the runway via taxiway E3 (770 meters/2500 feet down the runway) and subsequently told the crew, their flight plan had expired querying whether tower should hold the flight plan open, the crew requested to keep the flight plan open. Emergency services responded. The crew reported they lost the green hydraulic system during the roll out which lost brakes and nose wheel steering. A runway inspection found some contamination on runway 28 past the intersection with taxiway E6 (1800 meters/6000 feet down the runway).

The runway was closed for about an hour until the aircraft could be towed off the runway and the contamination was cleaned off the runway.


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Incident: France A321 at Toulouse on Dec 16th 2018, engine shut down in flight

An Air France Airbus A321-200, registration F-GTAP performing flight AF-6123 from Toulouse to Paris Orly (France), was in the initial climb out of Toulouse’s runway 14L when the left hand engine (CFM56) emitted a series of bangs prompting the crew to stop the climb at 3000 feet, shut the engine down and return to Toulouse for a safe landing on runway 14R about 12 minutes after departure.

A ground observer reported he became aware of the aircraft due to a number of loud bangs, on each bang he observed the left hand engine emitted sparks. After a couple of times the bangs stopped, the aircraft subsequently went out of view.


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Incident: China Airlines B744 at Taipei on Dec 14th 2018, touched down short of runway
A China Airlines Boeing 747-400 freighter, registration B-18717 performing flight CI-6844 (dep Dec 13th) from Hong Kong (China) to Taipei (Taiwan) with 2 crew, was on approach to Taipei’s runway 05L at 00:19L (16:19Z) when the aircraft touched down short of the runway threshold, damaged a number of runway threshold lights and rolled out without further incident.

The aircraft was able to depart Taipei about 3:15 hours later.

Taiwan’s Aviation Safety Council (ASC) dispatched an investigaton on site to perform runway service measurements and secure both flight data and cockpit voice recorders and opened an investigation.

Ground tracks and crushed threshold lights (Photo: ASC):


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Airbus A320 – Birdstrike – Airport Return (Netherlands)

Date: 18-DEC-2018
Time: c 20:22 LT
Type: Airbus A320-214
Owner/operator: Air Arabia Maroc
Registration: CN-NMI
C/n / msn: 5206
Fatalities: Fatalities: 0 / Occupants:
Other fatalities: 0
Aircraft damage: Minor
Location: Amsterdam-Schiphol International Airport (AMS/EHAM) –    Netherlands
Phase: Initial climb
Nature: International Scheduled Passenger
Departure airport: Amsterdam-Schiphol International Airport (AMS/EHAM)
Destination airport: Nador International Airport (NDR/GMMW)

Air Arabia Maroc flight 3O122 from Amsterdam-Schiphol Airport to Nador, Morocco returned to land at Schiphol Airport after suffering a birdstrike to the no.2 engine.
The aircraft, an Airbus A320, took off from runway 18L at 20:21 hours local time. The flight crew arrested the climb at 4000 feet and turned back. A safe landing was carried out on runway 18C at 20:45.
After vacating and stopping for inspection, fire services found damage to the engine.


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A Delta plane clipped the wings of another aircraft while backing out at LAX and it caused major delays

  • Two Delta Air Lines flights were delayed Monday morning in Los Angeles after one plane clipped the wing of another plane at Los Angeles International Airport
  • According to ABC 7 Los Angeles, a Delta 737 bound for Salt Lake City clipped the wing of another plane while backing out from its gate at Los Angeles International Airport (LAX).
  • Flight 2377, bound for Salt Lake City from Los Angeles, was delayed nine hours, according to FlightAware, while the second aircraft, Delta Flight 696, a 757 traveling from Los Angeles to Atlanta, was delayed for two hours.
  • There were no reported injuries and maintenance teams are evaluating the aircrafts.

Two Delta Air Lines flights were delayed Monday morning in Los Angeles after one plane clipped the wing of another plane at Los Angeles International Airport, ABC 7 Los Angeles reported.

According to ABC 7 Los Angeles, a Delta 737 bound for Salt Lake City clipped the wing of another plane while backing out from its gate at Los Angeles International Airport (LAX).

ABC 7 reports “the right winglet clipped the left wing of a parked plane.”

Flight 2377, bound for Salt Lake City from Los Angeles, was delayed nine hours, according to FlightAware, while the second aircraft, Delta Flight 696, a 757 traveling from Los Angeles to Atlanta, was delayed for two hours.

LAX’s public relations office declined to comment when asked by Business Insider for a statement, calling the incident “a Delta matter.”

Read More: Delta is testing out 3-course meals and sparkling wine for economy passengers

Delta Air Lines did not respond to Business Insider was asked for a comment or statement.

In a statement to USA Today, a Delta Air Lines spokesperson said, “On pushback from the gate, the right winglet of flight 2377 made contact with the left wing of flight 696 parked at the adjacent gate,” adding that, “Delta apologizes to the customers for the delay this has caused.”

ABC 7 reports there were no reported injuries and maintenance teams evaluated the aircrafts.


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Lion Air and Boeing are heading into a $30b feud

The crash of a Boeing plane that killed 189 people in Indonesia is spiralling into a $US22 billion ($30.6 billion) feud between the aircraft maker and one of Asia’s most influential aviation bosses.

In a rare public dispute between the plane maker and one of its biggest customers, the head of PT Lion Mentari Airlines has threatened to cancel an order for billions of dollars of jets because of what he says is Boeing’s unfair reaction to the crash.

Lion Air has threatened to cancel an order for billions of dollars of jets from Boeing.

The man standing up to the US aviation giant is Rusdi Kirana, Lion Air’s owner, and while he was little known to the public outside South-East Asia before the crash, he’s something of a legend in the industry. Eighteen years after he and his brother rented a Boeing 737-200 to start a service from Jakarta to Bali, Kirana, 55, has turned Lion Air into Indonesia’s largest airline, with one of the biggest order books in the world.

“He is, by virtue of the significance of Indonesia, right now probably the most important aviation figure in South-East Asia,” said Shukor Yusof, founder of aviation consultancy Endau Analytics in Kuala Lumpur.

