Issue 10 april 2015

Features:

Warbirds: Boeing B17

Simulation: History of the Microsoft Flight Simulator

Technology: Traffic Collision Avoidance Systems

Plus over 40 pages of the latest news from the industry, current training opportunities, and much more!

I was speaking to ATT Services managing director, Mark Wheeler, around the start of the year and made a comment that 2014 was probably the worst year for aviation in a long time. Seems that somebody out there took that as a challenge because ,we’re only at the end of March, and there have been a number of incidents that have really shaken the industry to its core.

The loss of 150 people in what, at best, appears to be the suicidal decision of a pilot has made everyone sit up and take notice. Could better procedures for monitoring mental health of pilots prevented this tragedy? Unlikely in itself, but it might have helped. It has, however, led to many airlines reintroducing a policy of 2 people on a flight-deck at all times. This is probably a good thing (80% of the ATTS facebook group certainly thought so) but doesn’t really address the core problem; How do we remove the stigmatisation of air crew admitting to having a mental health problem in an industry that encourages fear and distrust of people with such illnesses? Reporting a mental illness shouldn’t be something a pilot fears.

Seeking help by recognizing a problem is one of the most courageous acts a person can do. It’s difficult for anyone to admit to, but there is clearly a need to introduce better procedures to prevent unfortunate events, such as the German Wings flight, from happening again. Until that happens, pilots may well hide mental health concerns for fear of it being a career ending admission!

Andy Kewley

@kewnet

Facebook group: Picture of the month Picture of this month is this fantastic drawing by Johnrell Perez.

RAAF Royal Australian Air Force, Boeing 737 / P-8 "Poseidon" See more great images at:

www.facebook.com/ groups/ATTServices/ Cover Photo: JAMES LUCAS 2

Headlines

News in brief from the aviation world

Industry News War Birds

Articles from civil, military, commercial and space sectors

Event Calendar Simulation Air Brain Museum Focus Technology Training Calendar Fleet Deliveries

Boeing B17

April / May Aerospace Events Diary

History of Microsoft’s Flight Simulator

Air Brain: Test your aviation knowledge with our monthly quiz!

Mid Atlantic Air Museum

Traffic collision avoidance systems

Current training opportunities

Latest airline fleet additions from airfleets.net

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NEXT ISSUE OUT 8TH MAY 2015 3

Boeing has already sold half of the 777s slated for production in 2017, the company said. The aircraft manufacturer plans to begin building a next-generation version, the 777X, later this year. The 777X would begin flying in 2019.

AVIC Xi’an Aircraft Industry (Group) Company Ltd. executive says Y-20 will be handed over to the military soon.

Boeing is “working to understand the market space” for a potentially new aircraft that could seat around 210225 passengers.

Germanwings announced that it will fly from Cologne and Stuttgart to both airports in Berlin: The lowcost carrier will increase the service on Cologne-Berlin to 13 flights daily and from Stuttgart to Berlin to 10.

The U.S. Helicopter Safety Team (USHST) have released its new audio-slide presentation series called

“Reel Safety,” aimed at enhancing helicopter safety.

Turkish Airlines has added San Francisco to its route, making it the second destination in California and 11th in the Americas.

A violent passenger on a Denver-bound United Airlines jet with 39 people forced an emergency landing near Washington, D.C. The man was subdued by fellow passengers inside the cabin.

Atlas Air Worldwide Holdings plans to order more Boeing 747-8 at some point, its chief executive said.

Europe’s largest low-cost airline is trying to break into the North American market, with fares from as low as $15 for transatlantic flights.

Ryanair is still a few years away from actually launching flights but the move is already seen as a potential market changer.

The NBAA Safety Committee has identified the Association’s Top Safety Focus Areas for 2015, highlighting a number of priorities in support of a greater commitment to business aviation safety standards.

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MD Helicopters Inc (MDHI) has unveiled a new scout attack platform called the MD 530G at the LIMA 2015 exhibition in Langkawi.

The Netherlands has dispatched a 12-person team of military, police and safety experts to the site where Malaysia Airlines Flight 17 went down in eastern Ukraine last year to prepare the further repatriation of remains and other items.

Kenya Airways Ltd. said it reduced flights to Tanzania’s commercial hub of Dar es Salaam to 14 from 42 per week because of issues regarding air-service agreements between the two East African nations.

Airbus have celebrated the delivery of its 9000th aircraft, which was delivered to Vietnamese carrier VietJetAir. Gatwick opposition groups and MPs have written to PM to recognise devastating impact of Gatwick runway.

Political and security risks are worry for aerospace firms

Political and security risks are one of the biggest areas of uncertainty and a key consideration for aerospace companies around the world, Tim Holt, head of Intelligence for Alert:24, the crisis and risk management consultancy of Willis, told an aviation conference in Hong Kong.

Holt said that the issue was highlighted recently not only by the downing of Malaysia

“urgent need to provide accurate and timely information to airlines regarding risks to civil aviation”

Airlines flight MH17 but the loss of aircraft on the ground at Tripoli Airport, both in July 2014. This has clearly demonstrated the urgent need to provide accurate and timely information to airlines regarding risks to civil aviation arising from conflict zones and to enhance existing mechanisms to share such information, he said.

“Whilst the International Civil Aviation Organisation (ICAO) will rightly lead on a common approach to aviation intelligence, the airlines themselves must grasp the opportunity to acquire and analyse actionable intelligence on conflict zones and also for destinations which may be at risk of terrorism or political violence,” said Holt. “By understanding the 5

strength of governance in fragile states, set against the will and capacity of a group to do harm, an airline will be better able to drive robust safety and security decisions. In a low profit -margin environment the incentive to gain a common understanding of emerging and present threats from ground to air and on the ground can be elusive. However, the benefits in terms of duty of care to passengers and resilience for shareholders are substantial. In a globalised world with information at its fingertips, little tolerance can be expected for organisations that fail to assess the numerous threats to their assets and the people they carry.”

Photo Credit: Malta Today

Cambridge Airport unveils plans for more summer flights to Italy Air travellers from Cambridge Airport can widen their experience of Italy this summer, it was announced this month.

Last year, the airport started hosting flights to Verona, which it says proved popular – and through specialist tour operator Inghams, it is now increasing the number of resorts passengers can visit.

The Verona flights take two hours, and will depart on Saturdays from May 16 to September 26.

Two Italian lakes, Lake Iseo and Lake Ledro, as well as the South Tyrol region of northern Italy, will now be available.

An airport spokeswoman said:

"The fourth largest lake in the Lombardy region, Lake Iseo is dotted with medieval towns, not to mention the beautiful Monte Isola island, accessible by ferry, while its Franciacorta wine area produces some of the world's most celebrated sparkling wines. Lake

“Verona flights take two hours, and will depart on Saturdays from May 16 to September 26”

Bringing South Tyrol to the range of Italian destinations available from Cambridge, two new resorts, Merano and Selva, are offered in the spectacular Dolomite Mountains, enabling visitors to discover the beautiful Val Gardena and Trentino-Alto Adige region.

One of the best areas of Italy to explore on foot or by bike, it is known for its cuisine, wine, flora, fauna, castles, and unusual German dialect."

David Surley, head of business and route development at Ledro is close to Lake Garda, Cambridge International Airport, commented: "Verona has glacially formed and reputed to be one of the cleanest lakes been an absolute success and we're delighted to see the diin the world, offering a quiet and relaxing scenic location as rect flights this summer offering even more Italian resorts one of the least explored Italand destinations." ian Lakes.

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Garmin delivers initial orders for GDL 84 ADS-B Datalink Garmin has announced that initial orders of the GDL 84, the latest addition to Garmin’s comprehensive lineup of certified ADS-B solutions, began shipping on Tuesday, February 10th.

The GDL 84 provides an allinclusive option for owners looking to satisfy the requirements of NextGen, while providing the benefits offered by ADS-B In without the need to significantly modify the panel of the aircraft. For $3,995, the GDL 84 comes complete with an integrated WAAS GPS, installation kit, configuration module, GPS antenna, and the Flight Stream Bluetooth wireless gateway, offering customers the industry’s most comprehensive ADS-B package and cost-effective solution available on the market today.

“GDL 84 is a straightforward solution that wirelessly transmits weather and traffic information” Installation is quick and easy because the GDL 84 is a straightforward solution that wirelessly transmits weather and traffic information via Flight Stream 110/210 to a mobile device with Garmin Pilot, instead of an installed

multifunction display in the cockpit. Additionally, for aircraft owners who do not already have a compatible WAAS GPS position source on board their aircraft, the GDL 84 offers a built-in WAAS GPS receiver. The GDL 84 is an all-in-one solution, which meets regulatory requirements and gives pilots the added benefits without the cost associated with a large installation.

Becoming rule-compliant and preserving the existing aircraft panel are important to many aircraft owners. Because of the versatility and wireless functionality offered by the GDL 84 and Flight Stream, the existing panel configuration remains intact. Garmin’s patented self-interrogation feature allows the GDL 84 to wirelessly communicate and interface with a wide range of general aviation transponders to 7

synchronize squawk code and ident. This unique technology enables the ADS-B Out source to broadcast the same code as the transponder, simplifying the installation and eliminating the need to install an additional ADS-B control panel.

This exclusive feature reduces pilot workload, preventing the need to manually enter two squawk codes.

The GDL 84 has received the FAA’s Approved Model List Supplemental Type Certification (AML STC) for hundreds of aircraft makes and models.

The GDL 84 system with the Flight Stream 110 Bluetooth wireless gateway is available for a list price of $3,995. Customers may upgrade to the Flight Stream 210, which adds wireless flight plan transfer capabilities and the display of back-up attitude information within Garmin Pilot for an additional $450.

Turkish Airlines has signed a firm order for the purchase of four A330-200F freighter aircraft Operated by Turkish Cargo, a brand of Turkish Airlines, the additional aircraft will help to further boost the company’s expansion in the cargo market.

Turkish Airlines already operates five A330-200F, and the additional order will enable them to quickly meet the growing cargo market demand.

“The A330-200F freighter aircraft have demonstrated outstanding operational reliability and performance for our cargo transport operations. It is with this in mind that we chose to expand our freighter

fleet with more A330-200F,” said Dr Temel Kotil, CEO of Turkish Airlines.“A prestig-

“Turkish Airlines operates the largest Airbus fleet in the country with a total of 139 Airbus aircraft” ious customer like Turkish Airlines ordering the A330-200F for the third time shows a real vote of confidence in this aircraft to help further develop their cargo business,“ said

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John Leahy, Airbus Chief Operating Officer, Customers.

“The A330 Family is the most versatile family of aircraft on the market and the A330-200F is no exception, being the most flexible, reliable and costefficient freighter” Turkish Airlines operates the largest Airbus fleet in the country with a total of 139 Airbus aircraft in service.

These include 91 single aisle aircraft, two A310 freighters, 17 A330-200, 18 A330-300, five A330-200F and six A340s.

U.S. Marines critical element in Operation: Inherent Resolve

The KC-130J Super Hercules is used to transport troops, resupply forward operating bases, perform medical evacuations and refuel coalition aircraft.

“We send out stuff to support the forward Marines like water, food, ammo, supplies, and whatever else they need on the ground,” said Staff Sgt. Bryant Fair, a maintenance chief with Marine Aerial Refueler Squadron 352, SPMAGTF-CR -CC. The KC-130J Super Hercules can carry 92 passengers, 6 pallets or combinations of the two. Although they excel at this, another important mission is refueling Marine and

“KC-130J moves to a “tanker track“ where jets can fly, receive gas and return to their mission”

coalition aircraft during crisis response and contingency operations. “It leaves the ground with a load of fuel and moves to a “tanker track“ where Marine and Coalition jets can fly, receive gas and return to their mission”, said Capt. Travis Horner, an air support planner with the Aviation Combat Element, SPMAGTF-CR-CC.

happens that requires us to respond quickly.” The TRAP force responds to missions with MV-22 Osprey tiltrotor aircraft to carry personnel, while the KC-130J is able to refuel them on the move.

“When the TRAP takes off the C-130 goes with them,” said Horner. “Once they get to a holding area, it will provide the Osprey with fuel in the A KC-130J can carry about event we need to stretch fur60,000 lbs. of fuel in order to ther into the operating area to support refueling missions for rescue that downed pilot or MV-22 Ospreys, F-16 Fighting aircraft.”

Falcons, F-18 Hornets or AV8B Harriers, said Fair.

U.S. Marines with SPMAGTF While SPMAGTF-CR-CC has -CR-CC use KC-130J Super several KC-130Js across its Hercules aircraft every day in area of operation, one is set support of Operation Inherent Resolve by transporting and aside at all times to support resupplying troops, refueling Tactical Recovery of Aircraft aircraft and conducting TRAP and Personnel missions. “[The] TRAP force situations force missions. are unpredictable,” said Fair.

“We keep one aircraft in a Photo Credit: ready status in case something Cpl. Carson Gramley 9

RAF Northolt airman picks up MBE from Prince Charles An airman who helps the families of service personnel based at RAF Northolt has received his MBE at Buckingham Palace.

There are some real challenges for children in military families, such as frequent moves and long deployments, and it’s wonderful to be a part

Senior Aircraftsman Adam Bruerton collecting his gong from Prince Charles on February 26. He has been working with young people at the military base, in Ruislip, since 2009 and takes a leading role in its Airplay youth programmes.

“He has been working with young people at the military base, in Ruislip, since 2009 ”

This is a youth support programme run by the RAF for the families of service personnel, and helps provide a range of activities for young people living on and around stations.

SAC Bruerton commented “It’s an incredible honour to be recognised with the MBE.

of a programme like Airplay that helps children flourish.”

Apart from volunteering for Airplay, he is the Community Development Fund treasurer and a local primary school governor, and brought his creative talents to bear in creating a First World War trench to teach Ruislip High School students about the war – a pro-

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ject featured on BBC national news. RAF Northolt Community Development Officer Edlynn Zakers said: “From the outset, Adam was an absolute star and a complete natural at youth work. He is our resident creative genius – he can take a concept and make something amazing out of absolutely nothing. We’re thrilled that his contributions are being recognised with the MBE.” SAC Bruerton was named an MBE on this year’s New Year Honours List.

In March the Duke of Edinburgh paid a visit to RAF Northolt to present 32 (The Royal) Squadron with a new standard.

Photo Credit: getwestlondon

Bell Helicopter signs contract for Bell 206L-4S to Air Medical Group Holdings Bell Helicopter has announced the signed agreement for the sale of four Bell 206L-4s to Air Medical Group Holdings (AMGH), one of the largest independent providers of helicopter emergency medical services (HEMS) in the world.

The aircraft will be operated

by Air Evac Lifeteam for HEMS missions. Deliveries are scheduled to begin in 2016.

"It’s extremely important to give patients access to definitive healthcare and these aircraft will help us do just that,” said Seth Myers, president of Air Evac Lifeteam. “We are pleased to add the four Bell 206L-4s to our fleet.”

“dependable and reliable Bell 206L -4 provides operators a multimission capable helicopter with low operating costs.”

Air Evac Lifeteam is headquartered in O’Fallon, Mis-

souri, and provides air medical service to people who generally live at least 70 miles from the closest Level 1 or 2 trauma center. Air Evac Lifeteam currently has 117 bases in 15 states, and operates the world's largest fleet of more than 130 medically equipped Bell 206 LongRanger helicopters.

“The aircraft not only provide superior performance and trusted reliability, but are designed to support these operators’ demanding and lifesaving missions,” said Anthony Moreland, vice president of North American sales. “It’s a privilege and an honor to continue this relationship with AMGH into the future.”

Announced in 2013, AMGH

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signed for a landmark agreement for 30 Bell helicopters that included 24 Bell 407 and six Bell 206L-4 helicopters.

This new deal for four Bell 206L-4s will add to this existing contract.

The dependable and reliable Bell 206L-4 provides operators a multi-mission capable helicopter with low operating costs. With seven place seating and more than 2,000 lbs of useful load, the Bell 206L-4 delivers mission flexibility.

The Bell 206L-4 offers superb visibility for difficult scene landings with large cabin windows and wrap-around windows for pilots.

Photo Credit: Bell

Boeing, Cargolux Airlines celebrate 30th direct delivery of a 747 Freighter Boeing and Cargolux Airlines are celebrating the 30th direct delivery of a 747 Freighter to the Luxembourg-based cargo carrier.

To mark the occasion, Cargolux’s latest 747-8 Freighter carries a special decal of the “Father of the Boeing 747,” Joe Sutter, the Boeing engineer who led the team that designed the airplane. “We have built our business around the iconic 747 and therefore we wanted to celebrate our 30th direct delivery from Boeing by honoring the man behind this magnificent machine -- Joe Sutter,” said Dirk Reich, President and CEO of Cargolux Airlines. “The 747-8 Freighter has been a tremendous addition to our fleet, providing us with increased capacity and improved economics that has enabled us to expand our operations across the globe.”

This latest delivery was the 12th 747-8 Freighter to join Cargolux’s fleet, with the Luxembourg carrier becoming the world’s first operator of the airplane type in October 2011.

Prior to the introduction of the 747-8 Freighter, Cargolux took delivery of the first of two 747 -200 Freighters in 1979 and in 1993 also became the world’s first operator of the 747-400 Freighter, taking a total of 16 747-400 Freighters. In January

2015, Cargolux began operations to Manaus Airport in Brazil with a 747-8 Freighter carrying a full load of machinery spare parts and telecommunications equipment. In the

“747-8 Freighter is optimized to provide greater revenue cargocarrying capability than the 747 -400, offering 16 percent more cargo volume”

ades,” said Todd Nelp, vice president of European Sales, Boeing Commercial Airplanes.

“I can’t think of a better way to mark this special occasion than with this tribute to Joe Sutter and in recognizing that today the 747-8 Freighter provides Cargolux with unrivalled operating costs and economics compared to any large freighter airplane on the market.”

The 747-8 Freighter is optimized to provide greater revenue cargo-carrying capability than the 747-400, offering 16 percent more cargo volume while keeping its iconic nose process, Manaus Airport bedoor. Cargolux currently has came the 100th commercial two unfilled orders for 747-8 airport that Cargolux serves Freighters, with the all-Boeing with the 747-8 Freighter, uncarrier operating a fleet comderlining the airplane’s inposed entirely of 747-400 credible versatility in the Freighters and 747-8 Freightworld cargo market.

“The 30th 747 delivery to Car- ers. golux is an important milestone in our shared history Photo Credit: Boeing with this all-Boeing operator that spans some four dec-

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Ryanair to become first airline to fly to Spain's ghost airport metre-high copper sculpture to stand outside the airport – widely believed to be of himself – at public expense.

Ryanair is set to become the first airline to operate scheduled flights from the Spanish “ghost airport” of Castellón.

The Irish carrier will announce plans on Wednesday to fly from the airport, which cost €150m (£107m) to build but stood empty for almost four years and is widely regarded as a symbol of regional governments’ profligacy during Spain’s long-gone property boom.

Flights will link the UK and other northern European countries to the airport, which lies north of the city of Valencia on Spain’s Mediterranean coast.

Castellón–Costa Azahar airport was one of the Valencia region’s many grand and largely gratuitous building projects: the city of 800,000 people already had one airport with another in nearby Ali-

cante serving a similar market.

The city also built a Sydneystyle opera house and Europe’s largest aquarium during Spain’s years of propertyfuelled boom years, before the financial crisis left the country’s economy in tatters.

“Ryanair has announced a change of strategy to start flying to more primary, city-centre airports” The airport was commissioned by the leader of Castellón province, Carlos Fabra, a member of the ruling rightwing People’s party, and was officially declared open in March 2011. Fabra is now serving time in prison for tax fraud.

Fabra also commissioned a 2413

The first commercial flight at the airport, which is now under the management of the Canadian engineering conglomerate SNC-Lavalin, took place in January 2015 – a charter flight carrying the staff and squad of the football club Villarreal to a match in San Sebastián, northern Spain.

