Airlines trade organisation IATA says the industry must thoroughly prepare to play a leading role in the distribution of a coronavirus vaccine when one becomes globally available. The organisation says on 30 September that it will need to closely coordinate and partner with humanitarian aid organisations, pharmaceutical companies, border authorities and other logistics professionals to mastermind a plan for what could mean transporting billions of vials to all corners of the earth quickly and safely. Little is known about what kind of transportation the vials will require, or how many doses will need to be moved around the world. An estimated 7.8 billion vials – one per living person - would require a capacity of 8,000 Boeing 747 aircraft, Hughes says. “Will they need to be deep frozen? Or can they be transported in a more conventional cooling chain of between” 2-8°C (36-46°F)? “It’s a very delicate live culture,” Hughes adds. “If something happens to the temperature range, the entire shipment has to be thrown away.” In addition to the temperature safety aspect, physical security is another top concern which will require in-depth planning and preparation to “avoid unlawful interference with critical supply chains”, Hughes says. “If you look at many parts of the world where there aren’t a lot of freighter operations, it’s critical that there is a robust network of passenger services in place to adequately provide the capacity necessary to transport [the] vaccine when it becomes available,” he adds. The trade group said earlier this week that global cargo capacity, measured by available cargo tonne-kilometres, shrank by 29.4% in August, year-on-year. July had shown a 31.8% drop. The biggest issue continues to be a dearth of belly-cargo capacity in widebody passenger aircraft. Widebody aircraft carry particularly high levels of cargo, but have seen the greatest declines in utilisation through the past months as the global health crisis drags on. In total, belly capacity for international air cargo was down 67% year-on-year in August – partially offset by a 28.1% increase in freighter capacity, IATA said. However, until a vaccine becomes widely available, IATA says the air transport industry must learn to live with coronavirus. It is advocating for pre-departure testing that would act as an alternative to quarantine requirements. Last week, IATA charman Alexandre de Juniac said a systematic pre-flight coronavirus testing regime for all international passengers is the only way to kick-start the airline sector’s recovery. The scale of testing required – perhaps millions of passengers daily – means non-medical personnel would need to deliver tests, he said. At the same time, governments must to agree to common testing standards - possibly with ICAO’s involvement - to ensure “mutual recognition” of results