Kirana’s undiminished appetite for expansion – he wants to start flights to destinations as far a field as London and Dubai – has made him a key customer for both Boeing and its European rival Airbus. Lion Air is the third-largest buyer of Boeing’s updated 737.

But seven weeks after a two-month-old 737 Max jet operated by the carrier plunged into waters off Jakarta, Kirana has started a public spat with the plane maker. Lion Air is drafting documents to scrap its $US22 billion of orders with Boeing because, Kirana says, the manufacturer unfairly implicated his airline in the disaster.

“I was in a tough situation and they decided to beat me up,” Kirana said in an interview in Jakarta, referring to Boeing’s response to Indonesia’s preliminary report into the accident. “They have been behaving unethically, they have been acting immorally in this relationship, so we just go our separate ways.”

Boeing wouldn’t comment on the discussions with Kirana, but said in a statement that “Lion Air is a valued customer and we are supporting them through this difficult time”. The company said it was “taking every measure to fully understand all aspects of this accident, and are working closely with the investigating team and all regulatory authorities involved”.

The dispute revolves around Indonesia’s worst air disaster in two decades. Moments after takeoff on October 29, the pilots on Lion Air Flight 610 battled to control their 737 Max as faulty data from a sensor repeatedly forced the aircraft to tilt its nose down, according to the preliminary report, which included evidence for the plane’s flight data recorder, retrieved by divers. The plane slammed into the Java Sea minutes after leaving Jakarta, killing everyone on board.

The report by Indonesia’s National Transportation Safety Committee last month didn’t find a cause for the crash. But it showed that a malfunctioning sensor wasn’t repaired before the fatal flight – even though it failed on the plane’s previous trip, and it criticized Lion Air’s safety culture. The plane’s cockpit voice recorder has yet to be found.

Boeing’s response to the NTSC report upset Kirana. In a statement, the Chicago-based manufacturer noted the doomed plane continued to suffer airspeed and altitude issues on previous flights, even after maintenance work was carried out. And Boeing said the pilots on the flight immediately prior to JT610 had overcome similar problems by following appropriate procedures. It said the 737 Max “is as safe as any airplane that has ever flown the skies”.

Kirana took the response as an attempt by Boeing to shift the blame onto him.

“The plane was having an issue,” he said. “I was the customer. Why are they doing it now and doing it against me – creating a perception that I was to blame for the accident?”According to Kirana, Boeing has yet to deliver about 250 jets to Lion Air. The manufacturer’s orders and deliveries website shows 188 unfilled orders.

It’s almost impossible to cancel firm plane orders without financial penalties. In the interview, Kirana rejected suggestions that his threat to scrap purchases is a ploy to trim an unnecessarily large order book and that Lion Air is struggling to pay for its planes. The airline’s deliveries were fully funded through the end of 2020, he said.

But Kirana may have other options and a big cancellation from a major customer that called into question the reliability of Boeing’s best-selling plane could have repercussions for the manufacturer, even if it managed to squeeze financial penalties from Lion Air. If Kirana can’t annul the orders, he might still be able to resell or lease the new Boeing aircraft to other airlines, said Gerry Soejatman, an Indonesia aviation analyst. That, in turn, would distort the market for new and used Boeing 737s, he said. “The ecosystem is so intertwined,” he said.

Even after a major accident, it’s rare for a public dispute to arise between airlines and the big plane manufacturers when the cause of the accident hasn’t been determined. But Kirana has a reputation for toughness and perseverance.

“He’s very loyal to those within his circle – as long as they don’t betray him,” Soejatman said. “He can be very unforgiving.”

A one-time salesman for products including typewriters and cake ingredients, Kirana got his first taste of how the aviation industry works as at 27, holding up placards with customers’ names at the airport, to help them with customs and transit. One day in the late 1990s he came across an article about online ticketing.

“I realised back then this would make the travel-agency business obsolete,” he said in the interview. “That was the moment I contemplated setting up an airline.”

With the savings from his various jobs, he and his brother rented a jet, designed some uniforms, hired four sets of crew and started Lion Air. In the early days, the airline was so unknown that travel agents refused to pay a deposit when they received his tickets. So Kirana allowed them to pay him after they sold the seats.

Now Lion Air as a group has nearly 350 aircraft flying to around 300 locations, with a further 467 planes from Boeing and Airbus on order. Kirana, a former adviser to President Joko Widodo, is now Indonesia’s ambassador to Malaysia and is no longer in charge of the day-to-day running of the airline.

But the loss of flight JT610 has brought him into the global spotlight and caused him to lean on his faith to deal with the tragedy.


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US Aviation Regulator Retains Highest Safety Ranking For India

The Federal Aviation Administration (FAA) carried out an audit of the Directorate General of Civil Aviation (DGCA) in July this year.

The regulator has also “confirmed that India’s IASA rating remains Category 1″. (Representational)

NEW DELHI: In a major boost, the US regulator FAA has retained the highest aviation safety ranking for India, a senior official said on Tuesday.

The Federal Aviation Administration (FAA) carried out an audit of the Directorate General of Civil Aviation (DGCA) in July this year.

The official said that the FAA on Tuesday formally confirmed that India’s International Aviation Safety Assessment (IASA) rating remains ‘Category 1’.

Category 1 means the carriers from the assessed state may initiate or continue service to the US in a normal manner and take part in reciprocal code-share arrangements with American carriers.

The FAA carried out an audit to confirm India’s adherence to the standards laid down by the ICAO and oversight of Indian airlines.

“During consultations held with the FAA in early November, the DGCA presented the actions taken to address the findings of the July 2018 audit,” the DGCA official said.

According to him, the FAA has formally communicated that India is adhering to the safety standards of the ICAO (International Civil Aviation Organization).

The regulator has also “confirmed that India’s IASA rating remains Category 1,” he noted.

India is the fastest growing domestic aviation market in the world and registered double-digit growth for the 50th consecutive month in October. The latest development comes as a boost for the overall aviation sector.

The American regulator conducts IASA programme to assess the Civil Aviation Authority (CAA) of each country that has carriers operating to the US.

An IASA assessment determines if the foreign CAA provides oversight to its carriers that operate to the US as per the international standards.

Under the International Convention on Civil Aviation (Chicago Convention) each country is responsible for the safety oversight of its own air carriers. Other countries can only conduct specific surveillance activities, principally involving inspection of required documents and the physical condition of aircraft.