A Ryanair spokesman confirmed that the airline was due to hold a press conference at Castellón airport on Wednesday, but said: “Ryanair does not comment upon or engage in rumour or speculation.”

Ryanair has announced a change of strategy to start flying to more primary, citycentre airports, but their use of Castellón appears to be bucking that trend. However, the airline’s low-cost business model has long relied on securing minimal landing charges at airports across Europe, from rural France to London’s Stansted, with a pledge to deliver customers and growth.

Photo Credit: Reuters

ALC firms up order for 55 Airbus aircraft Air Lease Corporation (ALC), the Los Angeles based aircraft leasing company, has firmed up its order for 55 Airbus aircraft, comprising 25 A330-900neo and 30 A321LR - the very latest members of Airbus’ modern, fuel-efficient aircraft family.

ALC was first to sign up for the newest member of Airbus’ market leading widebody family, the A330neo, announcing a commitment for 25 A330900neo during the launch at the 2014 Farnborough International Airshow. ALC was also the first to commit to the A321LR, the newest variant of the A321neo, after signing a Memorandum of Understanding for 30 at the launch in January 2015, increasing its commitment made for 60 A321neo at the 2014 Farnborough Airshow to 90 firm A321neo aircraft.

“We are proud to be adding these newest generation Air-

bus aircraft to our portfolio and to have played a part in launching these latest generation, efficient aircraft,” said Steven F. Udvar-Házy, Air Lease Corporation’s Chairman and Chief Executive Officer.

“We see significant market appetite for Airbus’ A321LR and A330neo models, offering operators exactly what they want - even more range, even better economics and superior level of passenger comfort.”

“ALC is always ahead of the game and we are very happy to have them on board from the start with our latest A321LR and A330neo models,” said John Leahy, Airbus Chief Operating Officer, Customers. “We listen very carefully to our customers and are clearly seeing that our strategy to constantly improve our products through incremental innovations means we are able to not only meet but exceed their highest expectations.”

Including today’s announcement, ALC’s total firm orders for Airbus aircraft stands at 258, comprising 53 A320ceo Family, 140 A320neo Family, 15 A330 Family, 25 A350 XWB Family and 25 A330neo Family.

“Ryanair has announced a change of strategy to start flying to more primary, city-centre airports” The A321LR, the latest member of the market leading A320neo Family, will be able to fly longer routes of up to 4,000 nm. The A321LR will provide additional flexibility as it will have the longest range of any single aisle airliner, making it ideally suited to transatlantic routes and enable airlines to tap into new long haul markets which were not previously accessible with current single aisle aircraft.

With 206 passengers in a comfortable two-class layout, the A321LR offers the possibility for each passenger to carry up to three bags. First deliveries will start in 2019. The A330800neo and the A330-900neo are two new members of the Airbus Widebody Family Continued on page 15

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Continued from page 14 launched in July 2014 with first deliveries in Q4 2017.

The A330neo incorporates latest generation Rolls-Royce Trent 7000 engines, aerodynamic enhancements and new cabin features. Benefitting

from the excellent economics, versatility and high reliability of the A330, the A330neo reduces fuel consumption by 14% per seat, making it the most cost efficient, medium range Widebody aircraft on the market. In addition, A330neo

operators will also benefit from a range increase of up to 400 nautical miles and all the operational commonality advantages of the Airbus Family.

Photo Credit: Airbus

Alaska Airlines seeks approval for Mexico service Alaska Airlines has filed applications to begin two nonstop Boeing 737 services from Orange County, California, to Los Cabos and Puerto Vallarta, Mexico. The flights are pending approval by the US Department of Transportation and the Mexico’s Directorate General of Civil Aeronautics (DGAC).

The planned year-round service will operate 3X-weekly between Orange County and Puerto Vallarta and 4Xweekly between Orange County and Los Cabos.

Alaska Airlines began flying to Puerto Vallarta and Los Cabos more than 25 years ago. Currently, the carrier operates 36 weekly peak-

season flights to Puerto Vallarta and 50 weekly peak-season flights to Los Cabos.Alaska .

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Photo Credit: Rob Finlayson

Aircraft makers urge ban on lithium battery shipments Aircraft makers are urging a ban on bulk lithium battery shipments on passenger planes, calling the threat of fires "an unacceptable risk," according to an industry position paper obtained by The Associated Press.

The International Coordination Council of Aerospace Industry Associations, which represents aircraft companies such as Boeing and Airbus, also is calling for stronger packaging and handling regulations for batteries shipped on cargo planes.

The International Federation of Air Line Pilots Associations, an umbrella group for pilot unions, joined the aircraft makers in issuing the paper.

The paper cites recent testing by the Federal Aviation Administration that shows the batteries emit explosive gases when overheated. It's common for tens of thousands of batteries to be packed into a single shipping container. In the tests, a buildup of gases inside the containers led to explosions and violent fires.

The tests show aircraft fire protection systems "are unable to suppress or extinguish a fire involving significant quantities of lithium batteries, resulting in reduced time available for safe flight and landing of an aircraft to a diversion airport," aircraft makers said.

"Therefore, continuing to allow the carriage of lithium batteries within today's transport category aircraft cargo

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compartments is an unacceptable risk to the air transport industry."

The call for a ban applies to both lithium-ion and lithium metal batteries. Lithium-ion batteries are rechargeable and are used in products ranging from cellphones and laptops to power tools. Lithium metal batteries are not rechargeable, and are often used in toys, watches and some medical devices, among other products.

The International Civil Aviation Organization, a U.N. agency, decided last year to change its shipping standards to prohibit the shipment of lithium metal batteries aboard passenger planes, but not Continued on page 17

Continued from page 16 rechargeable batteries, which are shipped by air far more frequently. The aircraft industry paper obtained by the AP was drafted for presentation at an upcoming meeting of the agency's dangerous goods panel in April.

The call for a ban is aimed only at cargo shipments, not batteries that passengers take on board planes in their personal electronic devices or carry-on bags.

George Kerchner, executive director of PRBA — the Rechargeable Battery Association, said in a statement that lithium-ion battery makers are "fully committed to the safe transport of lithium batteries."

He said the battery industry trade association will continue to work with the aviation industry and government officials.

“fire protection capabilities of the planes were "developed considering the carriage of general cargo ” In recent weeks, two major U.S airlines — Delta and United — have announced they will no longer accept rechargeable battery shipments.

The aircraft makers' call for a

ban puts further pressure on international carriers around the globe to refuse battery shipments or appear indifferent to safety. The shipments are less of an issue for domestic or regional carriers who generally fly smaller planes with less room for cargo. Also, the demand for air shipments of batteries tends to be for flights across oceans.

4.8 billion lithium-ion cells were manufactured in 2013, and production is forecast to reach 8 billion a year by 2025.

A battery contains two or more cells.

Lithium batteries dominate the global battery industry because they're cheap to make, lightweight and can hold a lot more energy than other types of batteries. Cargo airlines are conPassenger and cargo airlines tinuing to transport the battergenerally fly the same types of ies even though they are beplanes, although they are con- lieved to have either caused or figured differently inside. The contributed to fires that defire protection capabilities of stroyed two Boeing 747 the planes were "developed freighters in recent years, killconsidering the carriage of ing their pilots. The pilots of a general cargo and not the third freighter managed to esunique hazards associated with cape after landing in Philadelthe carriage of dangerous phia, but that plane was also goods, including lithium batdestroyed. UPS recently comteries," the paper said. Templeted a round of tests on a peratures in some of the govshipping container that was ernment testing reached nearly adjusted to allow gases to es1,100 degrees. That's close to cape while continuing to conthe melting point of aluminum, tain a battery fire. UPS offiabout 1,200 degrees. The FAA cials said the company was tests show "the uncontrollabil- encouraged by the results of ity of lithium battery fires can the tests. ultimately negate the capability of current aircraft cargo fire Pilot unions in the U.S. have suppression systems, and can been pressing for a single lead to a catastrophic failure of safety standard for both pasthe airframe," the position pa- senger and cargo airlines. U.S. per said. regulators' hands are tied by a 2012 law that Congress enU.S. and international officials acted in response to industry have been slow to adopt safety lobbying. It prohibits the govrestrictions that might affect ernment from issuing the powerful industries that depend on the batteries. About Continued on page 18 17

Continued from page 17 regulations regarding battery shipments that are any more stringent than standards approved by the International Civil Aviation Organization, a U.N. agency, unless an inter-

national investigative agency can show the batteries ignited a fire that destroyed an aircraft. That's difficult, since in the three cases thus far in which batteries are suspected

of causing fires, the planes were too damaged to determine the source of the blaze.

Photo Credit: FAA

YVR is the First airport in the world to be named best airport six consecutive years

Vancouver International Airport (YVR) was named #1 Airport in North America for the sixth year-in-a-row

by Skytrax World Airport Awards, the premier international airport awards voted on by more than 13million passengers worldwide.

This is the first time in Skytrax award history that an airport has maintained a #1 ranking for six consecutive years.

“This recognition for a sixth year-in-a-row is a testament to all the people who contribute to our shared success,” said Craig Richmond, President and CEO, Vancouver Airport Authority. “I want to acknowledge and thank our community, passengers, partners and the 24,000 people who work

and volunteer at YVR. We are both proud and humbled and will continue to collectively care for all our customers while connecting B.C. to the world.”

Known informally in the travel industry as the Passenger Choice Awards, the Skytrax World Airport Awards are the global benchmark of airport excellence. More than 13 million passenger surveys were independently conducted

“Skytrax World Airport Awards are the global benchmark of airport excellence” across 550 airports in 112 countries. The survey meas18

ures 39 dimensions of the airport experience including check-in to border clearance efficiency, signage, transportation availability, design and layout, as well as shopping, service and dining options.

YVR was also named the best airport in the 10-20 million passenger category. Fairmont Vancouver Airport was voted Best Airport Hotel, North America.

This year’s Skytrax World Airport Awards were handed out in Paris, France. More information on the awards is available at worldairportawards.com.

Photo Credit: Vancouver Airport

Gatwick Airport second runway 'guarantees' revealed

Bosses at Gatwick Airport have unveiled five "guarantees" they hope will convince the Airports Commission to approve a second runway.

The airport is in competition with Heathrow to win approval for an additional runway. One

“Gatwick has "guaranteed" the project would be privately funded with no need for public subsidy”

of the guarantees is compensation for people living close to the airport. Gatwick's chairman Sir Roy McNulty said: "These guarantees would mean Gatwick takes on the main risks of building the new runway."

The Airports Commission is currently considering three options for expanding airport provision in south-east England and is due to publish its findings in the summer. These options are a third runway at Heathrow, lengthening an existing runway at Heathrow or a second runway at Gatwick.

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Gatwick has "guaranteed" the project would be privately funded with no need for public subsidy, that airport charges would be capped and it would bear the main risks of the expansion plan. It has also promised to compensate residents by £1,000 towards council tax bills if they are affected by significant level of aircraft noise, and said it would ensure that air quality targets always were always met.

Photo Credit: Gatwick Airport

Lufthansa CEO says will be part of any consolidation in Europe According to a report by Reuters, Lufthansa expects consolidation to occur among European airlines and is ready to be part of it, the carrier's chief executive said in March.

“industry experts say European airlines need to consolidate to try and improve their profitability.�

"If it comes about, Lufthansa needs to be part of that and Eurowings is our tool for this," Carsten Spohr told analysts, referring to the group's new budget unit.

Many industry experts say European airlines need to consolidate to try and improve their profitability.

Spohr also added he welcomed

a white paper from U.S. carriers accusing Gulf airlines of receiving subsidies.

"The white paper is very much in line with what we and Air France have said over the last years. Unfortunately we don't have the same intelligence services," he said, referring to the detailed accusations in the paper.

Photo Credit: Lufthansa

Virgin America takes aim at Southwest Virgin America appears to be upping the ante against Southwest in an already intense battle at Dallas Love Field.

The California-based carrier on Thursday unveiled a "best fare guarantee" in which it will match rivals' prices on nonstop Dallas Love flights. Virgin America also announced a 2for-1 offer for Dallas Love fliers who refer three friends to

Virgin's Elevate frequent-flier program. The promotion is almost certainly targeted at Southwest Airlines, by far the dominant carrier at Dallas Love Field.

In a barely-veiled reference to Southwest, Virgin America says its "Higher Expectations" campaign is "aimed at setting the record straight that although some airlines might claim to have 'invented low 20

fares,' Virgin America invented 'higher expectations' by offering travelers the best of both worlds: the lowest possible fares and an upscale experience." On a page to promote the campaign, an image shows visitors a picture of a seat with caption of "cattle call or choose your own seat."

That phrasing likely removes any doubt that Virgin America is targeting hometown giant Southwest.

IATA signs E-Freight co-operation agreement with China's industry giants The International Air Transport Association (IATA), Shanghai Customs, Shanghai Entry-Exit Inspection and Quarantine Bureau, Shanghai Airport Authority, China Eastern Airlines, and Shanghai E-port have signed a Letter of Initiative (LOI) on March 10 to jointly promote e-Freight in Shanghai.

Under the terms of the LOI, the six organizations will co-

operate to improve efficiency and reduce costs in existing processes by phasing out the need for a security check stamp on paper air waybills, eliminate the need for paper air waybills and facilitate the implementation of paperless customs clearance at Shanghai Pudong Airport and optimize and streamline data sharing between the parties.

The industry target is also to

achieve 45% e-air waybill penetration globally by the end of 2015, and 80% by the end of 2016.

E-freight pilots have been implemented at ShanghaiPudong Airport, GuangzhouBaiyun Airport and BeijingCapital Airport. In June 2014, China Cargo Airlines successfully launched the pilot e-air waybill pilot at Shanghai Pudong Airport.

Seasprites handed over to NZ Defence Force The New Zealand Defence Force (NZDF) have officially accepted ownership of the new Seasprite SH-2G(I) helicopters from Kaman Aerospace in a ceremony at RNZAF Base Auckland.

There are three new Seasprites at Base Auckland and the remaining five will be delivered

by September. The new SH2G(I) replaces the SH-2G model that is presently being used. Chief of Navy, Rear Admiral Jack Steer said the handover marked a significant milestone for the Defence Force’s maritime aviation capability.

“The Seasprites perform a vital function for the Navy, and enhance the roles of our ships at sea, by undertaking a range of tasks including maritime

surveillance, search and rescue, counter-terrorism and utility lift. We’ve operated Seasprites since the 1990s and they have proven to be a great capability for us. We deployed a Seasprite on HMNZS TE MANA to the Gulf of Aden in 2014 in support of the multinational Combined Task Force undertaking anti-piracy activities in the region. The Seasprite flew over 120 hours and was used for surveillance and reconnaissance adding substantial value to the operation.

We currently have a Seasprite 21

embarked on HMNZS TE KAHA who is on operational deployment until May and the helicopter is an integral part of this mission,” said Rear Admiral Steer.

Operation of the Seasprites is a joint effort between the Navy and Air Force. Seasprites are flown by Navy personnel and maintained by Air Force engineers and technicians who form No.6 Squadron at Whenuapai.

Photo Credit: NZ MoD

East runway re-opens with Taxiway A progress at Austin-Bergstrom International The need to temporarily close the east runway has been lifted by the progress made on the Taxiway A extension project.

Construction on Taxiway A had required the full closure of the east runway (Runway 17L/35R) since January 19, 2015 for the safety of work

“project is currently approximately 65% complete, with full project completion anticipated for early summer 2015�

and signage at the north and south ends of the runway.

Though wet weather and cold temperatures impacted construction progress, this work has been completed. The east runway was reopened the morning of March 10.

crews due to work taking place within the Runway Safety Area. This work included: reconfiguring the taxiway/ runway intersections, add/ modify taxiway lights, and to modify the pavement markings

Ongoing construction of the project will require taxiway closures on the north and south ends of the runway, which will continue to impact the full use of Runway 17L/35R for the next several weeks.

The project is currently approximately 65% complete, with full project completion anticipated for early summer 2015.

Upon completion, Taxiway A will be the second full length parallel taxiway to the east runway, along with existing Taxiway B. This will allow air traffic control more options in handling high density traffic.

It also greatly enhances maintenance operational efficiencies by allowing our field maintenance teams the ability to close one taxiway for routine maintenance and still have one available for normal airfield movement operations.

Cost projections for Taxiway A completion are around $9 million. The Federal Aviation Administration (FAA) will fund 75% of the project up to $7.2 million, with the airport responsible for the remainder.

Photo Credit: AustinBergstrom International

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Restored Royal Flying Doctor Service Queen Air plane goes on display An original Royal Flying Doctor Service (RFDS) plane has been restored and officially unveiled at a museum in Queensland's west.

The Queen Air plane has gone on display at the Stockman's Hall of Fame in Longreach, suspended in the hall's atrium.

The plane flew for the RFDS between 1978 and 1992.

Hall chairman David Brook said he hoped it would attract more visitors and it had been an impressive feat to get the plane hanging in the building.

"It is an engineering feet. I have looked around it and to see that it is five centimetres from one wall, it covers the whole width of the arch of the building, it is a huge aircraft really in a hall like this," he said.

"I don't quite know how they did it all but it looks great

“it used to be called the 'queen of the skies'. It is really a part of our heritage� where it is now, it hits you in the face as you walk in."

The plane was stationed at Cairns and Mount Isa and was retired almost 25 years ago.

RFDS Queensland chairman Bill Mellor said it was now looking for stories from those who may have flown in the Queen Air, to add to the display. "Well it used to be called the 'queen of the skies'.

It is really a part of our heritage," he said. "This aircraft foxtrot, delta, sierra ... its registration - if there is anybody that has been a patient, any of the aircrew or nursing or doctor staff, we would love to hear from you. To make it even more alive, is to get the stories about the people who actually flew in it or who actually maintained it."

Photo Credit: Chrissy Arthur

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Small plane skids off Blackpool Airport runway

A small plane "overshot" the runway at Blackpool Airport on March 12th.

Lancashire Fire and Rescue Service said the four people on board were unhurt in the incident, which happened at about 11:50 GMT.

tweeted: "Crews assisting at Blackpool Airport with a jet crashed on runway. All souls safe."

Owners Balfour Beatty closed the airport on 15 October with the loss of 100 jobs after failing to find a buyer.

The airport closed in October but has since reopened to small aircraft. The Air Accidents Investigation Branch said it was investigating.

Squires Gate Airport Operations Limited were unavailable for comment.

Firefighter Steve Boyne

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Photo Credit: Steve Boyne

Aviation policies could hamper Indonesian growth claims IATA The International Air Transport Association (IATA) has questioned several regulations issued by the Transportation Ministry in the aviation sector, which according to the association could hamper the industry’s growth in the coming years.

government, according to a recent Transportation Ministry regulation. “It’s better to let the market determine the prices and make sure that airlines run properly and are properly supervised to meet their safety obligations,” he went on saying.

IATA director general and CEO Tony Tyler said that the ministry should apply “smarter” regulation principles when establishing new regulations, such as minimum price and forbidding airlines from selling tickets at airports when train tickets can be purchased at a train station.

IATA also urges the country to increase capacity. By 2034, Indonesia’s airports are expected to handle an additional 183 million passengers compared to today, the association’s data shows. “The capacity problem in Jakarta is no-

“Any regulation that is not a smart regulation will hamper the growth of the industry. The government’s job is to regulate. We are not against regulation because regulation in the area of safety is essential,” Tyler said in a press conference in March. “So we urge the government to think about the problems it’s trying to resolve and then talk to the experts and people involved in the industry,” he added.

The minimum-price regulation used to be the norm in the industry around 30 years ago but it has slowly been eliminated, according to Tyler. Scheduled low-cost airlines cannot price their tickets at less than 40 percent the price ceiling set by the

“By 2034, Indonesia’s airports are expected to handle an additional 183 million passengers compared to today” where near being solved, even with the terminal upgrades.

Indonesia needs a hub. The most efficient solution is to maximize the potential of one airport — Soekarno-Hatta where significant investment has already been made,” Tyler said.

He added that safety remained aviation’s top priority and the biggest concern for the successful development of aviation in the archipelago given 25

the fact that Indonesia has had at least one hull loss annually since 2010.