Source: Cirium

US Federal Aviation Administration chief Steve Dickson piloted a Boeing 737 Max on 30 September, declaring that the experience made him “comfortable” with its systems while insisting his agency will certificate the jet only when convinced it is safe. “I did two landings and also some air-work manoeuvres over about a 2h period,” administrator Dickson says after the flight in the Seattle area. “I felt that the training prepared me to be very comfortable.” Dickson flew 10 “flight scenarios” that involved experience with the jet’s Maneuvering Characteristics Augmentation System (MCAS) – the flight control system that contributed to two Max crashes. He said he also experienced “all the changes made to the flight-control computers and autopilot systems”. “I like what I saw on the flight this morning, but we are not to the point yet where we have completed the process,” he adds. Dickson had no difficulty maintaining safe flight, even during scenarios in which the aircraft “was significantly out of trim”, he adds. The administrator says that prior to certificating the Max he intends to examine some outstanding concerns, including those related to “human factors” – meaning pilot responses to cockpit issues. Investigations attributed the two Max crashes largely to how pilots responded to failures of the jet’s angle-of-attack (AOA) sensors, related cockpit warnings and activation of MCAS, which trims the Max nose down. “We are grateful to the FAA for the rigorous process that will lead to the safe return to service of the 737 Max,” Boeing says. “We stand ready to provide the support required to complete the remaining milestones laid out by the FAA and international regulators.” Boeing has said it expects regulators will certificate the Max in time for deliveries to resume in the fourth quarter. Dickson, a former airline pilot with time on 737s and other Boeing and Airbus models, had long pledged to fly the Max prior to certification. His flight was separate from the FAA’s still-ongoing official certification process. “The flight today replicated aspects of the new design of the aircraft,” Dickson says. “I got a chance to see how the new system performed, and essentially it’s a much more benign system than the original design.” “I felt very comfortable and very prepared based on the training… that I completed,” Dickson adds. Prior to the flight, Dickson completed training recently recommended by the FAA’s Joint Operations Evaluation Board (JOEB). He finished “virtual distance learnings” and other ground training, to “understand the systems and the new non-normal checklists that are being proposed”, Dickson says. This week he also completed simulator training, “to gain experience with all of… those procedures, and to see how they work on the flight deck”. Regulators grounded the 737 Max in March 2019 following the crash of a Lion Air jet in 2018 and that of an Ethiopian Airlines aircraft in 2019 – accidents that killed a combined 346 people. The certification process has dragged on as investigators from several countries and various agencies examined the crashes. Investigators have attributed the crashes to issues related to FAA oversight, certification, the Max’s design, the actions of the pilots of the crashed jet, and maintenance procedures. In addition to MCAS, the Max’s manual trim system has come under scrutiny due to reports that pilots can struggle to turn the Max’s manual trim wheel in certain flight conditions. Dickson said he has no concerns about manual trim. “If you maintain control of the aircraft, you are not going to have any problems in the normal flight envelope with the manual trim system,” he says. Dickson addressed a question about whether Boeing’s design of the Max, and its alleged failure to fully disclose aspects of the aircraft, reflects systemic problems within Boeing.“There were definitely issues of concern,” Dickson says. “I’m reserving the right to take additional action as we see fit.” On 3 August, the FAA published a draft Max airworthiness directive (AD) that, when finalised, would clear the aircraft to return to service. The proposed AD would require aircraft have updated flight-control software, and it would revise the jet’s flight-control manual. The manual would include new procedures intended to ensure pilots recognise and properly respond to AOA failures and erroneous horizontal stabiliser movements. The AD also proposes that the Max receive new display system software – a change intended to help alert pilots when the jet’s two AOA sensors disagree. Additionally, the AD would require the Max’s horizontal trim wires be rerouted, which would make the jet comply with the FAA’s wire-separation requirements. The FAA is still reviewing comments related to its proposed AD, and prior to certification the agency’s Flight Standardization Board will publish pilot training standards, with input from the JOEB. Boeing made several changes to the Max amid the grounding. The updated MCAS relies on information from both of the aircraft’s AOAs, can only activate once, and cannot provide more input than pilots can counter using the control columns, according to Boeing.

Source: Cirium

Lufthansa is calling for a temporary agreement between Germany and India after it was forced to cancel flights to the country until 20 October amid a row over access under the current travel bubble arrangements. Germany was one of several countries India negotiated a “travel bubble” agreement with during the summer to enable the restoration of limited services between the two countries as coronavirus-related travel restrictions began to be eased. But Lufthansa says it has been forced to cancel all its planned flights between Germany and India from 30 September through 20 October after its application was “unexpectedly blocked” by the Indian authorities. The carrier says it had applied for the continuation of special flights it was granted to operate until the end of September, noting that India has so far ”not accepted the invitation by the German government to discuss details regarding a temporary travel agreement between both countries”. Lufthansa had been planning to restore Chennai flights in October in addition to the Bangalore, Delhi and Mumbai flights it has operated since June. In a statement India’s transport ministry says there are restrictions in place on Indian nationals wishing to travel to Germany “which was putting Indian carriers at a significant disadvantage resulting in inequitable distribution of traffic in favour of Lufthansa”. It adds: “As against Indian carriers operating three to four flights a week, Lufthansa operated 20 flights a week. In spite of this disparity, we offered to clear seven flights a week to Lufthansa, which was not accepted by them. Negotiations continue.” India is on the German foreign office list of countries with an increased risk of infection of coronavirus and visitors from which are subject to a mandatory Covid-19 test. Data shows Air India operating 22 flights during September to Frankfurt, predominantly from Delhi, while Lufthansa is operating 21 flights across the month on each of its Frankfurt routes to Bangalore, Delhi and Mumbai, as well as Munich to Delhi. The two carriers are the partners in the Star Alliance. Prior to the pandemic, January schedules show Lufthansa flew daily services from Frankfurt to Bangalore, Chennai, Delhi and Mumbai, and from Munich to Delhi and Mumbai. Air India was serving Frankfurt daily from Delhi and four times a week from Mumbai. ”Lufthansa sincerely urges the Indian authorities to work together with the German government in order to establish a temporary travel agreement between both countries,” the German carrier says. ”Such an agreement is necessary to address the urgent need of tens of thousands of Indians and foreign nationals for travel to and from India and would also help balance the interests of both countries’ airlines.”

Source: Cirium