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OPINION: Runway overrun problems persist in Canada

A motorcyclist stopps to examine a Skylease Cargo Boeing 747-400 after it went off the end of Runway 14 at Halifax Stanfield International Airport Wednesday November 7, 2018. – Tim Krochak

Into the wind on take off and landing, as every student pilot learns. A plane flying into the wind will have more lift, more control and, as importantly, on landing will go slower and not as far.

What happened on Runway 14, bearing 140 degrees southeast, at Halifax Stanfield International Airport on the rainy windy night of Nov. 7? The Transportation Safety Board investigation into this runway overrun accident continues, now in its examination and analysis phase. What is known is that a Sky Lease Air Cargo Boeing 747-400, weighing 406,000 pounds empty, landed on the shortest runway with a gusty crosswind partially on its tail at 250 degrees southwest. After touchdown, a combination of hard braking and reverse thrusters working against a wet and slippery asphalt runway surface resulted in a runway overshoot and loss and write-off of the aircraft, but fortunately no loss of life or its cargo. Live lobster to be picked up and flown to China was rerouted.

In its media briefing afterward, the TSB cautioned the causes of accidents or, as this was called, an occurrence, are complex and it is premature to speculate. In the investigation, all factors are looked at – human, mechanical and environmental. From a preliminary viewpoint, some aviation safety analysts appeared to see some red flags. Although aircraft are designed to land in tailwinds, they have limits.

For the air cargo industry, a question is whether safety standards, although high, are as stringent as with passenger airlines. Two out of the three major incidents that Halifax has experienced over the last 15 years have been with cargo carriers. In 2004, the TSB found human error and crew fatigue responsible for the fatal crash on take-off of a MK Airlines 747 with a cargo of lobsters and farm equipment. The crew had set the engine power incorrectly, with too little thrust for the weight. They had had inadequate training on the software which calculated this.

Has the explosive growth of e-commerce, with online retailers offering overnight or two-day delivery, led to higher risk for air cargo carriers?

According to the Airline Pilots Association International, cargo airlines have a significantly higher accident rate worldwide than passenger airlines. In the U.S., these risk factors, reported several years ago by The Denver Post, included hectic schedules, long hours, older aircraft with fewer navigation aids, flying at night in all weather, at times dangerous cargo and, possibly, newly qualified or inexperienced pilots wanting to build up hours to be able to career jump to airline jobs. The ALPA says “many of the safety and security layers working to protect our passenger airline industry are absent from all-cargo operations.”

Transport Canada’s new safety rules to address pilot fatigue, announced last week, set lower limits on flight hours and duty time. While stricter for passenger airlines, the regulations will allow exceptions for long-haul cargo carriers and others which “can seek flexibility through a Fatigue Risk Management System.” Operators “may vary from the prescribed limits based on their unique operations” but must demonstrate to the regulator that alertness and safety will not be affected.

A combination of cargo and passenger aircraft have contributed to an alarming statistic that the TSB highlighted in its media briefing on this latest incident at Halifax. The accident involving the Sky Lease 747, being unable to stop safely before sliding down a grassy slope at the end of the runway, was not an isolated incident in Canadian aviation. The TSB has flagged an average of nine runway overruns per year in Canada, a number that has remained constant, for the last five years. “Runway overruns” has been on the TSB’s safety watchlist every year since 2010.

The most well known runway overrun was the 2005 Air France crash in a thunderstorm at Pearson International Airport in Toronto, with 309 people on board. The Airbus 340 experienced a sudden tailwind on landing and overshot the runway, skidding into a steep ravine and bursting into flames. All passengers got out safely, but some were injured while evacuating.

Out of this 2005 overrun accident, the TSB made a number of recommendations to reduce this type of accident which have not been implemented. The number of overrun incidents and accidents in Canada remains high, with 136 since that Air France crash. The question of why more government action has not been taken to address this safety problem is equally as frustrating to passengers as it is to the agency responsible for investigating that 2005 accident.

The TSB is an independent agency that investigates accidents and makes recommendations to federal departments to eliminate or reduce safety deficiencies. Transport Canada is responsible for aviation safety in Canada. The TSB sees its watchlist as “a blueprint for change requiring a concerted effort from regulator and industry stakeholders.”

Of the TSB overrun recommendations, one applies to airports taking action to expand safety areas at ends of runways, with the difficulties of implementing this. Another has to do with aircraft flight deck procedures, which appears a far easier fix.

International Civil Aviation Organization (ICAO) standards for runway safety call for a 300-metre extended, prepared surface beyond the threshold or end of a runway. If airport terrain does not allow for this, then an alternative arresting system should stop an aircraft’s wheels if it overshoots.

While some have implemented 300-metre overruns – Ottawa, Montreal and Vancouver – most large airports in Canada do not meet this standard. Many do meet the lower Transport Canada standard of 150 metres. Halifax is upgrading its secondary runway safety area to meet this new requirement. On the night of Nov. 7, the Sky Lease aircraft took 210 metres to stop beyond the threshold, skidding on its belly with a collapsed undercarriage. As for an arresting system, 63 airports in the U.S. have these but there are none now in Canada. Earlier this month, a Southwest Airlines flight with 117 passengers hydroplaned on landing in the U.S. and overran the runway before its wheels were stopped by an arrestor. The TSB has acknowledged the expense and difficulty of upgrading Canadian airports to meet international standards.

One procedural recommendation to prevent overruns relates to cockpit decision-making, It calls for the pilot and crew to do some math calculations before a final approach to landing in deteriorating weather. Runway overruns show the need, says the TSB, for “pilots to know the landing distance required by their aircraft to land safely in the conditions encountered at the time of landing.” This would include weight and limits of the aircraft, navigation aids available, runway surface conditions and weather and wind, or crosswind including tailwind. components. This calculated distance must then be compared with the length of the runway chosen for landing, to calculate the margin of error available.

In the Air France incident, the sudden tailwind caused the plane to flare and come in high and fas,t touching down nearly halfway down the 2,743-metre runway. The accident report adds “had the crew members realized at that time that the margin for error was slim or indeed non-existent, they would likely have executed a go-around.”