Indonesia was assessed as below the global average in the International Civil Aviation Organization’s (ICAO) Universal Safety Oversight Audit Program (USOAP).

The US Federal Aviation Administration (FAA) has also downgraded Indonesia to Category 2 in its International Aviation Safety Assessment program.

IATA encouraged the government to make the IATA Operational Safety Audit (IOSA) compulsory for an Indonesian AOC (air operator certificate), since national flag carrier Garuda Indonesia is the only airline in the country that is in the IOSA registry. “We are here to help Indonesia lift its game in safety,” Tyler ensured.

The ministry’s director for airworthiness and flight operations Muzaffar Ismail said that the ministry had yet to decide whether the government would comply with the IOSA in the near future. “Our main focus now is to revise the government’s civil aviation safety regulations,” he said.

Vancouver’s Canada Jetlines hit with lawsuit seeking assets seizure An upstart budget airline based out of Vancouver has been hit with a lawsuit from a former partner seeking to foreclose on the company’s assets reported Business Vancouver.

Inovent Capital announced March 12 it has filed a petition in B.C. Supreme Court, stemming from a $120,000 loan it provided to Canada Jetlines in July 2014. The investors claim the airline used the money for business purposes but failed to repay the loan after Canada Jetlines terminated its agreement with Inovent in February.

Inovent has a general security agreement with Canada Jetlines that entitles it to all the carrier’s assets if the loan is not repaid, according to the claim. "Our board is disappointed that Jetlines continues to disregard its contractual obligations to Inovent," Inovent CEO David Brett said in a statement. "We remain

“Inovent Capital announced March 12 it has filed a petition in B.C. Supreme Court, stemming from a $120,000 loan it provided to Canada Jetlines ”

committed to vigorously protecting the rights of our shareholders."

Canada Jetlines president David Solloway said in an email to Business In Vancouver that his company made a “generous” offer to settle with Inovent but the former partner came back with a large demand.

“We acted honestly and in good faith and at every juncture of the relationship with Inovent,” Solloway said. “The management of Jetlines was disappointed that Inovent did not choose to respond to its prior offer of settlement in the amount of $120,000 plus $30,000 to be applied towards expenses. Jetlines remains open to entertain reasonable offers from Inovent to settle 26

matters and will continue to respond in a timely manner.”

In November, Inovent filed a prospectus seeking to raise $50 million to help get Canada Jetlines off the ground.

And by the following month, the two groups had signed a US$438-million order for five of Boeing’s (NYSE:BA) 737 MAX aircraft, with plans for Canada Jetlines and Inovent to merge into one company.

Canada Jetlines is expected to begin offering service out of Vancouver by mid-2015 using leased airplanes.

Photo Credit: Business Vancouver

AAIB report: Toilet truck causes damage to Norwegian 737-800 fuselage A toilet-servicing truck reversed into a stationary Norwegian Boeing 737800, causing significant damage to the aircraft skin and seriously injuring a ground worker, according to a report released by the UK Air Accidents Investigation Branch (AAIB).

the ground calling out in pain,” the AAIB report said.

It emerged that the truck had overshot by “about 3.5 meters,” striking the rear left side of the aircraft. “A gash of about one meter in length had been torn in the aircraft’s fuselage skin and the forward fuselage had made contact with the air bridge as it slewed left,” the AAIB report stated.

As passengers were boarding LN-DYS (SN39007) at London Gatwick Airport on the morning of Dec. 23, the aircraft lurched sideways and there was a “grinding noise,” the report said. By now about 140 passengers had boarded and the process was halted, while the captain investigated.

“the truck had overshot by “about 3.5 meters,” striking the rear left side of the aircraft”

“Descending to ground level outside the aircraft, he [the captain] saw that a toilet servicing truck was partially under the rear of the aircraft and that the driver was standing by his cab, with his head in his hands. Another man, later identified as a second toilet service crewman, was lying on

The vehicle “badly hurt” the toilet service crew man, a socalled banksman who was guiding the truck as the driver reversed. As the vehicle overshot, the banksman was crushed between the toilet truck and a baggage conveyer, positioned by the rear freight bay door on the other side of the aircraft. Fire service para-

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medics, the police and an ambulance were deployed to the scene and the passengers were disembarked.

“LN-DYS belongs to Norwegian Air Shuttle’s daughter company Norwegian Air Norway. It was involved in a ground accident where ground equipment was run into the aircraft which resulted in major damages. The aircraft is now repaired,” a Norwegian spokesman told ATW. According to a report submitted to the AAIB by the truck owner, the driver accidentally pressed the accelerator instead of the brake. It added that the banksman appeared to have been standing directly behind the vehicle, rather than to once side, as the vehicle reversed. “There were no issues identified with training or vehicle serviceability,” the AAIB report said.

Photo Credit: Norwegian

Hypersonic replacement for SR71 unveiled Lockheed Martin’s famed Skunk Works has finally unveiled the long-awaited successor to the SR-71 Blackbird. Aviation Week and Space Technology’s Guy Norris pulled the covers off the project that Lockheed Martin is simply calling the SR-72.

The new airplane will be roughly the same size as the record-setting Blackbird, but will be able to fly twice as fast as the jet that still holds the speed records. The new spy plane will be capable of Mach 6 cruise speeds, making it the first hypersonic aircraft to enter service should it be produced. Only the rocketpowered North American X15 was able to regularly fly those speeds, and the three examples built were used for re-

“SR-72 will use a turbine-based combined cycle (TBCC) that will employ the turbine engine at lower speeds, and use a scramjet at higher speeds” search. The SR-71 Blackbird is legendary in aviation circles for its Mach 3 capabilities, and different iterations served as a spy plane for 35 years until its retirement in 1998. It still holds several records, including a flight from Los Angeles to Washington D.C. in 64 minutes, 20 seconds.

The new SR-72 has long been rumoured and debated, and is

part of the U.S. Air Force’s plan for hypersonic capabilities that will allow fast reaction for gathering intelligence around the world. A Mach 6 airplane fills the gap between current surveillance aircraft that can loiter for long periods of time, but don’t have the ability to transit to a new area quickly. The SR-72 is also expected to have optional strike capabilities, according to Aviation Week.

The key to the new airplane, as it was with the SR-71, will be the engines. Lockheed Martin told Aviation Week the company has been working with Aerojet Rocketdyne to build an air breathing engine that combines both a traditional turbine and a scramjet to deliver the Mach 6 performance. Normal turbine jet engines have problems operating at speeds beyond Mach 2.

The original SR-71 used a complicated system of a movable nose cone on the engine, along with vents that prevented shockwaves from interfering with the flow, and slowed the air down enough so that it could be ingested by the engine. Though “unstarts” were a regular problem for Blackbird pilots, and caused problems throughout the life of the airplane.

Continued on page 29

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Hypersonic replacement for SR71 unveiled travelling supersonic before it is practical to begin with. So far research projects from NASA, the Air Force and other Pentagon entities have not been able to solve the problem of transitioning from the subsonic flight regime, through hypersonic flight with a single aircraft.

Lockheed Martin told Aviation Week it has found a way to use existing turbine engines, and by lowering the operating speed of the scramjet, make a transition to hypersonic speeds possible.

The new SR-72 will use a turbine-based combined cycle (TBCC) that will employ the turbine engine at lower speeds, and use a scramjet at higher

speeds. A scramjet engine is designed to operate at hypersonic velocities by compressing the air through a carefully designed inlet, but needs to be

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The aerospace company says it may have a scaled demonstrator of the SR-72 technology flying by 2023. That airplane would be smaller, about the size of the current F-22 fighter and would be optionally piloted. The SR-72 could enter service by 2030.

Photo Credit: Lockheed Martin

2 killed in Taiwan trainer aircraft crash A light trainer aircraft plunged into a lagoon in Pingtung County, southern Taiwan, killing both onboard, officials said Monday, 16th March.

Pingtung County fire service department said the S-6 PA 2002 trainer light aircraft crashed into water off Dapeng Bay at about 10:40 am around half an hour after takeoff.

Rescue workers were at the scene about 10 minutes after the accident, according to the fire department.

Pilot Ko Ming-siu, 50, and the 30-year-old trainee, Yang, were rescued from the water

“aviation authority has started an investigating into the light plane crash� but were showing no signs of life. They were taken to hospitals nearby, according to the

fire department.

Registered in Taiwan in February 2007, the American manufactured ultralight flyer is used for training and tourism purposes.

On the same day, a TH-67 military helicopter collided with another helicopter on the apron of a military base in Tainan City during training, damaging the tail rotors of both aircraft but without casualties, according to media reports.

TransAsia Airways flight ATR72-600 aircraft with 58 people on board crashed in Taipei last month, killing 43.

Another ATR 72 aircraft, owned by the same company, crashed in July 2014, killing 48 of the 58 on board.

The aviation authority has started an investigating into the light plane crash.

Photo Credit: Shanghai Daily

Aviation stocks soar after report thar Government may abolish 5/20 rule Shares of aviation companies like Jet Airways and SpiceJet were in high demand in trades on Monday on reports that the government plans to abolish the 5/20 rule which acts as a deterrent for the private airlines to fly internationally.

operations it has to complete five years of domestic operations and

should have a fleet size of at least 20 aircrafts.

Reacting to the news, shares of Jet Airways, jumped 3.4 per cent to Rs. 466 and SpiceJet jumped 2.2 per cent to Rs. 23.

Photo Credit: NDTV

The 5/20 rule states that if an Indian airline wants to start international 30

Apache attack helicopter makes emergency landing at boys’ school The boys at Monmouth School, in Monmouthshire, south-east Wales, are given a surprise treat when a warning light forces the helicopter to land immediately Pilots of a stricken Army helicopter gunship made an emergency landing – on a school’s sports field. They then phoned the school to apologise, and explained that a warning light had forced them to land immediately. It was a surprise treat for the boys at Monmouth School, Monmouthshire in south-east Wales.

The two pilots from the Army Air Corps at Middle Wallop Airfield, Hampshire, were half way through a training flight to Shawbury, Shropshire, when their flight management computer warned them of a fault on their Apache attack helicopter.

A pilot flying in formation with them knew the area and suggested landing at his old school. The Apache pilot then phoned the school, to say he’d landed his helicopter on their fields. They touched down at around 11am on Thursday, 12th March and remained there overnight.

Dave Chowns, the School’s bursar, used to be an aerosys-

“He said the light started flashing which means ‘land immediately’, so he did.” tems engineer officer (wing commander) in the Royal Air Force. He said: “I saw the helicopter circling around for a while. The next thing I knew, the pilot rang me out of courtesy to let me know they had landed in our field. He said the

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light started flashing which means ‘land immediately’, so he did. An old boy of the School was flying in formation with them and knew where there would be a good place to land. It’s not something that happens every day.

As someone with an interest in aircraft, I think it’s lovely.”

The landing went smoothly and attracted around 50 members of the public to come and take photographs whilst engineers were called to the site to affect repairs.

Photo Credit: Defence Blog

Fashion forward PIA to glam up air hostesses with Nomi Ansari's creations The national flag carrier Pakistan International Airlines (PIA), which once had Pierre Cardin design the uniform for its cabin crew, will now sport local designer Nomi Ansari’s creations after he won a fashion face-off for the top honour.

The face-off took place in Karachi with some of the country’s top designers presenting their prospective uniforms for the flag carrier at what was dubbed the ‘Runway Collection 2015′.

Designers, who were participating pro bono, included the likes of Maheen Khan, Shamaeel Ansari, Sonya Batla, Amir Adnan, Nida Azwer, Ismail Farid, Omer Farooq, Fahad Hussayn, Maheen Karim, Misha Lakhani, Sania Maskatiya, Yasmeen Sheikh, Shamoon Sultan of Khaadi,

Ali Xeeshan and Hasan Shahryar Yasin – popularly known as HSY. The designers showcased concepts for PIA’s new cabin crew look, including air hostesses and stewards. At the end of the day, it was a split decision. Nomi Ansari’s outfit was chosen for the air hostesses.

The dress will be paired with caps and scarves from Sania Maskatiya. Their coats will be

by Yasmeen Sheikh. For the men, they will wear Omar Farooq’s creations.

According to reports, the new uniform will come off the hangers from April 18, 2015, so keep an eye out the next time you’re flying on a PIA flight. While speaking to The Express Tribune in March, organiser of the event and CEO of Spectrum Group Shahnoor Ahmed said, “The key inspiration comes from Bunto Kazmi who has collected 16 designers 32

working free of charge and in national spirit.”

Kazmi was initially offered to solely design the uniforms herself, in turn she turned to 16 designers to offer inspiration, The Express Tribune learnt. “It should be smart, convey a professional image, be functional in use and reflect Pakistan,” Ahmed said,

“the new uniform will come off the hangers from April 18, 2015” when asked what the designers would be working towards when it came to the design of the new uniforms. “We will have to wait and see what the vision of the designers is; however, they have been briefed to reflect our identity,” he added.

Photo Credit: Mohammed Noman

Air Ambulance charity launches after-dark operations Midlands Air Ambulance Charity, which provides a life-saving service in emergencies, has been able to extend its vital work thanks to the generosity of its supporters in Royal Sutton Coldfield and Erdington.

The charity will now be able to conduct after-dark operations for the first time in its history, offering extended support for people locally in lifethreatening situations. For more than 23 years, the charity, which Sutton’s Olympic hockey star Jane Sixsmith MBE was made an ambassador for last year, has been at the heart of Helicopter Emergency Medical Service (HEMS) operations throughout the Midlands, covering a larger area than any other service of its kind in the country, and serving approximately sixmillion people.

The charity had been operational during 14 hours of daylight in the summer months and just 10 in the winter, with its three aircraft carrying out up to eight missions per day

across the region. Now, thanks to generous donations from local individuals, communities and businesses – and the research into the extended demand for the service – the charity will now be operational for a 14-hour day throughout the year, transporting patients between lit helipads to specialist trauma hospitals in the hours of darkness.

It marks a huge milestone for the charity, which relies solely on public funding. Becky Tinsley, air operations manager, said it was “another step” towards providing an operational service throughout the night. “As well as providing crucial HEMS support throughout the day, being able to fly between lit hospital helipads within our extended operating hours throughout the year is significant for the Midlands Air Ambulance Charity,” she said. “This has only been possible due to the tremendous support we receive from the public, and the hospitals that have provided lit helipad landing sites, but there is still a long way to go in im-

“being able to fly between lit helipads within our extended operating hours is significant ” proving the lit helipad network across the region. Undertaking full air ambulance missions at night is part of our strategic plan but we cannot achieve this goal without further aircrew training, equipment and a more robust lit helipad network, which is why the continued support of the public is required, now more than ever.”

Each Midlands Air Ambulance mission costs £2,500 and in excess of £6.5m is needed each year to keep all three aircraft operational. “A patient’s chances of recovery are proven to be dramatically increased if they are able to receive urgent medical attention within 60 minutes of injury or sooner, which is known as the golden hour,” Becky added. “Our mission is to help ensure that as many people as possible receive treatment and being able to transport patients in a way never before possible during the hours of darkness is absolutely vital.”

Photo Credit: Helen Draycott

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Tintin in ‘la ville Rose’

An A320 of Brussels Airlines with a special livery inspired by the Tintin comic book “Red Rackham’s treasure” landed at Toulouse-Blagnac airport in March.

The livery was unveiled at the airlines’ Brussels Airport home base in Belgium. The aircraft is named “Rackham” after one of Tintin’s most popular adventures.

The unique livery represents a great black shark, based on the shark shaped submarine invented by popular character Professeur Tournesol in the

comic. The painting was carried out by aircraft paint artist Andre Eisele in Ostrava, Czech Republic and took 1,500 man hours in total. The special livery will remain until 2019.

“livery represents a great black shark, based on the shark shaped submarine invented by popular character Professeur Tournesol ” 34

Brussels Airlines is proud to be an ambassador taking Belgian culture around the world.

The Tintin livery was developed with Moulinsart, who are custodians of Hergé’s oeuvre, the famous Belgian comic book artist who created Tintin.

The operator currently has a fleet including 32 Airbus aircraft, 24 single-aisle aircraft and 8 A330’s.

Photo Credit: Airbus

Ryanair dismisses transatlantic talk

Ryanair has denied reports it is planning to operate transatlantic flights.

In March. a number of sources claimed the Irish carrier will offer services to the US for as little as £10 in the next four to five years. But the airline said in a statement: "In the light of recent press coverage, the

board of Ryanair Holdings wishes to clarify that it has not considered or approved any transatlantic project and does not intend to do so."

Last year, CEO Michael O'Leary said Ryanair had a business plan "ready to roll" for transatlantic services in the next five to ten years but the

lack of availability for longhaul aircraft would make it difficult. However, the carrier has announced it will launch two new routes and increase frequency on 23 others from London Stansted this winter.

Photo Credit: Ryanair

Passenger services return to Blackpooi Citywing will be reinstating double daily flights between the Isle of Man and Blackpool from 1st April 2015.

Following the sudden closure of Blackpool Airport last October, Citywing and the Airport owners have worked tirelessly to ensure that commer-

cial flights can commence once again between Blackpool and the Isle of Man. Managing Director at Citywing, David Buck, said: “We are so pleased by this positive conclusion to our negotiations with Blackpool and that it will be open once again for flights to the Isle of Man and Belfast from 1st April. We have remained committed to seeing this historic and vital air link to Blackpool reopen, and we are hugely satisfied to once again be able to offer this 35

“ ositive conclup sion to our negotiations with Blackpool ” route to our customers. We would like to extend our thanks to the UK Civil Aviation Authority and both Airports for their assistance in bringing these discussions and plans to a positive conclusion”.

Photo Credit: Energy FM

Falcon Aviation Services extends African interests Abu Dhabi-based Falcon Aviation Services has increased its exposure to African carriers with the wet lease of a Bombardier Q400 NextGen to Aero Surveys of Ghana.

Aero Surveys, which operates passenger services under the trading name of Starbow, is the first Ghanaian operator of the type. The aircraft is one of six that Falcon ordered from Bombardier in 2014.

Falcon has said it wants to expand its interests in the expanding African market; it leased another of the Canadian -built turboprops to Air Senegal last October.

Falcon and Bombardier signed a memorandum of understanding (MOU) in July last year in which they agreed to address the African market’s require-

ment for modern aircraft that met modern standards.

con CEO Mahmoud Ismael said.

“Falcon and Bombardier signed a memorandum of understanding (MOU) in July last year ”

“Operators of Q400 NextGen turboprops continue to capitalize on the aircraft’s outstanding performance, and we are especially encouraged by the Q400 aircraft’s success in Africa, where we continue to be the market leader in the 20 - to 99-seat turboprop segment,” Bombardier Commercial Aircraft president Mike Arcamone said.

Starbow CEO Eric Antwi, said, “Our fleet renewal strategy will be well served by this modern, reliable and fuelefficient aircraft, and we look forward to expanding our regional route network.” Starbow has previously operated a small fleet of BAe 146 regional jets.

“Starbow’s operation is yet another successful placement of the Q400 NextGen aircraft in sub-Saharan Africa,” Fal-

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Bombardier said there are approximately 55 Dash 8100/200/300 turboprops, 60 Q400 and Q400 NextGens, and 50 CRJ regional jets in service with—or ordered by— more than 40 customers and operators in Africa.

Photo Credit: Morgan Pacorel / Planespotters.net

Turkey's Atlasjet to rebrand as AtlasGlobal Atlasjet Airlines is to rebrand as AtlasGlobal with effect from this month.

The move, according to chairman Ali Murat Ersoy, will better reflect the Group's growing international business perspective. "We started our venture with only two planes, and now there are twenty-two in our fleet. The groundwork necessary for the renewal of our

“We started our venture with only two planes, and now there are twenty-two in our fleet.�

fleet in the near future, along with expansion and diversification of our domestic and international route networks will soon come about," he told a news conference last week.

"Our development strategy is focused not only on Turkey, but also on various other parts of the world. That is why we have decided to switch to operating under the AtlasGlobal brand."