Whatever the cause or causes of the Halifax occurrence are determined to be, safety recommendations of the Transportation Safety Board to reduce runway overruns in Canada make a lot of sense for the travelling public and the aviation industry.

Shortly before the Sky Lease landing on Nov. 7, as reported by aviation safety website jacdec.de, several other aircraft chose the longer runway at Halifax to land in similar conditions, but with more of a headwind and greater margin of error.

Murray M. Metherall is a Halifax-based education writer/freelance journalist with an aviation interest/background.


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Man sues feds after being detained for refusing to unlock his phone at airport

“Please call a lawyer for me!” Haisam Elsharkawi shouted at LAX while being detained.

Was your phone imaged by border agents? They may still have the data

A Southern California man has become the latest person to sue the federal government over what he says is an unconstitutional search of his phone at the Los Angeles International Airport.

According to his lawsuit, which was recently filed in federal court in Los Angeles, Haisam Elsharkawi had arrived at LAX on February 9, 2017 and was headed to Saudi Arabia to go on a hajj, the Muslim religious pilgrimage.

After clearing the security checkpoint, Elsharkawi, an American citizen, was pulled aside from the Turkish Airlines boarding line by a Customs and Border Protection officer, who began questioning him about how much cash he was carrying and where he was going. Elsharkawi complied with the officer’s inquiries and dutifully followed him to a nearby table.

“As the questioning continued and became increasingly aggressive, Mr. Elsharkawi asked if there was a problem and whether he needed an attorney,” the complaint states. “Officer Rivas then accused Mr. Elsharkawi of hiding something because of his request for an attorney.”

Soon after, another agent, Officer Rodriguez, began searching Elsharkawi’s pockets and discovered his phone. Rodriguez asked Elsharkawi to unlock his phone, which he declined to do. He then also refused to answer further questions without having an attorney present.

Another officer told Elsharkawi that he was not under arrest and as such had no right to an attorney-at which point he asked to be released.

“Someone help”
When that request was ignored, another agent, Officer Rivas, began rifling through Elsharkawi’s carry-on bag for a second time.

The complaint continues:

Mr. Elsharkawi asked for his phone back to make a call. Officer Rodriguez responded by stating that Mr. Elsharkawi had an attitude, was obviously racist, and had a problem with the uniform of CBP officers. Officer Rodriguez told Mr. Elsharkawi to put his hands behind his back, and handcuffed him.

Officer Rodriguez, along with two other CBP officers, then began pulling Mr. Elsharkawi into an elevator.

At this point, Mr. Elsharkawi feared for his safety. He turned to a nearby flight attendant and yelled to her, “Please call a lawyer for me!”

When Mr. Elsharkawi was taken into the elevator and reached another floor of the airport, he again loudly yelled out, “Someone help, someone call a lawyer for me. They said I’m not under arrest even though I’m handcuffed and they are taking me somewhere that I don’t know and will not let me have a lawyer.”

Officer Rodriguez then pushed Mr. Elsharkawi’s arms up to his neck, to the point that Mr. Elsharkawi feared they would break.

One of the CBP officers stated that Mr. Elsharkawi was causing a lot of problems, and recommended taking him downstairs.

Elsharkawi was taken to a holding cell and was eventually brought before a supervisor named Officer Stevenson. Stevenson explained that the agents were “just protecting the country” and that all he had to do was unlock his phone.

Again, Elsharkawi declined. This back-and-forth went on for some time, as new agents continued to search his bag.

“The officers expressed no interest in searching his iPad, despite seeing it and removing it while searching his bags,” the lawsuit continues.

Yet another officer entered the scene, identified in the civil complaint as “Officer Jennifer,” who again began questioning Elsharkawi.

Eventually, after some back-and-forth, Elsharkawi “felt he had no choice but to acquiesce and unlocked his phone.”

Officer Jennifer began searching his phone and asked Elsharkawi about his eBay and Amazon accounts, and “where he got merchandise for his e-commerce business, and what swap meets he frequents. Officer Jennifer also commented that Mr. Elsharkawi had a lot of apps and a lot of unread emails on his phone.”

Lawyers for Elsharkawi believe that his phone was imaged.

A recent report issued by the Department of Homeland Security Office of the Inspector General found that some USB sticks containing data copied from electronic devices searched at the border “had not been deleted after the searches were completed.”

According to CBP’s own figures sent to Ars in March 2017, the agency searched nearly 24,000 devices during fiscal year 2016, up from nearly 5,000 a year earlier. 2017 reached more than 29,000 “inbound travelers.” However, the agency maintains that such inspections are exceedingly rare.

It is not clear how many outbound travelers, like Elsharkawi, were subjected to such searches.

Federal authorities do not need a warrant to examine a phone or a computer seized at the border. They rely on what’s known as the “border doctrine”-the legal idea that warrants are not required to conduct a search at the border. This legal theory has been generally recognized by courts, even in recent years.

Customs and Border Protection did not immediately respond to Ars’ request for comment.

UPDATE 3:02pm ET: “We are unable to comment on matters under litigation,” emailed Stephanie Malin, a CBP spokeswoman.

She provided Ars with a lengthy statement referring to inbound travelers, which does not appear to be applicable to this lawsuit.

As she concluded:

Additional information on electronic searches are found in the links below as well as the policy directive.






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Hartsfield-Jackson wildlife manager boosts bird strike prevention

When a flock of birds collided with the jet engines of US Airways Flight 1549, forcing Captain Sully Sullenberger to land the airliner onto the Hudson River in 2009, it brought the hazards of bird strikes into stark view for the nation.

Since then, Hartsfield-Jackson International Airport has boosted efforts to prevent birds from colliding with the roughly 2,500 commercial flights the airport handles each day.

“We statistically have so many aircraft moving about here in Atlanta that there’s a high likelihood of a wildlife strike,” said Atlanta airport wildlife biologist Steven Boyd.

Boyd, who was Hartsfield-Jackson’s first wildlife biologist when he was hired five years ago, recently received tacit recognition from airport leaders about the importance of his work. The airport just hired a second wildlife biologist to help Boyd protect planes and their passengers from the often unseen risk posed by birds and other wildlife.