In addition to serving destinations located throughout Turkey, the Mediterranean, the CIS, and Europe, AtlasGlobal also operates subsidiaries in other countries including Jet One (Almaty) in Kazakhstan and Atlasjet UA (UH, Lvov) in Ukraine.

Photo Credit: Tis Mayer

Airlines face legal action over delays Three major airlines are facing legal action over alleged breaches of consumer law in their handling of passengers hit by disruption to flights.

Aer Lingus, Jet2 and Wizz Air have not made changes requested by regulators despite extensive discussions, it is claimed. The Civil Aviation Authority (CAA) has now launched enforcement action against the carriers and will seek a court order unless they comply.

The moves comes after a sixmonth CAA review of airline policies, including their ap-

proaches to paying flight delay compensation and informing passengers of their rights.

Jet2 and Wizz Air have failed to satisfy the regulator that they are consistently paying

compensation for disruption caused by technical faults, despite a court of appeal ruling.

Both airlines are also imposing two-year time limits for pas37

sengers to take compensation claims to court, despite a court of appeal ruling that passengers should have up to six years.

Jet2 and Aer Lingus have failed to give the CAA satisfactory evidence that they proactively provide their passengers with information about their legal rights during disruption in line with the requirements set out in European regulation.

Photo Credit: Cathal Mcnaughton

Airbus develop flat-pack cockpit The IKEA superstore in Toulouse, France isn't the obvious starting place for an innovative approach to one of aviation's most intensively technical areas.

Nevertheless, it was this home retailer's ready-to-assemble furniture that gave Airbus systems designer Raphael Andre an idea that already is proving its value: the flat-pack cockpit kit. Andre, whose work at the time centred on cockpit-related research and technology, believed that an inexpensive and easily-available mock-up would be extremely useful for early testing of ideas. “After a trip to look at some furniture (at IKEA), it occurred to me that a simple-to-construct, wooden version of a cockpit would do the job very well,” he explained.

The idea stuck with Andre, however he didn’t take action

until a couple of years later after a visit to Airbus ProtoSpace in Toulouse – a facility that enables and encourages innovators, and has the prototyping equipment needed for the next steps. After revisiting his concept, Andre did some basic drawings and discovered it was possible to make a slottogether version that wouldn't require any fixings or tools, however the design was pretty basic and required proper drawings via computer-based design tool CATIA. Andre turned to his Airbus colleague Laurent Saint-Marc, who uses CATIA every day in his work on cockpits, and together they made a small cardboard version of the cockpit mock-up at an Airbus fabrication laboratory (FabLab). Afterward, it was back to Airbus ProtoSpace to make a fullsized wooden prototype.

The prototype was ready in a

“Continental wanted to use mock-ups and simulators so I suggested they pick up a cockpit kit instead.” few days, but the surprise was how quickly it went into use.

Werner De Rammelaere, an Airbus innovation engineer who works in Emerging Technologies and Concepts, noticed the kit in ProtoSpace and thought it might be ideal for a project with automotive manufacturer Continental.

“They've been doing research into safety systems that monitor drivers, and we've been working with them to explore possible applications in aviation,” he explained.

“Continental wanted to use mock-ups and simulators, but there is huge demand on these, so I suggested that they drive over and pick up a cockpit kit instead.” The kit met all of Continental's requirements, so the team had to make another prototype for themselves. “We've already had some interest from colleagues in A320 development and there are ergonomic applications too, so we might need more,” Andre concluded.

Photo Credit: Airbus

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IRIS release Texan for P3D and FSX From its humble beginnings in 1937 the Texan has come a long way. Originally developed as an advanced trainer for pilots before they graduated to first-line tactical aircraft, the Texan has undergone many facelifts and upgrades over the years.

Still a training aircraft, the T-6 is a tandem-seat, turboprop trainer enabling pilots to train for real-life missions, and is the preferred choice of militaries around the world. The T6B Texan II is an upgraded avionics version of the T-6A, which include an all-glass cockpit with three 5 x 7 multifunction displays, a head-up display, hands-on throttle and stick, and dual redundant Integrated Avionics Computers. It also features an open design to cater for future growth.

“this total integration of instrument, navigation and advanced systems, enables pilots to develop their training skills.”

The T-6C features a range of training capabilities from initial pilot screening to advanced operational training. The aircraft is sophisticated. It includes mission computers, situational awareness data

links, helmet-mounted cueing technology, munitions, and mounted avionics. And like the T-6B, open-architecture glass cockpit, offers the pilot incomparable visibility and room to extend the aircraft’s capabilities, in order to meet future training demands.

The cockpit of the T-6C features three interchangeable colour active-matrix liquidcrystal Multi-Function Displays (MFDs), primary flight display, navigation, engineindicating and crew-alerting systems. It also includes programmable advanced mission functions such as a tactical situation display and MILSTD 1787 head-up display (HUD) with F-16 or F/A-18 selectable display capabilities, and a backup, all-in-one flight instrument enabling the pilot to read essential flight cues in a matrix liquid-crystal display.

Available for both P3D or FSX platforms, this total integration of instrument, navigation and advanced systems, 39

enables pilots to develop their training skills. It features custom sounds built from authentic T-6/B Texan II audio from both inside the cockpit and the exterior of the aircraft, custom displays and detailed on-board systems based on publicly available information and T-6/ B aircrew feedback, and realistic flight models built and tested by pilots with experience on the aircraft.

IRIS have also included twenty HD textures with realistic material reflection and shine and volumetric propeller effect. In addition, they have included a custom HD paintkit with blank texture and stencils in Photoshop PSD format for those that want to create their own texture sets.

As has become standard for IRIS, there is an authentic manual and documentation to provide the most realistic procedural simulation possible.

Photo Credit: IRIS

What Heathrow expansion will mean for Scotland Scotland's independence referendum last year will have left no one in any doubt about the independence of mind and spirit that exists north of the border.

Yet the vigorous and healthy debate which accompanied it also highlighted what Scotland shares with the rest of the UK, such as its currency, research funding and the BBC. One area where Scotland has a beneficial relationship with its near neighbours is air travel.

While Heathrow may be based in the South East of England, its status as the UK's only hub airport means it plays a vital role in connecting Scotland to the rest of the world. Indeed, 2.45 million people fly through Heathrow and into Scotland every year. As VisitScotland chairman Mike Cantlay recently told the Scotsman: "While Scotland now benefits from many direct flights, airports such as Heathrow serve as important hubs for hundreds of thousands of our overseas visitors".

This is why the upcoming decision from the Airports Commission on flight capacity is just as relevant to the Scots as it is to those in the South East of England. Over 30 chambers of commerce around the UK are now backing Heathrow expansion for the benefits it

will bring in terms of jobs and economic growth, and these include the Aberdeen and Grampian, Glasgow and Inverness chambers, as well as the nationwide Scottish Chambers of Commerce umbrella group.

In its submission to the recent Airports Commission consultation, the Glasgow Chamber of Commerce pointed out that two-fifths of the 870,000 passengers flying from Glasgow Airport to Heathrow each year are heading onwards overseas,

“two-fifths of the 870,000 passengers flying from Glasgow to Heathrow each year are heading onwards overseas” and that Heathrow offers 75 destinations that are not served by any other UK airport. It knows that accessible air travel is vital both for Glasgowbased businesses trading overseas and for foreign investors looking to do business in the region.

Aberdeen, meanwhile, has the highest proportion of business travellers in Scotland, with over a quarter of Scottish flights to Heathrow departing from Aberdeen International.

Yet a number of services to 40

London have been withdrawn in recent years and these passengers are keen to see their resumption. The Highlands have encountered similar challenges, and that is why the Inverness Chamber of Commerce's chief executive Stewart Nicol recently argued that the reintroduction of direct flights to Heathrow "would lead to a significant and immediate boost" to the region's economic performance.

The effect that improved air connectivity will have upon both economic output and levels of employment across the UK regions was quantified for the first time last month by the planning consultancy Quod.

Using Airports Commission data, its projections found that Heathrow expansion would add £14bn to Scotland's real GDP between 2019 and 2078, and create 16,100 new jobs by 2050.

Meanwhile, increasing the number of routes available between Heathrow and Scotland is also expected to have a significant impact on ticket fares for passengers. A report

by Frontier Economics last year calculated that if Heathrow were expanded today, the average return ticket price would be reduced by £95. By 2030, this reduction could Continued on page 41

Continued from page 40 tion between airlines serving similar routes would bring financial benefits for passengers.

With the Airports Commission preparing to make its final decision this summer, awareness is growing of the huge benefits that expansion of Heathrow will have across the country. It's not just London and the South East of England that are set to reap the rewards, but Scotland and the rest of the UK too. be as much ÂŁ320 due to the increasing impact that not raising capacity would have. Not

only would fares fall due to the reduction in excess demand for seats, but increased competi-

Photo Credit: Johan Nilsson

Norwegian Air Shuttle to require two people in cockpit Low-cost carrier Norwegian Air Shuttle said Thursday it would require two people in the cockpit at all times for safety reasons.

"When one person leaves the cockpit, two people will now have to be there," Norwegian's flight operations director Thomas Hesthammer said.

Hesthammer said Norwegian's new measure was expected to be enforced as of Friday. "We have been discussing this for a long time but this development has accelerated things," he said.

aviation authorities for approval. Norwegian Air Shuttle is Europe's third-largest lowcost airline. Hesthammer said current European regulations made no such requirements at the moment.

The new measures have been presented to Norway's civil

Photo Credit: Yahoo

The announcement came after French officials said the copilot of the doomed Germanwings flight that crashed Tuesday appeared to have locked the pilot out of the cockpit and deliberately crashed the plane killing all 150 passengers and crew.

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Restored Doc B-29 emerges on 70th Anniversary of first delivery It looks like Fifi, the only known B-29 to maintain airworthy status, will soon have some welcome company in the skies.

adequate workspace, the airplane, which moved to Wichita, Kansas, in 2000, has been enthusiastically worked on for the past two years by volun-

After several decades, the efforts to bring the B-29 bomber named Doc from its dormancy in the Mojave Desert to back into the skies has taken one giant step in the right direction.

“Doc emerged from its restoration hangar, exactly 70 years after it first left the Boeing hangar in Wichita �

Doc's restoration effort began in 1987 after Tony Mazzolini rescued the deserted bomber from the desert. "Saving it from that situation in the desert was one thing," said Mazzolini. "But the dream was always to restore Doc to flying condition and turn it into a flying museum to help keep the memories alive."

While the initial restoration efforts moved at a snail's pace due to a lack of funding and

teers from an organization called Doc's Friends. The group has estimated that it will cost between $7 million and $9 million to finish Doc's restoration, get the B-29 flying and find it a permanent home.

In late March, on a sunny, spring-like Mid-western day, Doc emerged from its restoration hangar, exactly 70 years after it first left the Boeing hangar in Wichita and went

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into the hands of the U.S. Army Air Forces. Several retirees who were part of the original B-29 work crew at the Wichita Boeing facility in the 1940s have been an essential part of the restoration effort. Also lending a hand in the tens of thousands of hours of volunteer work that has gone into the project so far, putting together and restoring the components of the airplane and getting the systems to functioning order, were other retirees from Boeing and Spirit AeroSystems, veterans, active duty military personnel and other enthusiasts.

Photo Credit: Brett Schauf Story Credit: Flying Mag [Ed: Read more from this great magazine at http://www.flyingmag.com]

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Boeing B-17 The B-17 was primarily employed by the United States Army Air Forces (USAAF) in the daylight precision strategic bombing campaign of World War II against German industrial and military targets.

The United States Eighth Air Force, based at many airfields in southern England, and the Fifteenth Air Force, based in Italy, complemented the RAF Bomber Command's nighttime area bombing in the Combined Bomber Offensive to help secure air superiority over the cities, factories and battlefields of Western Europe in preparation for the invasion of France in 1944. The B-17 also participated to a lesser extent in the War in the Pacific, early in World War II, where it conducted raids against Japanese shipping and airfields.

From its pre-war inception,

the USAAC (later USAAF) touted the aircraft as a strategic weapon; it was a potent, high-flying, long-range bomber that was able to de-

“Its reputation quickly took on mythic proportions, and widely circulated stories and examples of B-17s surviving battle damage increased its iconic status. � fend itself, and to return home despite extensive battle damage. Its reputation quickly took on mythic proportions, and widely circulated stories and photos of notable numbers and examples of B-17s surviving battle damage increased its iconic status. With a service ceiling greater than any of its Allied contemporaries, the B17 established itself as an effective weapons system, dropping more bombs than any

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other U.S. aircraft in World War II. Of the 1.5 million metric tons of bombs dropped on Germany and its occupied territories by U.S. aircraft, 640,000 tonnes were dropped from B-17s.

Origins On 8 August 1934, the U.S. Army Air Corps (USAAC) tendered a proposal for a multi-engined bomber to replace the Martin B-10. The Air Corps was looking for a bomber capable of reinforcing the air forces in Hawaii, Panama, and Alaska. Requirements were that it would carry a "useful bombload" at an altitude of 10,000 feet (3 km) for 10 hours with a top speed of at least 200 miles per hour (320 km/h).

Continued on page 45

Continued from page 44 They also desired, but did not require, a range of 2,000 miles (3,200 km) and a speed of 250 miles per hour (400 km/h).

The competition for the Air Corps contract would be decided by a "fly-off" between Boeing's design, the Douglas DB-1, and the Martin Model 146 at Wright Field in Dayton, Ohio.

The prototype B-17, with the Boeing factory designation of Model 299, was designed by a team of engineers led by E. Gifford Emery and Edward Curtis Wells, and was built at Boeing's own expense. It combined features of the experimental Boeing XB-15 bomber with the Boeing 247 transport aircraft. The B-17's armament consisted of up to 4,800 pounds (2,200 kg) of bombs on two racks in the bomb bay

“a reporter for the Seattle Times, coined the name "Flying Fortress" when the Model 299 was rolled out bristling with multiple machine gun installations� behind the cockpit, and initially possessed five 0.30 inches (7.62 mm) machine guns. It was powered by four

Pratt & Whitney R-1690 "Hornet" radial engines each producing 750 horsepower (600 kW) at 7,000 feet (2,100 m).

The first flight of the Model 299 was on 28 July 1935 with Boeing chief test-pilot Leslie Tower at the controls. Richard Williams, a reporter for the Seattle Times, coined the name "Flying Fortress" when the Model 299 was rolled out bristling with multiple machine gun installations. The most unusual gun emplacement was the nose installation (see note for description and drawing), which allowed the single machine gun to be fired toward almost any frontal angle that an approaching enemy fighter would take to attack the B-17.

Boeing was quick to see the value of the name and had it trademarked for use. Boeing 45

also claimed in some of the early press releases that Model 299 was the first combat aircraft that could continue its mission if one of its four engines failed. On 20 August 1935, the prototype flew from Seattle to Wright Field in nine hours and three minutes at an average cruising speed of 252 miles per hour (406 km/h), much faster than the competition.

At the fly-off, the four-engine Boeing's performance was superior to those of the twinengine DB-1 and Model 146.

Then-Major General Frank Maxwell Andrews of the GHQ Air Force believed that the long-range capabilities of four-engine large aircraft were more effective than shorterranged, twin-engined aircraft, and that the B-17 was better suited to their doctrine.

Continued on page 46

Continued from page 45 His opinions were shared by the Air Corps procurement officers, and even before the competition had finished they suggested buying 65 B-17s.

Development continued on the Boeing Model 299, and on 30 October 1935, Army Air Corps test-pilot Major Ployer Peter Hill and Boeing employee Les Tower took the Model 299 on a second evaluation flight. The crew forgot to disengage the "gust locks," a system of devices integral to the design that held the bomber's movable control surfaces in place while the aircraft was parked on the ground. After take-off, due to the failure to manually disengage all of the gust locks, the aircraft entered a steep climb, stalled, nosed over, and crashed, killing Hill and Tower (other observers survived with injuries).

The crashed Model 299 could not finish the evaluation and, while the Air Corps was still enthusiastic about the aircraft's potential, Army officials were daunted by the much greater expense per aircraft (Douglas quoted a unit price of $58,200 based on a production order of 220 aircraft, compared with a price of $99,620 from Boeing), and as the competition could not be completed Boeing was legally disqualified from the consideration for the contract.

Army Chief of Staff Malin Craig cancelled the order for 65 YB-17s, and ordered 133 of the twin-engine Douglas B-18 Bolo instead. The loss was not total but Boeing's hopes for a substantial bomber contract were dashed.

“USAAC had been impressed by the prototype's performance, and on 17 January 1936, through a legal loophole, the Air Corps ordered 13 YB-17s �

Initial orders Regardless, the USAAC had been impressed by the prototype's performance, and on 17 January 1936, through a legal loophole, the Air Corps ordered 13 YB-17s (designated Y1B-17 after November 1936 to denote its special F-1 funding) for service testing. The YB-17 incorporated a number of significant changes from the Model 299, including more powerful Wright R-1820-39 Cyclone engines replacing the original Pratt & Whitneys. Although the prototype was company-owned and never received a military serial (the B17 designation itself did not appear officially until January 46

1936, nearly three months after the prototype crashed), the term "XB-17" was retroactively applied to the airframe and has entered the lexicon to describe the first Flying Fortress.

Between 1 March and 4 August 1937, 12 of the 13 Y1B17s were delivered to the 2nd Bombardment Group at Langley Field in Virginia for operational development and flight tests. One suggestion adopted was the use of a preflight checklist to avoid accidents such as that which befell the Model 299. In one of their first missions, three B-17s, directed by lead navigator Lieutenant Curtis LeMay, were sent by General Andrews to "intercept" and photograph the Italian ocean liner Rex 610 miles (980 km) off the Atlantic coast. The mission was successful and widely publicized. The 13th Y1B-17 was delivered to the Material Division at Wright Field, Ohio, to be used for flight testing.

A 14th Y1B-17 (37-369), originally constructed for ground testing of the airframe's strength, was upgraded and fitted with exhaust -driven turbochargers. Scheduled to fly in 1937, it encountered problems with the Continued on page 47

Continued from page 46

turbochargers, and its first flight was delayed until 29 April 1938. The aircraft was delivered to the Army on 31 January 1939. Once service testing was complete, the Y1B -17s and Y1B-17A were redesignated B-17 and B-17A respectively to signify the change to operational status.

Opposition to the Air Corps' ambitions for the acquisition of more B-17s faded, and in late 1937, 10 more aircraft designated B-17B were ordered to equip two bombard-

ment groups, one on each U.S. coast. Improved with larger flaps, rudder and a wellframed Plexiglas nose, the B17Bs were delivered in five small batches between July 1939 and March 1940. In July 1940, a significant order for 512 B-17s was issued; however, prior to the attack on Pearl Harbor, fewer than 200 B-17s were in service with the Army.

November 1941, but production quickly accelerated, with the B-17 eventually setting the record for achieving the highest production rate for large aircraft. The aircraft went on to serve in every World War II combat zone, and by the time production ended in May 1945, 12,731 aircraft had been built by Boeing, Douglas, and Vega (a subsidiary of Lockheed).

A total of 155 B-17s of all variants were delivered between 11 January 1937 and 30

Though the crash of the

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Continued on page 48

Continued from page 47 prototype 299 in 1935 had almost wiped out Boeing, now it was seen as a boon. Instead of building models based on experimental engineering, Boeing had been hard at work developing their bomber and now had versions ready for production far better than would have been possible otherwise. One of the most significant weapons of World War II would be ready, but only by a hair.

Design and variants The aircraft went through several alterations in each of its design stages and variants. Of the 13 YB-17s ordered for service testing, 12 were used by the 2nd Bomb Group of Langley Field, Virginia, to develop heavy bombing techniques, and the 13th was used for flight testing at the Material Division at Wright Field, Ohio. Experiments on this aircraft led to the use of a quartet of turbo-superchargers which

would become standard on the B-17 line. A 14th aircraft, the YB-17A, originally destined for ground testing only and upgraded with the turbochargers, was re-designated B-17A after testing had finished.

As the production line developed, Boeing engineers continued to improve upon the basic design. To enhance performance at slower speeds, the B17B was altered to include larger rudder and flaps. The B17C changed from three bulged, oval shaped machine gun blisters to two flush, ovalshaped machine gun window openings and a single "bathtub" machine gun housing on the lower fuselage, that resembled the similarly configured and located ventral defensive emplacement on the German Heinkel He 111Pseries medium bomber. Models A through D of the B-17 were designed defensively, while the large-tailed B-17E was the first model primarily

focused on offensive warfare.

The B-17E was an extensive revision of the Model 299 design: The fuselage was extended by 10 ft (3.0 m); a much larger rear fuselage, vertical tail fin, rudder, and

“To enhance performance at slower speeds, the B-17B was altered to include larger rudder and flaps” horizontal stabilizer were added to the design; a gunner's position was added in the new tail; the nose (especially the bombardier's well-framed nose glazing) remained relatively the same as the earlier B through -D versions had, but with the addition of a Sperry electrically powered manned dorsal gun turret just behind the cockpit, and the similarly powered (also built

by Sperry) manned ventral ball turret just aft of the bomb bay – replacing a relatively hard-to-use, Bendix-designed remotely operated ventral turret on the earliest examples of the -E variant, that had also been used on the earlier marks of the North American B-25 Mitchell – resulted in a 20% increase in aircraft weight.

Continued on page 49

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Continued from page 48 The B-17's turbocharged Wright R-1820 Cyclone 9 engines were upgraded to increasingly more powerful versions of the same powerplants multiple times throughout its production, and similarly, the number of machine gun emplacement locations were increased to enhance their aircraft's combat effectiveness.

The B-17F variants were the primary versions flying for the Eighth Air Force to face the Germans in 1943, and had standardized the manned Sperry ball turret for ventral defense, along with an enlarged, nearly frameless Plexiglas bombardier's nose enclosure for much improved forward vision.

Two experimental versions of the B-17 were flown under different designations, the XB38 Flying Fortress and the YB40 Flying Fortress. The XB-38 was an engine testbed for Allison V-1710 liquid-cooled engines, should the Wright engines normally used on the B17 become unavailable. The only prototype XB-38 to fly crashed on its ninth flight and the type was abandoned, the V -1710 being kept for fighters.

The YB-40 was a heavily armed modification of the standard B-17 used before the North American P-51 Mustang, an effective long-range

fighter, became available to act as escort. Additional armament included an additional dorsal turret in the radio room, a remotely operated and fired Bendix-built "chin turret" and twin .50 in (12.7 mm) guns in each of the waist positions.

The ammunition load was over 11,000 rounds. All of these modifications made the YB-40 well over 10,000 lb (4,500 kg) heavier than a fully loaded B17F. The YB-40s with their numerous heavy modifications had trouble keeping up with

“ xperimental e versions of the B-17 were flown under different designations, the XB-38 Flying Fortress and the YB-40 Flying Fortress� the lighter bombers once they had dropped their bombs, and so the project was abandoned 49

and finally phased out in July 1943, but not before the final production blocks of the B17F from Douglas' plants adopted the YB-40's remotely operated and fired Bendix "chin turret" for a muchimproved forward defensive weapons installation.

B-17G nose detail By the time the definitive B17G appeared, the number of guns had been increased from seven to thirteen, the designs of the gun stations were finalized, and other adjustments were completed. The B-17G was the final version of the Flying Fortress, incorporating all changes made to its predecessor, the B-17F, adopting the remotely operated "chin turret" for forward defense from the YB-40 "gunship" version, and in total 8,680 were built, the last one (by Lockheed) on 28 July 1945.

Continued on page 50

Continued from page 49 Many B-17Gs were converted for other missions such as cargo hauling, engine testing and reconnaissance. Initially designated SB-17G, a number of B-17Gs were also converted for search-and-rescue duties, later to be redesignated B17H.

“Half of the group's B-17s were wiped out on 8 December 1941 when they were caught on the ground during refueling and rearming” Late in World War II, at least 25 B-17s were fitted with radio controls and television cameras, loaded with 20,000 lb (9,100 kg) of high-explosives and dubbed BQ-7 "Aphrodite missiles" for Operation Aphrodite. The operation, which involved remotely flying Aphrodite drones onto their targets by accompanying CQ-17 "mothership" control aircraft, was approved on 26 June 1944, and assigned to the 388th Bombardment Group stationed at RAF Fersfield, a satellite of RAF Knettishall.

The first four drones were sent to Mimoyecques, the Siracourt V-1 bunker, Watten and Wizernes on 4 August, causing

little damage. The project came to a sudden end with the unexplained mid-air explosion over the Blyth estuary of a B24, part of the United States Navy's contribution as "Project Anvil", en route for Heligoland piloted by Lieutenant Joseph P. Kennedy Jr., future U.S. president John F. Kennedy's elder brother. Blast damage was caused over a radius of 5 miles (8.0 km). British authorities were anxious that no similar accidents should again occur, and the Aphrodite project was scrapped in early 1945.

Operational history B-17 Flying Fortresses from the 398th Bombardment Group fly a bombing run to Neumünster, Germany, on 13 April 1945. On 8 May, Germany surrendered, and Victory in Europe Day was declared.

The B-17 began operations in World War II with the Royal Air Force (RAF) in 1941 (but was not successful), and in the Southwest Pacific with the U.S. Army. The 19th Bombardment Group had deployed to Clark Field in the Philippines a few weeks before the Japanese attack on Pearl Harbor as the first of a planned heavy bomber buildup in the Pacific. Half of the group's B17s were wiped out on 8 December 1941 when they were caught on the ground during 50

refueling and rearming for a planned attack on Japanese airfields on Formosa. The small force of B-17s operated against the Japanese invasion force until they were withdrawn to Darwin, in Australia's Northern Territory. In early 1942, the 7th Bombardment Group began arriving in Java with a mixed force of B17s and LB-30/B-24s. After the defeat in Java, the 19th withdrew to Australia where it continued in combat until it was sent back home by Gen. George C. Kenney when he arrived in Australia in mid1942. In July 1942, the first USAAF B-17s were sent to England to join Eighth Air Force. Later that year two groups moved to Algeria to join Twelfth Air Force for operations in North Africa. The B-17s were primarily involved in the daylight precision strategic bombing campaign against German targets ranging from U-boat pens, docks, warehouses and airfields to industrial targets such as aircraft factories. In the campaign against German aircraft forces in preparation for the invasion of France, B-17 and B-24 raids were directed against German aircraft production while their presence drew the Luftwaffe fighters into battle with Allied fighters.

Continued on page 51

Continued from page 50 “The Royal Air Force entered World War II with no heavy bomber of its own in service� dropped 640,036 short tons (580,631 metric tons) of bombs on European targets (compared to 452,508 short tons (410,508 metric tons) dropped by the Liberator and 463,544 short tons (420,520 metric tons) dropped by all other U.S. aircraft). The British heavy bombers, the Avro Lancaster and Handley Page Halifax, dropped 608,612 long tons (681,645 short tons) and 224,207 long tons (251,112 short tons) respectively.

The RAF

Early models proved to be unsuitable for combat use over Europe and it was the B-17E that was first successfully used by the USAAF. The defense expected from bombers operating in close formation alone did not prove effective and the

bombers needed fighter escorts to operate successfully.

During World War II, the B-17 equipped 32 overseas combat groups, inventory peaking in August 1944 at 4,574 USAAF aircraft worldwide. B-17s 51

The Royal Air Force entered World War II with no heavy bomber of its own in service; the biggest available were long-range medium bombers such as the Vickers Wellington which could carry up to 4,500 pounds (2,000 kg) of bombs. While the Short Stirling and Handley Page Halifax would become its primary bombers by 1941, in early 1940 the RAF entered into an agreement with the U.S. Army Continued on page 52

Continued from page 51 Air Corps to be provided with 20 B-17Cs, which were given the service name Fortress I. Their first operation, against Wilhelmshaven on 8 July 1941 was unsuccessful; on 24 July, the target was Brest, France, but again the bombers missed completely.

By September, after the RAF had lost eight B-17Cs in combat or to accidents and many instances of aborts due to mechanical problems, Bomber Command abandoned daylight bombing raids because of the Fortress I's poor performance.

The experience showed both the RAF and USAAF that the B-17C was not ready for combat, and that improved defenses, larger bomb loads and more accurate bombing methods were required. However the USAAF continued using

“223 Squadron, as part of 100 Group, operated a number of Fortresses equipped with an electronic warfare system known as "Airborne Cigar" ” the B-17 as a day bomber, despite misgivings by the RAF that attempts at daylight bombing would be ineffective.

As usage by Bomber Command had been curtailed, the RAF transferred its remaining Fortress I aircraft to Coastal Command for use as a longrange maritime patrol aircraft instead. These were later augmented in August 1942 by 19 Fortress Mk II (B-17F) and 45 Fortress Mk IIA (B-17E). A Fortress from No. 206 Squadron RAF sank U-627 on 27 October 1942, the first of 11 U -boat kills credited to RAF Fortress bombers during the war.

The RAF's No. 223 Squadron, as part of 100 Group, operated a number of Fortresses equipped with an electronic warfare system known as "Airborne Cigar" (ABC). This was operated by German– speaking radio operators who would identify and jam German ground controllers' broadcasts to their nightfighters.

They could also pose as ground controllers themselves with the intention of steering nightfighters away from the 52

bomber streams.

Initial USAAF operations over Europe The Air Corps (renamed United States Army Air Forces (USAAF) on 20 June 1941), using the B-17 and other bombers, bombed from high altitudes using the thensecret Norden bombsight, known as the "Blue Ox", which was an optical electromechanical gyro-stabilized analog computer. The device was able to determine, from variables input by the bombardier, the point at which the aircraft's bombs should be released to hit the target. The bombardier essentially took over flight control of the aircraft during the bomb run, maintaining a level altitude during the final moments before release.

The USAAF began building up its air forces in Europe Continued on page 53

Continued from page 52 using B-17Es soon after entering the war. The first Eighth Air Force units arrived in High Wycombe, England, on 12 May 1942, to form the 97th Bomb Group. On 17 August 1942, 12 B-17Es of the 97th, with the lead aircraft piloted

by Major Paul Tibbets and carrying Brigadier General Ira Eaker as an observer, were escorted by four squadrons of RAF Spitfires (and a further five squadrons to cover the withdrawal) on the first USAAF heavy bomber raid over Europe, against railroad marshalling yards at RouenSotteville in France, while a further six aircraft flew a diversionary raid along the French coast. The operation was a success, with only minor damage to two aircraft and half the bombs landing in the target area. The raid helped assuage British doubts about the capabilities of American heavy bombers in operations over Europe.

As the raids of the American bombing campaign grew in numbers and frequency, German interception efforts grew in strength (such as during the attempted bombing of Kiel on 13 June 1943), such that unescorted bombing missions came to be discouraged.

Combined offensive The two different strategies of

the American and British bomber commands were organized at the Casablanca Conference in January 1943.

The resulting "Combined Bomber Offensive" would weaken the Wehrmacht, destroy German morale and establish air superiority through Operation Pointblank's destruction of German fighter strength in preparation of a ground offensive. The USAAF bombers would attack by day, with British operations – chiefly against industrial cities – by night.

“ irfield bombings a were not appreciably reducing German fighter strength, additional B-17 groups were formed, and Eaker ordered major missions deeper into Germany ” Operation Pointblank opened with attacks on targets in Western Europe. General Ira C. Eaker and the Eighth Air Force placed highest priority on attacks on the German aircraft industry, especially fighter assembly plants, engine factories and ball-bearing manufacturers. Attacks began in April 1943 on heavily forti53

fied key industrial plants in Bremen and Recklinghausen.

Since the airfield bombings were not appreciably reducing German fighter strength, additional B-17 groups were formed, and Eaker ordered major missions deeper into Germany against important industrial targets. The 8th Air Force then targeted the ballbearing factories in Schweinfurt, hoping to cripple the war effort there. The first raid on 17 August 1943 did not result in critical damage to the factories, with the 230 attacking B17s being intercepted by an estimated 300 Luftwaffe fighters. The Germans shot down 36 aircraft with the loss of 200 men, and coupled with a raid earlier in the day against Regensburg, a total of 60 B-17s were lost that day.

A second attempt on Schweinfurt on 14 October 1943 would later come to be known as "Black Thursday". While the attack was successful at disrupting the entire works, severely curtailing work there for the remainder of the war, it was at an extreme cost. Of the 291 attacking Fortresses, 60 were shot down over Germany, five crashed on approach to Britain, and 12 more were scrapped due to damage – a total loss of 77 B-17s.

Continued on page 54

Continued from page 53 A total of 122 bombers were damaged and needed repairs before their next flight. Out of 2,900 men in the crews, about 650 men did not return, although some survived as prisoners of war. Only 33 bombers landed without damage. These losses were a result of concentrated attacks by over 300 German fighters.

Such high losses of air crews could not be sustained, and the USAAF, recognizing the vulnerability of heavy bombers to interceptors when operating alone, suspended daylight bomber raids deep into Germany until the development of an escort fighter that could protect the bombers all the way from the United Kingdom to Germany and back. At the same time, the German night fighting ability noticeably improved to counter the nighttime strikes, challenging the conventional faith in the cover of darkness. The Eighth Air Force alone lost 176 bombers in October 1943, and was to suffer similar casualties on 11 January 1944 on missions to Oschersleben, Halberstadt and Brunswick. Lieutenant General James Doolittle, commander of the Eighth, had ordered the second Schweinfurt mission to be cancelled as the weather deteriorated, but the lead units had already entered hostile air space and continued with the mission. Most of the

escorts turned back or missed the rendezvous, and as a result 60 B-17s were destroyed. A third raid on Schweinfurt on 24 February 1944 highlighted what came to be known as "Big Week", during which the bombing missions were directed against German aircraft production. German fighters would have to respond, and the North American P-51 Mustang and Republic P-47 Thunderbolt fighters (equipped with improved drop tanks to extend their range) accompanying the American heavies all the way to and from the targets would engage them. The escort fighters reduced the loss rate to below seven percent, with only 247 B-17s lost in 3,500 sorties while taking part in the Big Week raids.

By September 1944, 27 of the 42 bomb groups of the Eighth Air Force and six of the 21 groups of the Fifteenth Air Force used B-17s. Losses to flak continued to take a high toll of heavy bombers through 1944, but by 27 April 1945 (two days after the last heavy bombing mission in Europe), the rate of aircraft loss was so low that replacement aircraft were no longer arriving and the number of bombers per bomb group was reduced. The Combined Bomber Offensive was effectively complete.

Pacific Theater 54

On 7 December 1941, a group of 12 B-17s of the 38th (four B-17C) and 88th (eight B17E) Reconnaissance Squadrons, en route to reinforce the Philippines, were flown into Pearl Harbor from Hamilton Field, California, arriving during the attack on Pearl Harbor.

Leonard "Smitty" Smith Humiston, co-pilot on First Lieutenant Robert H. Richards' B-17C, AAF S/N 402049, reported that he thought the U.S. Navy was giving the flight a 21-gun salute to celebrate the arrival of the bombers, after which he realized that Pearl Harbor was under attack. The Fortress came under fire from Japanese fighter aircraft, though the crew was unharmed with the exception of one member who suffered an abrasion on his hand. Enemy activity forced an abort from Hickam Field to Bellows Field, where the aircraft overran the runway and into a ditch where it was then strafed. Although initially deemed repairable, 40-2049 (11th BG / 38th RS) received more than 200 bullet holes and never flew again. Ten of the 12 Fortresses survived the attack.

By 1941, the Far East Air Force (FEAF) based at Clark Field in the Philippines had 35 B-17s, with the War Continued on page 55

Continued from page 54 Department eventually planning to raise that to 165. When the FEAF received word of the attack on Pearl Harbor, General Lewis H. Brereton sent his bombers and fighters on various patrol missions to prevent them from being caught on the ground. Brereton planned B-17 raids on Japanese air fields in Formosa, in accordance with Rainbow 5 war plan directives, but this was overruled by General Douglas MacArthur. A series of disputed discussions and decisions, followed by several confusing and false reports of air attacks, delayed the authorization of the sortie.

By the time the B-17s and escorting Curtiss P-40 Warhawk fighters were about to get airborne, they were destroyed by Japanese bombers of the 11th Air Fleet. The FEAF lost half its aircraft during the first strike, and was all but destroyed over the next few days.

Another early World War II Pacific engagement on 10 December 1941 involved Colin Kelly who reportedly crashed his B-17 into the Japanese battleship Haruna, which was later acknowledged as a near bomb miss on the heavy cruiser Ashigara. Nonetheless, this deed made him a celebrated war hero. Kelly's B-17C AAF S/N 40-2045 (19th BG / 30th BS) crashed about 6 mi (10 km) from Clark Field after he held the burning Fortress

steady long enough for the surviving crew to bail out. Kelly was posthumously awarded the Distinguished Service Cross. Noted Japanese ace Saburo Sakai is credited with this kill, and in the process, came to respect the ability of the Fortress to absorb punishment.

“B-17s of the 64th Squadron attacked a major Japanese troop convoy from 10,000 ft (3 km) during the early stages of the Battle of the Bismarck Sea�

B-17s were used in early battles of the Pacific with little success, notably the Battle of Coral Sea and Battle of Midway. While there, the Fifth Air Force B-17s were tasked with disrupting the Japanese sea lanes. Air Corps doctrine dictated bombing runs from high altitude, but it was soon discovered that only one percent of their bombs hit targets.

However, B-17s were operating at heights too great for most A6M Zero fighters to reach, and the B-17's heavy gun armament was more than a match for lightly protected Japanese aircraft.

On 2 March 1943, six B-17s of 55

the 64th Squadron attacked a major Japanese troop convoy from 10,000 ft (3 km) during the early stages of the Battle of the Bismarck Sea, off New Guinea, using skip bombing to sink three merchant ships including the Kyokusei Maru.

A B-17 was shot down by a New Britain-based A6M Zero, whose pilot then machinegunned some of the B-17 crew members as they descended in parachutes and attacked others in the water after they landed. Later, 13 B17s bombed the convoy from medium altitude, causing the ships to disperse and prolonging the journey. The convoy was subsequently all but destroyed by a combination of low level strafing runs by Royal Australian Air Force Beaufighters, and skip bombing by USAAF North American B-25 Mitchells at 100 ft (30 m), while B-17s claimed five hits from higher altitudes.

A peak of 168 B-17 bombers were in the Pacific theater in September 1942, with all groups converting to other types by mid-1943. In mid1942, Gen. Arnold decided that the B-17 was inadequate for the kind of operations required in the Pacific and made plans to replace all of the B17s in the theater with B-24s as soon as they became Continued on page 56

Continued from page 55 bomb run, individual aircraft struggled to fend off a direct attack.

available. Although the conversion was not complete until mid-1943, B-17 combat operations in the Pacific theater came to an end after a little over a year. Surviving aircraft were reassigned to the 54th Troop Carrier Wing's special airdrop section, and were used to drop supplies to ground forces operating in close contact with the enemy. Special airdrop B-17s supported Australian commandos operating near the Japanese stronghold at Rabaul, which had been the primary B-17 target in 1942 and early 1943.

Bomber defense Before the advent of longrange fighter escorts, B-17s had only their .50 caliber M2 Browning machine guns to rely on for defense during the bombing runs over Europe. As the war intensified, Boeing used feedback from aircrews

to improve each new variant with increased armament and armor. The number of defensive guns increased from four 0.50 in (12.7 mm) machine guns and one 0.30 in (7.62 mm) nose machine gun in the B-17C, to thirteen 0.50 in (12.7 mm) machine guns in the

“the United States developed the bombgroup formation, which evolved into the staggered combat box formation where all the B17s could safely cover others �

B-17G. But because the bombers could not maneuver when attacked by fighters, and needed to be flown straight and level during their final 56

A 1943 survey by the USAAF found that over half the bombers shot down by the Germans had left the protection of the main formation. To address this problem, the United States developed the bombgroup formation, which evolved into the staggered combat box formation where all the B-17s could safely cover any others in their formation with their machine guns, making a formation of the bombers a dangerous target to engage by enemy fighters. Luftwaffe fighter pilots likened attacking a B-17 combat box formation to encountering a fliegendes Stachelschwein, "flying porcupine", with dozens of machine guns on a combat box formation of bombers, aimed at them from almost every direction. However, the use of this rigid formation meant that individual aircraft could not engage in evasive maneuvers: they had to fly constantly in a straight line, which made them vulnerable to the German flak.