Hartsfield-Jackson’s assistant general manager of operations Paul Meyer said in a written statement that “it was apparent to us that we needed to hire an additional wildlife biologist” for the airport’s efforts to operate a safe and efficient airport.

The new wildlife biologist, Jeffrey Miller, starts this month and will help Boyd tackle the myriad tasks of airport wildlife management across the 4,700 acres that comprise Hartsfield-Jackson’s land. The work includes trapping hawks, scaring birds off with loud cannons, and sometimes using lethal force – with coyotes, for example.

Passengers stand on the wings of a U.S. Airways plane as a ferry pulls up to it after it landed in the Hudson River in New York, January 15, 2009. REUTERS/Brendan McDermid (The Atlanta Journal-Constitution)

Through September, Hartsfield-Jackson had 186 reports of wildlife strikes listed for the year, according to FAA data. One example from Sept. 30: A Delta flight from Montego Bay into Atlanta reported that it “struck a bird during the landing roll,” according to the report. Airport staff inspected the runway and “removed the remains of a Great Egret,” the report said. No aircraft damage was found.

In each case, Boyd’s job includes overseeing the collection of bird remains and identifying the bird species. If he doesn’t know the bird type, he oversees the packaging of the remains and sends them to the Smithsonian Institute in Washington, D.C. for its bird specialists to identify.

The variety of birds killed this year include a red-tailed hawk, mourning doves and barn owls.

Boyd advises and works with a variety of other airport staff, including for landscaping, to make sure the grass is cropped appropriately to minimize its attractiveness to birds. Grass too short can reveal seeds or insects that attract birds, while grass too long attracts rodents that want to hide, but end up attracting more birds.

He also works with airport construction planners, to try to prevent standing water or other things on a construction site that might attract birds.

During the busy season for bird strikes, from July to October when young birds are emerging from nests and other birds are migrating, there might be about a bird strike a day reported at Hartsfield-Jackson, Boyd says.

The southside of the airfield, where the newest runway was built in 2006, has the most animal activity. There, “the wildlife haven’t relinquished their habitat just yet,” he said.

The day-to-day work of responding to bird strikes often falls to airport operations staff, who are responsible for patrolling the airfield and responding to reports when a bird is hit. They drive vehicles equipped with bright lights, horns and sirens to scare off animals, and have on hand kits to collect wildlife remains.

Those kits include alcohol swabs, nitrile gloves and resealable bags that airport staff use when reporting to a plane hit by a bird to collect the snarge – the feathers, blood and other remains after a bird strike.

“Getting all the players [at the airport] on the same page has been a big challenge,” Boyd said. That includes airline staff, who are “trying to move as many aircraft as possible…. They’re obviously concerned with safety, but maybe not species identification.”

“The layman may just want to wipe it off and move on,” Boyd said. But an airport wildlife biologist wants to identify the species of each bird strike to figure out what birds are in the area, and how to prevent them from interfering with flights in the future.

One of the most unusual bird strikes during his time at the airport was a pelican in 2014.

“That’s very rare, because brown pelicans are normally not alone, and typically by a body of water – usually along the coast,” he said. “The Smithsonian identified the species and called me and said, ‘You might want to sit down for this.'”

“I was very surprised,” Boyd said. “I think [the pelican] was just moving through.”


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Aviation community worries about possible effects of 5G in C-Band

Radio altimeters provide critical operating altitude measurements for navigation, particularly at night or during band weather when visibility is poor. (Pixabay)

While the FCC contemplates changes to the 3.7-4.2 GHz band, aviation officials want to make sure it doesn’t disrupt aviation systems operating right next door in the 4.2-4.4 GHz band.

Representatives from the Aerospace Industries Association, General Aviation Manufacturers Association, Aviation Spectrum Resource, Lockheed Martin, the Airline Pilots Association, the Helicopter Association International, Garmin, Collins Aerospace and the International Air Transport Association recently met with FCC staff to discuss their concerns.

The groups are worried about potential harmful interference to aviation systems operating in the 4.2-4.4 GHz band, which is next to the 3.7-4.2 GHz band, also known as the C-Band. Radio altimeter and wireless avionics intra-communications (WAIC) systems operate in the 4.2-4.4 GHz band, and “the uncompromised operation of both systems is essential to safety of flight,” the groups said in an ex parte filing (PDF).

The concerns are not new-they’ve been voiced in previous filings (PDF)-but they illustrate yet another complicated issue for the FCC to consider as it contemplates ways to make C-Band spectrum available for 5G terrestrial uses. Satellite companies use the band to deliver services to the likes of NPR, Comcast, Disney, CBS and other broadcasters.

The C-Band Alliance, which is comprised of the four main satellite companies that deliver these services, has said it can offer up to 200 megahertz (of the 500 megahertz in the band) through a secondary market sales process. Wireless carriers and their vendors say what they really need is 100 megahertz per operator to make it worthwhile.

But as Boeing (PDF) and others point out, numerous other important industries depend on C-band satellite services as well, including for air traffic control and to distribute detailed weather information used to support flight operations.

According to Aviation Spectrum Resources (ASR), radio altimeters are especially vital for helicopters, which have a variety of missions often involving operation at lower altitudes, over uneven terrain, and in a variety of environments. Radio altimeters are recognized for having significantly improved aviation safety since their widespread implementation began in the 1970s.

Boeing has noted (PDF) that radio altimeters use relatively low power levels and must operate across the entire 4200-4400 MHz bandwidth to generate accurate results for landing aircraft.

“This need creates the risk that terrestrial radio transmitters operating near the upper edge of the C-Band could overpower relatively weak reflected radio altimeter signals leading to false readings of an aircraft’s altitude above terrain,” ASR told the Commission in a Dec. 11 filing (PDF).

Some members of the aviation industry are already working to test the potential impact of 5G signals to radio altimeter operations. Once that testing is complete, that data could be used to inform the commission before it makes any final decisions. Those tests were expected to be done before the end of the year, but were not complete as of the meeting that took place last week.


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More than 900 participants attend ICAO symposium

Dignitaries at the agreement signing between QAC and ENAC.

The ICAO 5th Global Aviation Training and TrainAir Plus Symposium concluded its activities in Doha recently with “huge success”, the organisers said.

The three-day event was attended by more than 900 participants from member states of ICAO.

The symposium provided a forum where ICAO member states and training organisations came together to forge new partnership opportunities in aviation training, and at the same time increase their awareness of key near- and long-term capacity-building priorities for global air transport.

During the event, attendees participated in seven panel sessions, two workshops and 28 speeches with 33 global experts discussing a variety of topics related to building aviation training intelligence. The symposium also facilitated committee meetings on the sidelines for the TrainAir Plus Student Committee and Association of African Aviation Training Organisations.

The symposium also included networking sessions dedicated to fostering collaboration between member organisations in order to find training partners that suit their needs.

Sheikh Jabor bin Hamad M al-Thani, director-general of Qatar Aeronautical College (QAC), said: “We are proud and delighted to have hosted the global civil aviation community in Doha, and are looking forward to contributing to the growth and development of the aviation industry through educating and qualifying the next generation of aviation professionals.”

During the symposium, QAC signed a partnership agreement with Ecole Nationale de l’Aviation Civile (ENAC) to offer Advanced Masters in Aviation Safety Management to students and aviation professionals in Qatar. The Advanced Masters programme is the “only one of its kind” that has ICAO accreditation and will be taught for the first time in the world at Qatar Aeronautical College, according to a press statement.

Sheikh Jabor concluded: “We will continue to play an active role in supporting ICAO and the global aviation community as Qatar further develops its position as a leading aviation industry hub in the region.”


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NTSB to Unveil New Most Wanted List Jan. 9

NTSB also will host a Twitter Q&A during the event. To participate in the Twitter Q&A and to stay up to date with the Most Wanted List, follow the agency on Twitter at @NTSB and use the hashtag #ntsbmwl.

The National Transportation Safety Board will unveil its 2019-2020 Most Wanted List of Transportation Safety Improvements during a kickoff event at the National Press Club in Washington, D.C., on Jan. 9, 2019, starting at 10 a.m. EST.

The event will start with opening remarks from NTSB Chairman Robert Sumwalt, who will announce the Most Wanted List. The chairman will join NTSB Vice Chairman Bruce Landsberg and Board Members Jennifer Homendy and Earl Weener for a panel discussion about the items on the Most Wanted List and the safety recommendations associated with the list. A question and answer session will follow the panel discussion.

NTSB also will host a Twitter Q&A during the event. To participate in the Twitter Q&A and to stay up to date with the Most Wanted List, follow the agency on Twitter at @NTSB and use the hashtag #ntsbmwl.


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NTSB MEDIA ADVISORY: Runway Excursion Accident – Board Meeting

The NTSB announced Thursday its intent to hold a board meeting, Jan. 15, 2019, to determine the probable cause of the March 2017 runway excursion accident involving a chartered jetliner that occurred during a rejected takeoff in Ypsilanti, Michigan.

On March 8, 2017, an Ameristar Charters flight 9363, a Boeing MD-83 airplane, overran the departure end of runway 23L at Willow Run Airport in Ypsilanti, Michigan, after the captain executed a rejected takeoff. The 110 passengers and six flight crew members evacuated the airplane via emergency escape slides. One passenger received a minor injury; the airplane was substantially damaged. The airplane was chartered to carry the University of Michigan men’s basketball team to Washington Dulles International Airport, Dulles, Virginia.

The Federal Aviation Administration, Boeing, and Ameristar are parties to the NTSB investigation.

WHO: National Transportation Safety Board Members and NTSB investigative staff.

WHAT:National Transportation Safety Board meeting to determine probable cause of the March 8, 2017, overrun accident involving a Boeing MD-83 chartered airplane.

WHERE: NTSB Boardroom and Conference Center, 420 10th St., SW, Washington.

WHEN:Tuesday, Jan. 15, 2019, 9:30 a.m. (EST).

HOW: Media covering the meeting in person are asked to be in place not later than 9:15 a.m. on the day of the event. The public meeting will also be webcast. A link for the webcast will be available at http://ntsb.windrosemedia.com/ shortly before the start of the meeting.

Contact: NTSB Media Relations
490 L’Enfant Plaza, SW
Washington, DC 20594
Phone Number
(202) 314-6100


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HNA Group-controlled Hong Kong Airlines hit by three high-level resignations

  • Tang King-shing resigned late last month as vice-chairman of the carrier’s board
  • CFO and co-chairman have also left, sources say

Tang King-shing, Hong Kong’s former police chief, resigned late last month as vice-chairman of the board at the carrier, citing personal reasons. Chief financial officer Jacky Lui Jiaqi and chairman Zhang Kui have also left, two sources said.

The resignations come as HNA Group – the debt-ridden Chinese conglomerate which controls the carrier – seeks to offload, or cut, its stake in Hong Kong Airlines and Hong Kong Express.

The airline’s website lists among its leadership newly appointed chairman Hou Wei, president Wang Liya, vice-presidents Vitoo Zhan Xuewei and Ben Wong Ching-ho, and chief marketing officer George Liu Jiang.

Names removed from that list since October include co-chairman Zhang, who has decided to pursue other interests. It was not clear when he left the company. Lui resigned as finance chief on November 16 and left on December 7, a source said.

Zhang was co-chairman along with Mung Kin-keung, who is the chairman of entertainment company China Star Entertainment. It was unclear whether Mung remained in his post.

In a statement, an airline spokeswoman said: “Mr Tang King-shing stepped down as vice-chairman from the board of directors of Hong Kong Airlines Limited on 20 November, 2018. Mr Tang will continue his support for Hong Kong Airlines as an adviser to the management.”

Tang is understood to have wanted to spend more time on public service.

Hong Kong Airlines is the city’s third-biggest carrier, after its arch-rivals Cathay Pacific Airways and Cathay Dragon. The carrier has challenged Cathay Pacific’s dominance of long-haul routes in recent years by expanding to North America. But mounting losses at the company and HNA have forced it to shrink its ambitions.

The Post reported previously that the airline had pushed back the delivery date for new Airbus A350 and A330 aircraft and paused the expansion of its network to London and New York, previously targeted for the end of 2018. With 38 passenger planes, it is some way off its plan to grow its all-Airbus fleet to 50 by the end of this year, as originally targeted.