Moreover, German fighter aircraft later used the tactic of high-speed strafing passes rather than engaging with individual aircraft to inflict damage with minimum risk.

Continued on page 57

Continued from page 56 As a result, the B-17s' loss rate was up to 25% on some early missions (60 of 291 B-17s were lost in combat on the second Raid on Schweinfurt), and it was not until the advent of long-range fighter escorts (particularly the North American P-51 Mustang) resulting in the degradation of the Luftwaffe as an effective interceptor force between February and June 1944, that the B-17 became strategically potent.

The B-17 was noted for its ability to absorb battle damage, still reach its target and bring its crew home safely.

Wally Hoffman, a B-17 pilot with the Eighth Air Force during World War II, said, "The plane can be cut and slashed almost to pieces by enemy fire and bring its crew home."

Martin Caidin reported one instance in which a B-17 suffered a mid-air collision with a Focke-Wulf Fw 190, losing an

engine and suffering serious damage to both the starboard horizontal stabilizer and the vertical stabilizer, and being knocked out of formation by the impact. The B-17 was reported as shot down by observers, but it survived and brought its crew home without injury. Its toughness was compensation for its shorter range and lighter bomb load compared to the B-24 and British Avro Lancaster heavy bombers. Stories abound of B-17s returning to base with tails having been destroyed, with only a single engine functioning or even with large portions of wings having been damaged by flak. This durability, together with the large operational numbers in the Eighth Air Force and the fame achieved by the Memphis Belle, made the B-17 a key bomber aircraft of the war.

Other factors such as combat effectiveness and political is-

sues also contributed to the B17's success.

The B-17 design went through eight major changes over the course of its production, culminating in the B-17G, differ-

“The plane can be cut and slashed almost to pieces by enemy fire and bring its crew home� ing from its immediate predecessor by the addition of a bombardier-operated, remotely controlled chin turret with two .50 in (12.7 mm) caliber M2 Browning machine guns under the nose, also fitted to the final eighty-six production aircraft of the B-17FDLs built by Douglas, after being first tried in May 1943 as part of the increased armament system of the YB-40.

This eliminated the B-17's main defensive weakness in head-on attacks.

The Luftwaffe After examining wrecked B17s and B-24s, Luftwaffe officers discovered that on average it took around 20 hits with 20 mm shells fired from the rear to bring them down.

Continued on page 58

57

Continued from page 57 Pilots of average ability hit the bombers with only about two percent of the rounds they fired, so to obtain 20 hits, the average pilot had to fire one thousand 20 mm (0.79 in) rounds at a bomber. Early versions of the Fw 190, one of the best German interceptor fighters, were equipped with two 20 mm (0.79 in) MG FF cannons, which carried only 500 rounds when belt-fed (normally using 60-round drum magazines in earlier installations), and later with the better Mauser MG 151/20 cannons, which had a longer effective range than the MG FF weapon. Later versions carried four or even six MG151/20 cannon and twin 13 mm machine guns. The German fighters found that when attacking from the front, where fewer defensive guns were mounted (and where the pilot was exposed and not protected by armor as he was from the rear), it took only four or five hits to bring a bomber down.

To address the Fw 190's shortcomings, the number of cannons fitted was doubled to four with a corresponding increase in the amount of ammunition carried, creating the Sturmbock bomber destroyer version. This type replaced the vulnerable twin-engined Zerstörer heavy fighters which could not survive interception

by P-51 Mustangs flying well ahead of the combat boxes in

an air supremacy role starting very early in 1944 — as ordered by the Eighth Air Force's commander, then-Maj. Gen. Jimmy Doolittle — to clear any Luftwaffe defensive fighters from the skies. By 1944, a further upgrade to Rheinmetall-Borsig's 30 mm (1.2 in) MK 108 cannons mounted either in the wing, or in underwing, conformal mount gun pods, was made for the Sturmbock Focke-Wulfs as either the /R2 or /R8 field modification kits, enabling aircraft to bring a bomber down with just a few hits.

“Pilots of average ability hit the bombers with only about two percent of the rounds they fired, so to obtain 20 hits, the average pilot had to fire one thousand 20 mm (0.79 in) rounds ” The adoption of the 21 cm Nebelwerfer-derived WerferGranate 21 (Wfr. Gr. 21) rocket mortar by the Luftwaffe in mid-August 1943 promised the introduction of a major "stand-off" style of offensive weapon – one strut-mounted tubular launcher was fixed un58

der each wing panel on the Luftwaffe's single-engined fighters, and two under each wing panel of a few twinengined Bf 110 daylight Zerstörer aircraft. However, due to the slow 715 mph velocity and characteristic ballistic drop of the fired rocket (despite the usual mounting of the launcher at about 15° upward orientation), and the small number of fighters fitted with the weapons, the Wfr. Gr. 21 never had a major effect on the combat box formations of Fortresses. The Luftwaffe also fitted heavy-calibre Bordkanone-series 37, 50 and even 75 mm (2.95 in) cannon as anti-bomber weapons on twin-engined aircraft such as the special Ju 88P fighters, as well as one model of the Me 410 Hornisse but these measures did not have much effect on the American strategic bomber offensive. The Me 262, however, had moderate success against the B-17 late in the war. With its usual nose -mounted armament of four MK 108 cannons, and with some examples later equipped with the R4M rocket, launched from underwing racks, it could fire from outside the range of the bombers' .50 in (12.7 mm) defensive guns and bring an aircraft down with one hit, as both the MK 108's shells and the Continued on page 59

Continued from page 58 R4M's warheads were filled with the "shattering" force of the strongly brisant Hexogen military explosive.

Luftwaffe-captured B-17s During World War II, after crash-landing or being forced down, approximately 40 B-17s were captured and refurbished, with about a dozen put back

into the air. Given German Balkenkreuz national markings on their wings and fuselage sides, and "Hakenkreuz" swastika tail fin-flashes, the captured B-17s were used to determine the B-17's vulnerabilities and to train German interceptor pilots in attack tactics.

Others, with the cover designations Dornier Do 200 and Do 288, were used as longrange transports by the Kampfgeschwader 200 special duties unit, carrying out agent drops and supplying secret airstrips in the Middle East and North Africa. They were chosen specifically for these missions as being more suitable for this role than other avail-

able German aircraft; they never attempted to deceive the Allies and always wore full Luftwaffe markings. One B-17 of KG200, bearing the Luftwaffe's KG 200 Geschwaderkennung (combat wing code) markings A3+FB, was interned by Spain when it landed at Valencia airfield, 27 June 1944, remaining there for the rest of the war. It has been al-

gram, but at least 73 aircraft were acquired by the Soviet Air Force. These aircraft had landed with mechanical trouble during the shuttle bombing raids over Germany or had been damaged by a Luftwaffe raid in Poltava. The Soviets restored 23 to flying condition and concentrated them in the 890th bomber regiment of the 45th bomber division, but

leged that some B-17s kept their Allied markings and were used by the Luftwaffe in attempts to infiltrate B-17 bombing formations and report on their positions and altitudes.

According to these allegations, the practice was initially successful, but Army Air Force combat aircrews quickly developed and established standard procedures to first warn off, and then fire upon any "stranger" trying to join a group's formation.

they never saw combat. In 1946 the regiment was assigned to the Kazan factory to aid in the Soviet effort to reproduce the more advanced Boeing B-29 as the Tupolev Tu-4.

Soviet-interned B-17s The U.S. did not offer B-17s to the Soviet Union as part of its war materiel assistance pro59

Swiss-interned B-17s During the war, the Allied bomber offensive sometimes took U.S. or British bombers into Swiss airspace, either damaged craft seeking safe haven or on rare occasions bombing Swiss cities by accident. Swiss aircraft would attempt to intercept and force Continued on page 60

Continued from page 59 individual aircraft to land, interning their crews; one Swiss pilot was killed, shot down by a U. S. bomber crew in September 1944. From then on, red and white neutrality bands were added to the wings of Swiss aircraft to stop accidental attacks by Allied aircraft.

Official Swiss records identify 6,501 airspace violations during the course of the war, with 198 foreign aircraft landing on Swiss territory and 56 aircraft crashing there. One prime example: in October 1943 the Swiss interned Boeing B-17F25-VE, tail number 25841, and her U. S. flight crew after the Flying Fortress developed engine trouble and was forced to land following its bombing raid over Germany. The aircraft was then turned over to the Swiss Air Force, who then flew the bomber until the end of the war, using other interned but non-flyable B-17s for spare parts. The bomber was repainted a dark olive drab, but retained its light gray -painted under surfaces. It carried Swiss national white cross insignia in red squares on both sides of its rudder, fuselage sides, and the underside wings, with white crosses in red roundels atop both upper wings. As on its gray under surfaces, the B-17F also carried light gray flash letters "RD" and "I" on either side of the Swiss national insignia.

Japanese-captured B-17s This Philippines-captured USAAF Boeing B-17D, in Japanese livery, was flown to Japan for technical evaluation.

Three damaged B-17s, one "D" model and two "E" models, were rebuilt to flying status by Japanese technicians and mechanics; the parts used were stripped from captured B -17 wrecks in both the Philippines and the Netherlands East Indies. The three bombers,

“Official Swiss records identify 6,501 airspace violations during the course of the war, with 198 foreign aircraft landing on Swiss territory and 56 crashing there� containing captured top secret Norden Bombsights, were then flown to Japan where they underwent extensive technical evaluation by the Imperial Japanese Army Air Force's Air Technical Research Laboratory (Koku Gijutsu Kenkyujo).

The "D" model was later deemed an obsolete design and the two "E" models were used to develop B-17 air combat counter-tactics; they were also used as enemy aircraft in several Japanese propaganda 60

films. No traces of these captured Flying Fortresses were found in Japan by Allied occupation forces following the war; they were assumed scrapped late in the war for their vital war materials.

U.S. Air Force Following the end of World War II, the B-17 was quickly phased out of use as a bomber and the Army Air Forces retired most of its fleet. Flight crews ferried the bombers back across the Atlantic to the United States where the majority were sold for scrap and melted down, although significant numbers remained in use in second-line roles such as VIP transports, air-sea rescue and photo-reconnaissance.

Strategic Air Command (SAC), established in 1946, used reconnaissance B-17s (at first called F-9 [F for Fotorecon], later RB-17) until 1949.

With the disestablishment of the U.S. Army Air Forces and the establishment of an independent U.S. Air Force in 1947, most extant B-17s were transferred to USAF. The USAF Air Rescue Service of the Military Air Transport Service (MATS) operated B-17s as so-called "Dumbo" air-sea rescue aircraft. Work on using B-17s to carry Continued on page 61

Continued from page 60 airborne lifeboats had begun in 1943, but they entered service in the European theater only in February 1945, also being used to provide search and rescue support for B-29 raids against Japan. About 130 B17s were converted to the airsea rescue role, at first designated B-17H and later SB17G. Some SB-17s had their defensive guns removed, while others retained their guns to allow use close to combat areas. The SB-17 served through the Korean War, remaining in service with USAF until the mid-1950s.

In 1946, surplus B-17s were chosen as drone aircraft for atmospheric sampling during the Operation Crossroads atomic bomb tests, being able to fly close to or even through the mushroom clouds without endangering a crew. This led to more widespread conversion of B-17s as drones and drone control aircraft, both for further use in atomic testing

“During the last year of World War II and shortly thereafter, the United States Navy acquired 48 ex-USAAF B17s for patrol and air-sea rescue work�

and as targets for testing surface-to-air and air-to-air missiles. One hundred and seven B-17s were converted to drones. The last operational mission flown by a USAF Fortress was conducted on 6 August 1959, when a DB-17P, serial 44-83684 directed a QB17G, out of Holloman Air Force Base, New Mexico, as a target for an AIM-4 Falcon air -to-air missile fired from an McDonnell F-101 Voodoo. A retirement ceremony was held several days later at Holloman AFB, after which 44-83684 was retired. It was subsequently used in various films and in the 1960s television show 12 O'Clock High before being retired to the Planes of Fame aviation museum in Chino, California.

U.S. Navy and U.S. Coast Guard Under project Cadillac II, an AN/APS-20 radar was fitted 61

onto the B-17G, making the PB-1W the first AWACS. The U.S. Coast Guard PB-1G carried a droppable lifeboat.

During the last year of World War II and shortly thereafter, the United States Navy acquired 48 ex-USAAF B-17s for patrol and air-sea rescue work. The first two exUSAAF B-17s, a B-17F (later modified to B-17G standard) and a B-17G were obtained by the Navy for various development programs. At first, these aircraft operated under their original USAAF designations, but on 31 July 1945 they were assigned the naval aircraft designation PB-1, a designation which had originally been used in 1925 for the Boeing Model 50 experimental flying boat.

Thirty-two B-17Gs were used by the Navy under the Continued on page 62

Continued from page 61 designation PB-1W, the suffix -W indicating an airborne early warning role. A large radome for an S-band AN/APS -20 search radar was fitted underneath the fuselage and additional internal fuel tanks were added for longer range, with

“B-17s were used by the CIA front companies Civil Air Transport, Air America and Intermountain Aviation for special missions� the provision for additional underwing fuel tanks. Originally, the B-17 was also chosen because of its heavy defensive armament, but this was later deleted. These aircraft were painted dark blue, a standard Navy paint scheme which had been adopted in late 1944.

The PB-1W eventually evolved into an early warning aircraft by virtue of its APS-20 search radar. PB-1Ws continued in USN service until 1955, gradually being phased out in favor of the Lockheed WV-2 (known in the USAF as the EC -121, a designation adopted by USN in 1962), a military version of the Lockheed 1049 Constellation commercial airliner.

In July 1945, 16 B-17s were

transferred to the Coast Guard via the Navy; these aircraft were initially assigned U.S. Navy Bureau Numbers (BuNo), but were delivered to the Coast Guard designated as PB-1Gs beginning in July 1946. Coast Guard PB-1Gs were stationed at a number of bases in the U.S. and Newfoundland, with five at Coast Guard Air Station Elizabeth City, North Carolina, two at CGAS San Francisco, two at NAS Argentia, Newfoundland, one at CGAS Kodiak, Alaska, and one in Washington state.

They were used primarily for air-sea rescue, but were also used for iceberg patrol duties and for photo mapping. Airsea rescue PB-1Gs usually carried a droppable lifeboat underneath the fuselage and the chin turret was often replaced by a radome. The Coast Guard PB-1Gs served throughout the 1950s, the last example not being withdrawn from service until 14 October 1959.

Special operations A number of B-17s were used by the CIA front companies Civil Air Transport, Air America and Intermountain Aviation for special missions.

These included B-17G 4485531, registered as N809Z. These aircraft were primarily used for agent drop missions over the People's Republic of China, flying from Taiwan, 62

with Taiwanese crews. Four B -17s were shot down in these operations.

In 1957 the surviving B-17s had been stripped of all weapons and painted black. One of these Taiwan-based B-17s was flown to Clark Air Base in the Philippines in midSeptember, assigned for covert missions into Tibet.

On 28 May 1962, N809Z, piloted by Connie Seigrist and Douglas Price, flew Major James Smith, USAF and Lieutenant Leonard A. LeSchack, USNR to the abandoned Soviet arctic ice station NP 8, as Operation Coldfeet. Smith and LeSchack parachuted from the B-17 and searched the station for several days. On 1 June, Seigrist and Price returned and picked up Smith and LeSchack using a Fulton Skyhook system installed on the B-17. N809Z was used to perform a Skyhook pick up in the James Bond movie Thunderball in 1965. This aircraft, now restored to its original B17G configuration, is on display in the Evergreen Aviation & Space Museum in McMinnville, Oregon.

Photo Credits: Alphacoders, Taphilo, Emoscopes, Aviation History, Oragan Live, aircraft.net, flyaway simulation & US Air Force

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APRIL/MAY Europe Continued May 23 - 24 May 23 - 24 May 24 May 24 May 24 - 25 May 24 - 25 May 25 May 25 May 25 May 25 May 28 - 31 May 29 - 30 May 29 - 31 May 29 - 31 May 29 - 31 May 30 May 30 May 30 May 30 - 31 May 30-31 May 30 - 31 May 30 - 31 May 30 - 31 May 30 - 31 May 30 - 1 May 31 May 31 May 31

Festyn Lotniczy Ostrów La Ferté-Alais Meeting Aérien: Le Temps des Hélices Cold War Jets Open Day "Scilla e Cariddi" Air Show Oostwold Airshow 2015 Tag der offenen Tür FSV Ailertchen Driffield Vintage Fair & Fun Day Villeneuv'Air Show Skyforce Launch : Red Arrows display—Blackpool Lanc, Tank and Military Machines East Kirkby Oostende voor anker - Rescue at Sea Air Fair Bydgoszcz 2015 AeroExpo UK Heli UK Expo Legendák a Levegőben Repülőnap AirExpo 2015 Clinceni Children's Day Air Show Den otevřených dveří 2015 Jaroměř Großes Oldtimer Festival Siegerland Red Bull Air Race—Russia Aerosport 2015 Meeting de l'Air - Corsica Red Bull Air Race - Croatia 104th Anniversary of the Turkish Air Force Midlands Flight Fest Volkel in de Wolken Kjeller Flydagen 2015 Spiaggia d'Argento Air Show

Rest of World April 2 - 4 April 3 - 5 April 11 April 12

Ahmedabad Airshow Omaka Classic Fighters Airshow 2015 Valley View Summer Concert & Air Display Barossa Airshow Rowland Flat

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Cancelled

APRIL/MAY Rest of World Continued April 12 April 14 - 16 April 18 April 18 - 19 April 26 May 2 - 3 May 3 May 16 May 16 - 17 May 23 May 23-24 May 30

Barossa Airshow Rowland Flat ABACE2015 Asian Business Aviation Conference & Exhibition Zebula Airshow Cozumel Aero Show 2015 JMSDF Open House - Kanoya Air Show May Wings over Illawarra Air Show MCAS Iwakuni Friendship Day Botswana Airshow 2015 May Red Bull Air Race, Japan Lowveld Air Show The Old Station Fly-In & Heritage Show Watts Bridge All-In Fly-In

Events in BOLD text have more information on our website: www.attservices.co.uk

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History of Microsoft’s flight simulator Microsoft Flight Simulator began as a set of articles on computer graphics, written

by Bruce Artwick throughout 1976, about flight simulation using 3-D graphics.

When the editor of the magazine told Artwick that subscribers were interested in purchasing such a program, Artwick founded subLOGIC Corporation to commercialize his ideas. At first the new company sold flight simulators through mail order, but that changed in January 1980 with the release of Flight Simulator (FS) for the Apple II. They soon followed this up with versions for other systems and from there it evolved into a long-running series of computer flight simulators.

“When the editor of the magazine told Artwick that subscribers were interested in purchasing such a program, Artwick founded subLOGIC Corporation to commercialize his ideas”

First generation (Apple II and TRS-80) Computer-graphics specialist Bruce Artwick and pilot and marketing student Stu Moment were roommates at the University of Illinois. A2FS1 Flight Simulator, their first product after forming subLOGIC, had black and white wireframe graphics, featured a very limited scenery consisting of 36 tiles (in a 6 by 6 pattern, which roughly equals a few hundred square kilometers), and provided a very basic simulation (with only one aircraft simulated). Despite this, it ended up being one of the most popular Apple II applications of the early 1980s.

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The simulator was later ported to the TRS-80 Model I, which had only rudimentary graphics capability. To squeeze the simulator into the TRS-80 limited memory and display, subLOGIC saw it necessary to drop the instrument panel and reduce the resolution. Flight Simulator for the TRS-80 therefore has the most simplistic graphics of all versions of Flight Simulator (gameplay video in a modern emulator).

Later subLOGIC released updated versions of Flight Simulator for both the Apple II and TRS-80 on 51⁄4 inch diskettes. The updates included Continued on page 70

Continued from page 69 enhanced terrain, help menus, and a bomb sight.

Second generation (Apple II, Commodore 64, and Atari 800) After the release of subLOGIC's Microsoft Flight Simulator for the IBM PC, subLOGIC backported its improvements to other computers as Flight Simulator II. This version, like the Microsoft release, did away with wireframe graphics for solid colors, and featured real-world scenery (although limited to a few areas in the United States).

It also introduced simulator add-ons, although not in the form it is today, as subLOGIC also included functionality to load additional scenery from floppy disks, thus making it possible for a user to virtually fly in his or her own backyard.

“This version, like the Microsoft release, did away with wireframe graphics for solid colors, and featured real-world scenery�

InfoWorld in 1984 praised Flight Simulator II for the Apple as "a complicated but exhilirating game ... Bruce Artwick has really done it all", and stated that it was superior

to Microsoft's version. II Computing listed it ninth on the magazine's list of top Apple II games as of late 1985, based on sales and market-share data, and it was subLogic's best-selling Commodore game as of late 1987.

Simulator 3.0. Notable features included a windowing system allowing multiple simultaneous 3d views - including exterior views of the aircraft itself - and (on the Amiga and Atari ST) modem play.

Third generation (Amiga, Atari ST, and Macintosh)

Flight Simulator 1.0

In 1984 Amiga Corporation asked Artwick to port Flight Simulator for its forthcoming computer, but Commodore's purchase of Amiga temporarily ended the relationship.

SubLOGIC instead finished a Macintosh version, released by Microsoft, then resumed work on the Amiga and Atari ST versions.

Although still called Flight Simulator II, the Amiga and Atari ST versions compare favorably with Microsoft Flight 70

Sometime during 1981-82, Microsoft obtained the license to port the simulator to IBM compatibles PCs. This version was released in November 1982 as Microsoft Flight Simulator 1.00, and featured an improved graphics engine, variable weather and time of day, and a new coordinate system (used by all subsequent versions up to version 5).

Advertisements claimed "If Continued on page 71

Continued from page 70 Flight Simulator 3.0

flying your IBM PC got any more realistic, you'd need a license", and promised "a fullcolor, out-the-window flight display". Early versions of Microsoft Flight Simulator were used as a stress test for PC compatibility. If a computer could run MSFS 1.0 and Lotus 1-2-3, it was 100% IBM PCcompatible, and if it could not, it was not.

their version 2 for IBM PCs. This version didn't differ too much from MSFS1; the graphics were somewhat improved, as well as a more precise simulation in general had been created. The new simulator expanded the scenery coverage to include a model of the entire United States, although the airports were limited to the same areas as in MSFS1.

Compatibility difficulty included the unusual use of the x86 assembly DIV command, where a "DIVIDE BY ZERO" command would be issued every time a screen refresh was needed. This technique often required hardware changes to assure compatibility with MSFS 1.0 software.

“Flight Simulator 3 improved the flight experience by adding additional aircraft and airports to the simulated area�

There was a dogfight mode with the Sopwith Camel and crop-dusting mode included.

Flight Simulator 2.0

However, compatibility with subLOGIC Scenery Disks was provided, which were released in the following years, gradually covering the whole USA, Hawaii, Japan, and part of Europe.

In 1984, Microsoft released

Microsoft Flight Simulator 3 improved the flight experience by adding additional aircraft and airports to the simulated area found in MSFS2, as well as improved high-res (EGA) graphics, and other features lifted from the Amiga/ST versions.

The three simulated aircraft were the Gates Learjet 25, the Cessna Skylane, and the Sopwith Camel. Flight Simulator 3 also allowed the user to customize the display; multiple windows, each displaying one of several views, could be positioned and sized on the screen. The supported views included the instrument and control panel, a map view, and various external camera angles.

This version included a program to convert the old series of subLOGIC Scenery Disks into scenery files (known as SCN files), which could then be copied to the FS3 directory, allowing the user to expand the FS world.

Flight Simulator 4.0 Version 4 followed in 1989, and brought several improvements over MSFS3. These included amongst others; improved aircraft models, as Continued on page 72

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Continued from page 71 well as an upgraded model of the Cessna Skylane, programmable dynamic scenery (noninteractive air and ground traffic on and near airports moving along static prerecorded paths). The basic version of FS4 was available for Macintosh computers in 1991. Like FS3, this version included an upgraded converter for the old subLOGIC Scenery Disks into SCN files.

A large series of add-on products were produced for FS4 between 1989 and 1993. First from Microsoft & the Bruce Artwick Organization (BAO) came the Aircraft and Scenery Designer (ASD) integration module. This allowed FS4 users to quite easily build, on the fly from directly within the program, custom scenery units known as SC1 files which could be used within FS4 and traded with other users (this activity was quite popular in the FS Forum on CompuServe). Also, ASD provided the addition of the Aircraft De-

signer Module. Again, from directly within the program the user could select one of two basic type aircraft frames (prop or jet) and proceed to parameter customizations ranging over 4 pages of flight envelope details and visual aspects. Finally, ASD provided additional aircraft including a B747 with a custom dash/cockpit (which required running in 640 × 350 resolution).

Next from Mallard Software and BAO came the sound, graphics, and aircraft Upgrade (SGA). This added digital and synth sound capability to FS4 (which previously was only via PC speaker.) Second a variety of high resolution modes became available for specific types of higher end video cards and chipsets, thus supplying running resolutions up to 800 × 600. As with ASD, the SGA upgrade also came with some additional aircraft designed by BAO, including an Ultra-light.

The final addition was known as the Aircraft Adventure Factory (AAF). AAF consisted of two primary components.

First, the Aircraft Factory which was a Windows based program allowing custom design aircraft shapes to be used

“ SD provided A additional aircraft including a B747 with a custom dash/ cockpit” within FS4 utilizing a unique, rather easy to use CAD type interface, supported by various sub menu and listing options. Once the shape was created and colors assigned to the various pieces, it could be tied to an existing saved flight model as was designed in the Aircraft Designer module.

The end result was a two file unit, creating a new custom aircraft for FS4. Thousands of aircraft were designed by users using this utility and like scenery files, found their way onto the FS Forum at CompuServe (the Mecca for FS4).

The Aircraft designed was an independent utility in terms of the flight simulator, and one didn't need to have it installed in order to use the aircraft files.

Continued on page 73 72

Continued from page 72 The other component of AAF was the Adventure module.

Using a simple language (much similar to QBASIC), a user could design and compile a script that could be run from within FS4. Many FS4 parameters could be accessed including such things as aircraft position, airspeed, altitude, aircraft flight characteristics, etc. These could then be used to do things like display messages on the screen, play VOC audio files, and even display 256 color VGA images.

The end result was that users could create fun adventures to use and share. The Adventure interface is integrated within an upgraded version of the sound driver from the previous SGA upgrade, and thus this driver is needed in order to play adventures. The adventure compiler itself is, however, a separate program. Two other minor utility drivers came shipped with the AAF, one that replaced the transponder digits with the actual framerate, and one that provided correct magnetic deviation within the US scenery map.

Other Add-On products (most published by Mallard Software) included: The Scenery Enhancement Edition (SEE4) which further enhanced SC1 files and allowed for AF objects to be used as static objects within SEE4. Pilots Power Tools (PPT) which

greatly eased the management of the many aircraft and scenery files available. Finally, a variety of new primary scenery areas created by MicroScene, including Hawaii (MS-1), Tahiti (MS-2), Grand Canyon (MS-3), and Japan (MS-4).

Scenery files produced by subLOGIC could also be used with FS4, including subLOGIC's final massive USA East and West scenery collections.

With its many options and add -ons, yet still relatively tight "in program" integration and overall ease of use, the FS4 suite of programs presented a type of VR Toolkit for users with a flight simulator slant.

While complex in some aspects, FS4 environment building options (including scenery and aircraft design) would provide an unsurpassed access to these activities for average users; an option, which in later versions of FS, was much less available and increasingly complex.

Flight Simulator 5.0 FS5 is the first version of the series to use textures. This allowed FS5 to achieve a much higher degree of realism than the previous flat-shaded simulators. This also made all addon scenery and aircraft for the previous versions obsolete, as they would look out of place.

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The bundled scenery was expanded (now including parts of Europe). Improvements were made to the included aircraft models, the weather system's realism and artificial intelligence. The coordinate system introduced in FS1 was revamped, and the scenery format was migrated from the old SCN/SC1 to the new and more complex BGL format.

“the FS4 suite of programs presented a type of VR Toolkit for users with a flight simulator slant�

More noticeable improvements included the use of digital audio for sound effects, custom cockpits for each aircraft (previous versions had one cockpit that was slightly modified to fit various aircraft), and better graphics.

It took about a year for add-on developers to get to grips with the new engine, but when they did they were not only able to release scenery but also tools like Flightshop that made it feasible for users to design new objects.

In 1995, Flight Simulator 5.1 was introduced, adding the Continued on page 74

Continued from page 73 sion (FS5.1), it did feature a vastly improved frame-rate, better haze, and additional aircraft, including the Extra 300 aerobatic aircraft. It also featured more 3-D detailing, this could be noticed in many places such as Manhattan, Meigs etc.

ability to handle scenery libraries including wide use of satellite imagery, faster performance and a barrage of weather effects: storms, 3D clouds and fog became true-tolife elements in the Flight Simulator world. This edition was also the first version that was released on CD-ROM and the last for DOS. This was released in June 1995.

“Microsoft called it "Flight Simulator for Windows 95" to advertise the change in operating system.”

designers were doing custom aircraft cockpit panels. This all made for a huge amount of "freeware" to be released to be downloaded and added to the FS5.1 simulator.

It was all finally coming together in late 1995 and into 1996—a much improved flight simulator, more powerful computers that were becoming affordable, the Internet for uploading/downloading, programs which allowed users to share their "third party" aircraft and scenery with others, and forums such as CompuServe, Avsim, and Flightsim.com to act as libraries for the uploads and discussion.

Instead of using the version number in the title, Microsoft instead called it "Flight Simulator for Windows 95" to advertise the change in operating system. It is often abbreviated as "FS95" or "FSW95".

This was the first version released after the purchase of BAO by Microsoft, and after having physically relocated development of the BAO development staff to Microsoft's primary campus in Redmond, Washington. The BAO team was integrated with other nonBAO Microsoft staff, such as project management, testing, and artwork.

Additional scenery included major airports outside Europe and the US for the first time.

Flight Simulator 98

In the fall of 1995, with the release of the Flightshop program, nearly any aircraft could be built. The French program "Airport" was also available for free which allowed users to build airports (FS5.1 only had 250 World wide) and other

Flight Simulator for Windows 95 As Windows 95 was released, a new version (6.0) was developed for that platform. Although this was more or less just a port from the DOS ver74

FS98 (6.1) is generally regarded as a "service release", offering minor improvements, with a few notable exceptions: The simulator now also Continued on page 75

Continued from page 74 featured a helicopter (the Bell 206BIII JetRanger), as well as a generally improved interface for adding additional aircraft, sceneries, and sounds. Other new "out of the box" aircraft included a revised Cessna 182 with a photorealistic instrument panel and updated flight model. The primary rationale for updating the 182 was Cessna's return to manufacturing that model in the late 1990s. The Learjet Model 45 business jet was also included, replacing the aging Lear 35 from earlier versions. The Dynamic Scenery models were also vastly improved. One of the most noticeable improvements in this version was the ability to have independent panels and sounds for every aircraft.

A major expansion of the inbox scenery was also included in this release, including approximately 45 detailed cities

(many located outside the United States, some of which were previously included in separate scenery enhancement packs), as well as an increase in the modeled airports to over 3000 worldwide, compared with the approximately 300 in earlier versions. This major increase in scenery production was attributable partially to inclusion of the content from previous standalone scenery packs, as well as new contributions by MicroScene, a company in San Ramon, California who had developed several scenery expansions previously released by Microsoft.

This release also included support for the Microsoft Sidewinder Pro Force Feedback joystick, which allowed the player to receive some sensory input from simulated trim forces on the aircraft controls.

“ lthough many A users had high expectations when this version arrived, many were disappointed when they found out that the simulator demanded high-end hardware� take advantage of 3D-graphic cards, through Microsoft's DirectX technology. With such combination of hardware and software, FS98 not only achieved better performance, but also implemented better haze/visibility effects, "virtual cockpit" views, texture filtering, and sunrise/sunset effects.

Flight Simulator 2000

This was the first version to FS2000 (7.0) was released as a major improvement over the previous versions, and was also offered in two versions; one version for "normal" users, and one "pro" version with additional aircraft. Although many users had high expectations when this version arrived, many were disappointed when they found out that the simulator demanded high-end hardware; Continued on page 76 75

Continued from page 75 the minimum requirements were only a Pentium 166 MHz computer, although 400–500 MHz computer was deemed necessary to have an even framerate.[14] However, even on a high-end system, stuttering framerate was a problem, especially when performing sharp turns in graphically dense areas. Also, the visual damage effects introduced in FS5.0 were disabled, and continued to be unavailable in versions after FS2000. While the visual damage effects were still in the game, Microsoft disabled them from the game's configuration files. Users can re-enable the damage effects through modifications. FS2000 also introduced computer controlled aircraft in some airports.

This version also introduced 3D elevation, making it possible to adjust the elevation for the scenery grids, thus making most of the previous scenery obsolete (as it didn't support this feature). A GPS was also added, enabling an even more realistic operation of the simulator. FS2000 also upgraded its dynamic scenery, with more detailed models and AI that allowed aircraft to yield to other aircraft to avoid incursions while taxiing.

FS2000 included an improved weather system, which featured precipitation for the first

time in the form of either snow or rain, as well as other new features such as the ability to download real-world weather.

New aircraft in FS2000 included the supersonic Aerospatiale-BAC Concorde (prominently featured on both editions' box covers) and the Boeing 777, which had recently entered service at the time.

“New aircraft in FS2000 included the supersonic Aerospatiale-BAC Concorde and Boeing 777�

An often overlooked, but highly significant milestone in Flight Simulator 2000, was the addition of over 17,000 new airports, for a total exceeding 20,000 worldwide, as well as worldwide navigational aid coverage. This greatly expanded the utility of the product in simulating long international flights as well as instrument-based flight relying on radio navigation aids. Some of these airports, along with additional objects such as radio towers and other "hazard" structures, were built from publicly available U.S. government databases. Others, particularly the larger commercial airports with detailed 76

apron and taxiway structures, were built from detailed information in Jeppesen's proprietary database, one of the primary commercial suppliers of worldwide aviation navigation data.

In combination, these new data sources in Flight Simulator allowed the franchise to claim the inclusion of virtually every documented airport and navigational aid in the world, as well as allowing implementation of the new GPS feature. As was the case with FS98, scenery development using these new data sources in FS2000 was outsourced to MicroScene in San Ramon, working with the core development team at Microsoft.

Microsoft Flight Simulator 2000 was the last of the Flight Simulator series to support the Windows 95 and Windows NT 4.0 operating systems.

An often overlooked, but highly significant milestone in Flight Simulator 2000, was the addition of over 17,000 new airports, for a total exceeding 20,000 worldwide, as well as worldwide navigational aid coverage. This greatly expanded the utility of the product in simulating long international flights as well as instrument-based flight Continued on page 77

Continued from page 76 relying on radio navigation aids. Some of these airports, along with additional objects such as radio towers and other "hazard" structures, were built from publicly available U.S. government databases. Others, particularly the larger commercial airports with detailed apron and taxiway structures, were built from detailed information in Jeppesen's proprietary database, one of the primary commercial suppliers of worldwide aviation navigation data.

In combination, these new data sources in Flight Simulator allowed the franchise to claim the inclusion of virtually every documented airport and navigational aid in the world, as well as allowing implementation of the new GPS feature.

As was the case with FS98, scenery development using these new data sources in

“Anticipation was high for this version, because of its interactive AI traffic, ATC features, and its release shortly after September 2001�

FS2000 was outsourced to MicroScene in San Ramon, working with the core development team at Microsoft.

Microsoft Flight Simulator 2000 was the last of the Flight Simulator series to support the Windows 95 and Windows NT 4.0 operating systems.

simulation runs smoother than Flight Simulator 2000, even on comparable hardware. A free copy of Fighter Ace 2 was also included with the software.

Flight Simulator 2002 FS2002 (8.0) improved vastly over previous versions. In addition to improved graphics, FS2002 introduced air traffic control (ATC) and artificial intelligence (AI) aircraft enabling users to fly alongside computer controlled aircraft and communicate with airports. An option for a target framerate was added, enabling a cap on the framerate to reduce stutter while performing texture loading and other maintenance tasks. In addition, aircraft feature a 3D virtual cockpit, creating in effect a view of the cockpit from the viewpoint of a real pilot. The external view also featured an inertia effect, inducing an illusion of movement in a realistic physical environment. The 77

Anticipation was high for this version, because of its interactive AI traffic, ATC features, and its release shortly after September 2001. Due to the September 11 attacks, the launch was postponed to remove the twin towers of the World Trade Center in all copies, and the release date was pushed back to 19 October 2001.

Flight Simulator 2004: A Century of Flight Flight Simulator 2004 (9.0): A Century of Flight, also known as FS9 or FS2004, was shipped with several historical aircraft such as the Wright Flyer, Ford Tri-Motor, and the Continued on page 78

Continued from page 77 Douglas DC-3 to commemorate the 100th anniversary of the Wright Brothers' first flight. The program included an improved weather engine, that provided true threedimensional clouds and true localized weather conditions for the first time. The engine also allowed users to download weather information from actual weather stations, allowing the simulator to synchronize the weather with the real world. Other enhancements from the previous version included better ATC communications, GPS equipment, interactive virtual cockpits, and more variety in autogen such as barns, street lights, silos, etc.

A service update (9.1) was released on 10 June 2004, that included over 160 bridges missing or wrongly displayed in the original version, with several other corrections and performance improvements.

There are voices stating FS 2004 still (by 2015) is the most popular of Microsoft's simulators.

Flight Simulator X Flight Simulator X (10.0), known as FSX, is the tenth and final edition in the Microsoft Flight Simulator franchise. It features new aircraft, improved multiplayer support, including the ability for two players to fly a single plane, and players to occupy a control tower available in the Deluxe Edition, and improved scenery with higher resolution ground textures. FSX includes fewer aircraft than FS2004, but incorporates new aircraft such as the Airbus A321, Maule Orion, Boeing 737-800, and Bombardier CRJ700. The expansion pack, named Acceleration, was released later, which includes new missions, aircraft, and other updates. The Deluxe edition of Flight Simu-

“FSX features new aircraft, improved multiplayer support, including the ability for two players to fly a single plane, and players to occupy a control tower available in the Deluxe Edition� lator X includes the Software Development Kit (SDK), which contains an object placer, allowing the game's autogen and full scenery library to be used in missions or add-on scenery. Finally, the ability to operate the control surfaces of aircraft with the mouse was reintroduced after it was removed in FS2002.

Previous versions did not allow great circle navigation at latitudes higher than 60 degrees (North or South), and at around 75-80 degrees North/ South it became impossible to "fly" closer to the poles, whichever compass heading was followed. This problem is solved in FSX. You may now navigate through any great circle as Continued on page 79

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Continued from page 78 “Microsoft released their first expansion pack for Flight Simulator in years, called Flight Simulator X: Acceleration, to the US market on October 23, 2007 � well as "fly" across both Arctic and Antarctic. Some new features are not appreciated by all players, however. Not true: The option in earlier versions to change the eye-level and viewing angle of the pilot, such as virtually "raising the seat" and looking downward to see the ground even if the aircraft's pitch angle is fairly high, is replaced in FSX by the option to make the instrument panel transparent instead. This makes simulated landing of a large jet airliner more difficult and unrealistic.

cantly more powerful computer to run smoothly, even on low graphical settings. Users have reported that the game is "CPU-bound" - a powerful processor is generally more helpful in increasing performance than a powerful graphics card.