Meanwhile HNA has been attempting to offload tens of billions of US dollars worth of assets worldwide, shrinking the once-imperious, acquisition-hungry company headquartered in Haikou, Hainan province.

Hong Kong Airlines is the city’s third-biggest carrier. Photo: K.Y. Cheng
HNA reshuffled its top leadership in the wake of the death of co-chairman Wang Jian in France in the summer. The executive was said to have been at the forefront of a massive spending binge worth US$50 billion.

David Yu, adjunct professor of finance at New York University Shanghai, said that since Wang’s death, which left a single chairman in Chen Feng, management changes had been working their way down the hierarchy, leading to the recent changes.

“The end of the year is a normal time to do the management restructuring, before the important Chinese New Year holiday season for the airline,” he said.


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Flight Monitor: Microsensors Bring Predictive Maintenance to Aircraft Cabins

APEX Media: Embedded sensor technologies mean the inner workings of aircraft cabins may soon be monitored remotely – and in real time.

“In today’s world, passengers enter the cabin, take their seats and then detect that either the seat’s recline isn’t working, the seat fabric is dirty or the IFE [in-flight entertainment] doesn’t operate – and that means they have to change seats,” says Peter Schetschine, CEO of KID Systeme, explaining that the purpose of iCabin, a recently launched initiative, is to gather data from the cabin systems via sensors to make forecasts for maintenance purposes. “The clear advantage with predictive maintenance is that those things can be managed before the passenger gets on board,” he adds.

KID Systeme, an Airbus subsidiary, is one of the key stakeholders in the iCabin consortium, which pools the combined expertise of Bühler Motor, Diehl, Jeppesen and Zodiac, with associated partners Etihad Airways Engineering, Boeing, Baden-Württemberg university and the Hamburg University of Technology. Each participant brings competencies from their respective portfolios, ranging from actuation for seats, cabin management systems and connectivity to aircraft operations and integration.

“While engines of modern aircraft are equipped with multiple sensors, and enabled for remote health monitoring and predictive maintenance methods,” explains Bernhard Randerath, Etihad’s vice-president of Design, Engineering and Innovation, “the cabin itself is lagging behind this trend. Seat actuators, galley chillers or lavatory mechanisms aren’t monitored and networked in the same way.”

That’s where iCabin comes in. “iCabin will allow for the exchange of cabin system health and other in-service data between seats, galleys, lavatories and the cabin management system,” Randerath says, adding that doing so will allow for the application of predictive maintenance methods, resulting in operational cost reductions and improved passenger experience.

“The sensors are so small, they allow you to bring intelligence to fabrics,” – Peter Schetschine, KID Systeme

With the iCabin concept, microsensors would be placed throughout the cabin – each yielding relevant data for airlines. “You can embed microsensors into seat fabrics and determine if the passenger is in the seat or not, or sensors that indicate if seat covers need cleaning. The sensors are so small, they allow you to bring intelligence to fabrics. Or, when the seat belt sign is illuminated, you can check whether the buckle is locked, helping crew supervise,” KID’s Schetschine says.

Sensors can even be embedded into galley chillers, ovens and storage devices. “If you have better warehousing in the galleys, crew have a better idea of what is stored and they can react faster,” he adds.

Having just kicked off this April, and with a timeline stretching until March 2021, it’s still early days for iCabin, but David Voskuhl, vice-president of Communications and PR at Diehl Aviation, says, “You can expect savings of at least 30 percent, maybe even more in the later stage of the implementation. The target is a reduction of total ownership costs by creating a more standardized way of interlinking the involved items in the cabin.”

With major players on board, and a 3.9-million-euro backing from Germany’s Federal Ministry for Economic Affairs and Energy, airlines worldwide will surely be doing their own monitoring as this ambitious project gets underway.


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IAI looks to buy European aircraft maintenance co – report

Israel Aerospace and New EAS are already in dispute over €1 million regarding maintenance work on military aircraft.

Israel Aerospace Industries Ltd. (IAI) (TASE: ARSP.B1) is attempting to acquire insolvent European aircraft maintenance company New EAS, the company’s controlling shareholder Bruno Lechevin has told French newspaper “Le Figaro.” However, sources at IAI have told “Globes” that the Israeli company has no interest in New EAS, which is based in southern France and is owned by French and Spanish companies.

Lechevin asked the French courts to allow him to allow for the recovery of the company and not to compel him to sell to one of seven bidders – one of which he claims is IAI.

New EAS sources also claim that IAI must take some responsibility for the European company’s financial troubles. The companies are in dispute over €1 million, which EAS claims IAI owes it for maintenance work on several military aircraft. Because of IAI’s refusal to pay the amount, EAS is refusing to release the military aircraft. EAS told the court that IAI is refusing to continue talks on buying the company on it giving up its claim to the disputed €1 million.

Sources in Israel say that the money IAI owes EAS is far less than €1 million and has not been aid due to dissatisfaction with the work carried out in France. Sources say that IAI is only interested in leasing the hangar where the aircraft are held for the purposes of carrying out the maintenance work.

Israeli government owned IAI plans to raise NIS 3 billion on the TASE in the coming months at a company value of NIS 12 billion in order to acquire a number of companies around the world.


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NASA Looks to Private Companies for Help Building Reusable Moon Landers for Astronauts

NASA is searching for partners to build technology that would help astronauts land on the moon from a future orbiting Gateway station. This artist’s concept shows the Human Landing System and an astronaut.
Credit: NASA

NASA has serious plans to send astronauts back to the moon by 2028, and the agency is looking for help from U.S. companies to develop technology to accomplish this feat.

On Dec. 13, NASA announced plans under Space Policy Directive-1 to partner with U.S. companies to design and develop new reusable systems for astronauts to land on the lunar surface, according to a statement from the space agency.

NASA will test new human-class landers on the moon in 2024 and expects to send a crewed mission to the lunar surface as early as 2028, according to the statement. [21 Most Marvelous Moon Missions of All Time]

Current plans for sending humans to the moon involve a multisystem approach that relies on three separate elements to provide transfer, landing, and safe return to and from the surface of the moon. Part of this plan includes using NASA’s planned Lunar Orbital Platform-Gateway outpost. The space agency plans to start building this moon-orbiting space station in the next half-decade, NASA officials have said.

“Building on our model in low-Earth orbit, we’ll expand our partnerships with industry and other nations to explore the moon and advance our missions to farther destinations such as Mars, with America leading the way,” Jim Bridenstine, NASA’s administrator, said in the statement. “When we send astronauts to the surface of the mMoon in the next decade, it will be in a sustainable fashion.”

NASA will issue an appendix to its Next Space Technologies for Exploration Partnerships 2 (NextSTEP-2) program early next year, calling for proposals from U.S. partners to develop lunar landers designed for astronauts. Under this initiative, NASA will fund the development and flight demonstrations of the landers, according to the statement.

As part of the partnership, NASA will ask U.S. companies to study the best approach for landing astronauts on the moon and then start developing the technology as quickly as possible, according to the statement.

“When NASA again sends humans to the moon, the surface will be buzzing with new research and robotic activity, and there will be more opportunities for discovery than ever before,” NASA officials said in the statement. “Private sector innovation is key to these NASA missions, and the NextSTEP public-private partnership model is advancing capabilities for human spaceflight while stimulating commercial activities in space.”

The LOP-G outpost is a key part of building reusable lunar landers for round-trip journeys to and from the surface of the moon. Two of the lander elements are expected to be reusable and refueled by cargo ships carrying fuel from Earth to the Gateway, NASA officials have said.

Additionally, astronomers recently announced the discovery of water ice on the lunar surface. Mining this natural resource and the lunar-surface material called regolith could produce the materials needed to create hydrogen-oxygen rocket propellant, which could fuel the lander.

“Once the ability to harness resources from the moon for propellant becomes viable, NASA plans to refuel these elements with the moon’s own resources,” NASA officials said in the statement. “This process, known as in-situ resource utilization or ISRU, will make the third [lander] element also re-fuelable and reusable.”


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Manager, Corporate Safety
  • This position reports to the General Manager – Corporate Safety and has the following responsibilities:
    • Responsible for managing and developing one or more direct reports
    • Responsible for the daily management and oversight of the Occupational Safety Management System
    • Thorough knowledge of regulatory compliance in order to ensure training is accurate and efficient
    • Act as the corporate point of contact for all OSHA employee complaints, fatalities, serious injuries, investigations, and citations , including investigating the incident, developing corrective actions with the operating division/station, and corresponding with OSHA officials
    • Report on Delta’s safety performance to senior leaders
    • Maintain the corporate-level OSHA injury database
    • Work with the operating divisions through Safety Roundtables, monthly meetings, etc to review performance against goals, discuss program changes
    • Represent Delta externally on safety-related, industry associations
    • Track occupational safety regulatory requirements and update the Safety Policies and Procedures manual accordingly
    • Communicate corporate-wide, through newsletters, corporate website, safety bulletins etc. on workplace hazards, regulatory changes, significant issues in other airlines
  • Bachelors degrees required (safety disciple preferred)
  • 5 years working experience in a safety discipline
  • Thorough knowledge of a part 121 airline
  • Knowledge of OSHA regulations and application to part 121 operations
  • Experience conducting accident/incident investigations
  • Ability to work with all divisions and levels
  • Must have strong verbal and writing skills
  • Must be able to effectively work with standard Microsoft office products
  • Must be performing satisfactorily in present position

 Click here to sign up for the next session with Captain Shem Malmquist beginning in late January. Or call us at 231 720-0930 (EST).
High Altitude Flying Overview
High Altitude Flying Overview

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Najeeb E. Halaby Graduate Student Fellowship
The Najeeb E. Halaby Graduate Student Fellowship was established by the National Center for Atmospheric Research (NCAR) to shape the next generation of aviation researchers, honoring the late Najeeb Elias Halaby, an eminent aviator and administrator, for his vision and more than five decades of extraordinary contributions to aviation (https://ral.ucar.edu/opportunity/halaby-fellowship).
The Fellowship
The recipient of a Najeeb E. Halaby Graduate Student Fellowship will spend three months (in 2019 or early 2020) in residence with NCAR’s Aviation Weather Research Program, which Mr. Halaby was instrumental in establishing in the 1980s. As the nation’s leader in addressing aviation weather research, NCAR plays a unique role in meeting user needs by transferring research results to operations through its Research Application Laboratory (http://www.ral.ucar.edu/).
The Fellow will conduct research broadly aimed at mitigation of weather sensitivities (e.g., weather impact avoidance) on aviation. We particularly encourage applicants interested in weather impacts on emerging modes of transportation, like unmanned aerial system operations and urban air mobility.
The Fellowship will provide:
  • a monthly stipend for three months, including temporary living expenses
  • round-trip travel expenses to and from Boulder, CO
  • travel to a conference to present results
  • page charges (if necessary) for one publication of key results
Eligibility and Application
The Halaby Fellowship targets graduate students (late Masters or early PhD level) enrolled in an aviation-relevant department or program of a domestic or international university. Interested candidates should have advanced research skills, far-reaching vision, and dedication to get things accomplished.
Consideration for this Fellowship will be given to candidates based on the following submitted material:
  • Curriculum vitae
  • Proposal (maximum five pages) presenting the research to be conducted at NCAR, the anticipated outcome of that, and how the proposed effort ties into the candidate’s ongoing graduate research project(s)
  • Contact information for three references (one of which should be the student’s primary advisor)
NCAR will accept applications for the Halaby Fellowship each year.
Email Applications by February 28, 2019 to halabyfellowship@ucar.edu

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Flight Safety Information (FSI) Newsletter has been publishing timely aviation safety news for over 25 years.  FSI has over 100,000 readers and 65,000 aviation subscribers on a globally basis.
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Curt Lewis & Associates, LLC is an international, multi-discipline technical, scientific and research consulting firm specializing in aviation and industrial safety. Our specialties are aviation litigation support (Expert Witness), aviation/airport safety programs, accident investigation and reconstruction, safety & quality assessments/audits (ISO-9001/AS-9100), system safety, human factors, Safety Management Systems (SMS) assessment/implementation & training, safety/quality training & risk management, aviation manual development, IS-BAO Auditing, technical writing & editing, airfield/heliport lighting products, patent infringement/invalidity expert testimony and Technical Support.