This version removed Meigs Field from the game, as the actual airport was decommissioned and eliminated in 2003, and no longer exists. However, some Airports which have been decommissioned such as Kai Tak Airport in Hong Kong (which was closed in 1998, then abandoned for several years, and is currently being redeveloped for other purposes) still exists and is usable in FSX, with nothing lost in it.

(This is possibly due to its world famous Runway 13 approach.) This is especially odd considering that Kai Tak was depicted close to its thenactual state in the three previ-

FSX is the first of the series to be released exclusively on DVD-ROM due to space constraints. This is also the first in the series that calls for the preparing process known as activating. Through the internet or a phone a hardware number is generated, and a corresponding code is then used to lock the DVD to one single computer only. It also requires a signifi79

ous Flight Simulator versions.

Flight Simulator X: Acceleration Microsoft released their first expansion pack for Flight Simulator in years, called Flight Simulator X: Acceleration, to the US market on October 23, 2007 rated E – E10+ for mild violence, and released to the Australian market on November 1, 2007 rated G. Acceleration introduces new features, including multiplayer air racing, new missions, and three all-new aircraft, the F/A-18A Hornet, EH-101 helicopter and the P51D Mustang. In many product reviews, users complained of multiple bugs in the initial release of the pack. One of the bugs, that occurs only in the Standard Edition, is the Maule Air Orion aircraft used in the mission has missing gauges Continued on page 80

Continued from page 79 and other problems, as it is a Deluxe Version-only aircraft.

The new scenery enhancements cover Berlin, Istanbul, Cape Canaveral and the Edwards Air Force Base, providing high accuracy both in the underlying photo texture (60 cm/pixel) and in the detail given to the 3D objects. Flight Simulator X: Acceleration can take advantage of Windows Vista, Windows 7, and DirectX 10 as well. The expansion pack includes code from both service packs, thus installing them is unnecessary.

Microsoft Flight On August 17, 2010, Microsoft announced a new flight simulator, Microsoft Flight, designed to replace the Microsoft Flight Simulator series.

New to Flight is Games for Windows – Live integration, which means that the GameSpy client will not be used. An add-on market place was implemented as well, offering some additional scenery packs and aircraft as downloadable content (DLC). The new version was aimed at current flight simulator fans, as well as novice players. However, Flight has a different internal architecture and operational philosophy, and is not compatible with the previous Flight Simulator series.

“On July 25, 2012, Microsoft announced it had cancelled further development of Microsoft Flight, stating that this was part of "the natural ebb and flow" of application management.”

Some users and critics such as Flying Magazine were disappointed with the product, the main issue being that the product is a game, rather than a simulator, to attract a casual audience rather than enthusiasts who would want a more realistic experience.

ated with Microsoft to purchase the intellectual property and including source code for Microsoft ESP which was the commercial-use version of Flight Simulator X SP2. In 2010 Lockheed announced that the new product based upon the ESP source code would be called Prepar3D (pronounced "Prepared").

Lockheed has hired members of the original ACES Studios team to continue development of the product. Most Flight Simulator X addons as well as the default FSX aircraft work in Prepar3D without any adjustment since Prepar3D is kept backward compatible.

Dovetail Games

Lockheed Martin Prepar3D

On the 9th of July 2014 Dovetail Games announced a licensing agreement with Microsoft to distribute Microsoft Flight Simulator X: Steam Edition and to develop further products based on Microsoft's technology for the entertainment market. They are expected to release a successor in 2015. Microsoft Flight Simulator X: Steam Edition was released on 18 December 2014, and is a re-release of FSX Gold Edition, which includes the Deluxe and Acceleration packs and both Service Packs.

In 2009, Lockheed Martin announced that they had negoti-

Photo Credit: Microsoft & Andy Kewley

On July 25, 2012, Microsoft announced it had cancelled further development of Microsoft Flight, stating that this was part of "the natural ebb and flow" of application management. The company stated it will continue to support the community and offer Flight as a free download, but closed down all further development of the product on 26 July 2012.

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So you think you know aviation? Test your knowledge with our monthly quiz How did you do last month? All 10 right? Let’s see how you do this month. Simply identify the owner of the logo’s: 1.

2.

3.

4.

5.

6.

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8.

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12.

Answers to the March edition Air Brain: 1.

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Bahrain 2.

Braniff B - Instrument Landing System Start Engine 8.

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Southwest 4.

Alaskan Air—Air Collision Avoidance AAIB 10. Thailand

Mid Atlantic Air Museum There's something for everyone at the Mid-Atlantic Air Museum.

They are located at Reading Pennsylvania's Regional Airport -Carl A. Spaatz Field 11 Museum Road, Reading Pennsylvania, 19605.

The Mid-Atlantic Air Museum is a 7-day per week visitor attraction, closed only on major holidays. Museum aircraft are regularly seen on the airshow circuit. It provides speakers, tour guides, and other educational services to the community, works with the Civil Air Patrol and other educational organizations, and participates in a variety of other educational activities.

The Musuem is organized to ensure the professional stewardship of a collection that reflects the history of aviation and to enhance the public's appreciation and understanding of that history.

The Museum's collection emphasizes the Mid-Atlantic re-

gion's unique contribution to flight,but is broad enough to chronicle a general history of aviation, including military aviation.

The Museum's collections are accounted and cared for according to established museum practices. Historically accurate aircraft restoration and limited demonstration flying are special missions undertaken by the Museum.

Interpretation of the collection is broad, with artifacts being exhibited in a context that reflects not only the history of the object itself, but also the evolution of

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technology and the cultural environment in which it was used. Public programs encourage participation by a diverse audience through imaginative, entertaining, as well as educational exhibits, lectures, demonstrations, and special events.

The Museum is proud of its role as a specialty history museum serving the Mid-Atlantic region and the nation.

For more information, contact MAAM on: (610) 372-7333 (USA)

Traffic collision avoidance system A traffic collision avoidance system or traffic alert and collision avoidance system (both abbreviated as TCAS, and pronounced tee-kas) is an aircraft collision avoidance system designed to reduce the incidence of mid-air collisions between aircraft.

It monitors the airspace around an aircraft for other aircraft equipped with a corresponding active transponder, independent of air traffic control, and warns pilots of the presence of other transponder-equipped aircraft which may present a threat of mid-air collision (MAC). It is a type of airborne collision avoidance system mandated by the International Civil Aviation Organization to be fitted to all aircraft with a maximum take-off mass (MTOM) of over 5,700 kg (12,600 lb) or authorized to carry more than 19 passengers.

ACAS / TCAS is based on secondary surveillance radar (SSR) transponder signals, and operates independently of ground-based equipment to provide advice to the pilot on potential conflicting aircraft.

In modern glass cockpit aircraft, the TCAS display may be integrated in the Navigation

Display (ND) or Electronic Horizontal Situation Indicator (EHSI); in older glass cockpit aircraft and those with mechanical instrumentation, such an integrated TCAS display may replace the mechanical Vertical Speed Indicator (which indicates the rate with which the aircraft is descending or climbing).

Research into collision avoid-

“ICAO and aviation authorities such as the Federal Aviation Administration were spurred into action after several major mid-air collisions involving great loss of life� ance systems has been ongoing since at least the 1950s. ICAO and aviation authorities such as the Federal Aviation Administration were spurred into action after several major midair collisions involving great loss of life.

System description TCAS involves communication between all aircraft 84

equipped with an appropriate transponder (provided the transponder is enabled and set up properly). Each TCASequipped aircraft interrogates all other aircraft in a determined range about their position (via the 1,030 MHz radio frequency), and all other aircraft reply to other interrogations (via 1,090 MHz). This interrogation-and-response cycle may occur several times per second.

The TCAS system builds a three dimensional map of aircraft in the airspace, incorporating their range (garnered from the interrogation and response round trip time), altitude (as reported by the interrogated aircraft), and bearing (by the directional antenna from the response). Then, by extrapolating current range and altitude difference to anticipated future values, it determines if a potential collision threat exists.

TCAS and its variants are only able to interact with aircraft that have a correctly operating mode C or mode S transponder. A unique 24-bit identifier is assigned to each Continued on page 85

Continued from page 84 mination and selection, and generation of advisories. The TCAS Processor uses pressure altitude, radar altitude, and discrete aircraft status inputs from its own aircraft to control the collision avoidance logic parameters that determine the protection volume around the TCAS aircraft.

Antennas

aircraft that has a mode S transponder.

The next step beyond identifying potential collisions is automatically negotiating a mutual avoidance maneuver (currently, maneuvers are restricted to changes in altitude and modification of climb/sink rates) between the two (or more) conflicting aircraft.

These avoidance maneuvers are communicated to the flight crew by a cockpit display and by synthesized voice instructions.

A protected volume of airspace surrounds each TCAS equipped aircraft. The size of the protected volume depends on the altitude, speed, and heading of the aircraft in-

volved in the encounter. The illustration below gives an example of a typical TCAS protection volume.

System components A TCAS installation consists of the following components: TCAS computer unit Performs airspace surveillance, intruder tracking, its

“The next step is automatically negotiating a mutual avoidance maneuver� own aircraft altitude tracking, threat detection, resolution advisory (RA) manoeuvre deter85

The antennas used by TCAS II include a directional antenna that is mounted on the top of the aircraft and either an omnidirectional or a directional antenna mounted on the bottom of the aircraft. Most installations use the optional directional antenna on the bottom of the aircraft. In addition to the two TCAS antennas, two antennas are also required for the Mode S transponder.

One antenna is mounted on the top of the aircraft while the other is mounted on the bottom. These antennas enable the Mode S transponder to receive interrogations at 1030 MHz and reply to the received interrogations at 1090 MHz. Cockpit presentation The TCAS interface with the pilots is provided by two displays: the traffic display and the RA display.

Continued on page 86

Continued from page 85 These two displays can be implemented in a number of ways, including displays that incorporate both displays into a single, physical unit. Regardless of the implementation, the information displayed is identical. The standards for both the traffic display and the RA display are defined in DO185A. System operation The following section describes the TCAS operation based on TCAS II, since this is the version that has been adopted as an international standard (ACAS II) by ICAO and aviation authorities worldwide. TCAS II can be currently operated in the following modes: Stand-by Power is applied to the TCAS Processor and the mode S transponder, but TCAS does not issue any interrogations and the transponder will reply to only discrete interrogations.

Transponder The mode S transponder is fully operational and will reply to all appropriate ground and TCAS interrogations. TCAS remains in stand-by.

Traffic advisories only The mode S transponder is fully operational. TCAS will operate normally and issue the appropriate interrogations and perform all tracking functions.

However, TCAS will only issue traffic advisories (TA), and the resolution advisories (RA) will be inhibited.

Automatic (traffic/resolution advisories) The mode S transponder is fully operational. TCAS will operate normally and issue the appropriate interrogations and perform all tracking functions.

TCAS will issue traffic advisories (TA) and resolution advisories (RA), when appropriate.

TCAS works in a coordinated

“TCAS works in a coordinated manner, so when an RA is issued to conflicting aircraft, a required action has to be immediately performed by one of the aircraft, while the other one receives a similar RA in the opposite direction � manner, so when an RA is issued to conflicting aircraft, a required action (i.e., Climb.

Climb.) has to be immediately performed by one of the aircraft, while the other one receives a similar RA in the opposite direction (i.e., Descend.

Descend.).

Alerts Traffic advisory (TA) Resolution advisory (RA) Clear of conflict When a TA is issued, pilots are instructed to initiate a visual search for the traffic causing the TA. If the traffic is visually acquired, pilots are instructed to maintain visual separation from the traffic.

Continued on page 87

86

Continued from page 86 The pilot training programs also indicate that no horizontal maneuvers are to be made based solely on information shown on the traffic display.

Slight adjustments in vertical speed while climbing or descending, or slight adjustments in airspeed while still complying with the ATC clearance are acceptable.

When an RA is issued, pilots are expected to respond immediately to the RA unless doing so would jeopardize the safe operation of the flight. This means that aircraft will at times have to manoeuver contrary to ATC instructions or disregard ATC instructions. In these cases, the controller is no longer responsible for separation of the aircraft involved in the RA until the conflict is terminated.

“Some states have implemented “RA downlink” which provides air traffic controllers with information about RAs posted in the cockpit ” On the other hand, ATC can potentially interfere with the pilot’s response to RAs. If a conflicting ATC instruction

coincides with an RA, the pilot may assume that ATC is fully aware of the situation and is providing the better resolution.

But in reality ATC is not aware of the RA until the RA is reported by the pilot. Once the RA is reported by the pilot, ATC is required not to attempt to modify the flight path of the aircraft involved in the encounter. Hence, the pilot is expected to “follow the RA” but in practice this does not yet always happen.

Some states have implemented “RA downlink” which provides air traffic controllers with information about RAs posted in the cockpit obtained via Mode S radars. Currently, there are no ICAO provisions concerning the use of RA downlink by air traffic controllers.

The following points receive emphasis during pilot training: Do not manoeuver in a direction opposite to that indicated by the RA because this may result in a collision.

Inform the controller of the RA as soon as permitted by flight crew workload after re87

sponding to the RA. There is no requirement to make this notification prior to initiating the RA response.

Be alert for the removal of RAs or the weakening of RAs so that deviations from a cleared altitude are minimized.

If possible, comply with the controller’s clearance, e.g. turn to intercept an airway or localizer, at the same time as responding to an RA. When the RA event is completed, promptly return to the previous ATC clearance or instruction or comply with a revised ATC clearance or instruction.

Safety aspects Safety studies on TCAS estimate that the system improves safety in the airspace by a factor of between 3 and 5. However, it is well understood that part of the remaining risk is that TCAS may induce midair collisions: "In particular, it is dependent on the accuracy of the threat aircraft’s reported altitude and on the expectation that the threat aircraft will not make an abrupt maneuver that defeats the TCAS Resolution Advisory (RA). The safety study also shows that TCAS II will induce some critical near midair collisions..."

Continued on page 88

Continued from page 87 One potential problem with TCAS II is the possibility that a recommended avoidance manoeuvre might direct the flight crew to descend toward terrain below a safe altitude. Recent requirements for incorporation of ground proximity mitigate this risk. Ground proximity warning alerts have priority in the cockpit over TCAS alerts.

Some pilots have been unsure how to act when their aircraft was requested to climb whilst flying at their maximum altitude. The accepted procedure is to follow the climb RA as best as possible, temporarily trading speed for height. The climb RA should quickly finish. In the event of a stall warning, the stall warning would take priority.

Both cases have been already addressed by Version 7.0 of TCAS II and are currently handled by a corrective RA together with a visual indication of a green arc in the IVSI display to indicate the safe range for the climb or descent rate. However, it has been found that in some cases these indications could lead to a dangerous situation for the involved aircraft. For example, if a TCAS event occurs when two aircraft are descending one over the other for landing, the aircraft at the lower altitude will first receive a "Descend, descend" RA, and

when reaching an extreme low altitude, this will change to a "Adjust Vertical Speed, Adjust" RA, together with a green

“One potential problem with TCAS II is the possibility that a recommended avoidance manoeuvre might direct the flight crew to descend toward terrain below a safe altitude� arc indication directing the pilot to level off the aircraft.

This could place the aircraft dangerously into the path of the intruder above, who is descending to land. A change proposal has been issued to correct this problem.

Relationship to automatic dependent surveillancebroadcast (ADS-B) Automatic dependent surveillance-broadcast (ADS-B) messages are transmitted from aircraft equipped with suitable transponders, containing information such as identity, location, and velocity. The signals are broadcast on the 1090 MHz radio frequency. ADS-B messages are also carried on a Universal Access Transceiver 88

(UAT) in the 978 MHz band.

TCAS equipment which is capable of processing ADS-B messages may use this information to enhance the performance of TCAS, using techniques known as "hybrid surveillance". As currently implemented, hybrid surveillance uses reception of ADSB messages from an aircraft to reduce the rate at which the TCAS equipment interrogates that aircraft. This reduction in interrogations reduces the use of the 1030/1090 MHz radio channel, and will over time extend the operationally useful life of TCAS technology.

The ADS-B messages will also allow low cost (for aircraft) technology to provide real time traffic in the cockpit for small aircraft.[9] Currently UAT based traffic uplinks are provided in Alaska and in regions of the East coast of the USA. Hybrid surveillance does not include the use any of the aircraft flight information in the TCAS conflict detection algorithms; ADS-B is used only to identify aircraft that can safely be interrogated at a lower rate.

In the future, prediction capabilities may be improved by using the state vector information present in ADS-B Continued on page 89

Continued from page 88 messages. Also, since ADS-B messages can be received at greater range than TCAS normally operates, aircraft can be acquired earlier by the TCAS tracking algorithms.

The identity information present in ADS-B messages can be used to label other aircraft on the cockpit display (where present), painting a picture similar to what an air traffic controller would see and improving situational awareness.

Drawbacks to TCAS and ADS-B The major demonstrated problem of the ADS-B protocol integration is this added verbosity of the extra information transmitted, which is considered unnecessary for collision avoidance purposes. The more data transmitted from one aircraft in accordance with the system design, the lesser the number of aircraft that can participate in the system, due to the fixed and limited channel data bandwidth (1 megabit/ second with the 26/64 data bits to packet length bit capacity of

“The ADS-B "fix" proposal is to go to a 128 bit packet, which is not an accepted international standard�

the Mode S downlink data format packet). For every Mode S message of 64 bits, the overhead demands 8 for clock sync at the receiver and Mode S packet discovery, 6 for type of Mode S packet, 24 for who it came from. Since that leaves only 26 for information, multiple packets must be used to convey a single message. The ADS-B "fix" proposal is to go to a 128 bit packet, which is not an accepted international standard. Either approach increases channel traffic above the level sustainable for environments such as the Los Angeles Basin.

Versions Passive Collision Avoidance systems which rely on transponder replies triggered by ground and airborne systems are considered passive. Ground and airborne interrogators query nearby transponders for mode C altitude information, which can be monitored by thirdparty systems for traffic information. Passive systems display traffic similar to TCAS, however generally have a range of less than 7 nautical miles (13 km).

TCAS I TCAS I is the first generation of collision avoidance technol89

ogy. It is cheaper but less capable than the modern TCAS II system, and is mainly intended for general aviation use. TCAS I systems are able to monitor the traffic situation around a plane (to a range of about 40 miles) and offer information on the approximate bearing and altitude of other aircraft. It can also generate collision warnings in the form of a "Traffic Advisory" (TA).

The TA warns the pilot that another aircraft is in near vicinity, announcing "Traffic, traffic", but does not offer any suggested remedy; it is up to the pilot to decide what to do, usually with the assistance of Air Traffic Control. When a threat has passed, the system announces "Clear of conflict".

TCAS II TCAS II is the second and current generation of instrument warning TCAS, used in the majority of commercial aviation aircraft. It offers all Continued on page 90

Continued from page 89 the benefits of TCAS I, but will also offer the pilot direct, vocalized instructions to avoid danger, known as a "Resolution Advisory" (RA).

The suggestive action may be "corrective", suggesting the pilot change vertical speed by announcing, "Descend, descend", "Climb, climb" or "Adjust Vertical Speed Adjust" (meaning reduce vertical speed). By contrast a "preventive" RA may be issued which simply warns the pilots not to deviate from their present vertical speed, announcing, "Monitor vertical speed" or "Maintain vertical speed, Maintain". TCAS II systems coordinate their resolution advisories before issuing commands to the pilots, so that if one aircraft is instructed to descend, the other will typically be told to climb — maximising the separation between the two aircraft.

mentation that meets the ACAS II standards set by ICAO was Version 7.0 of TCAS II, produced by three avionics manufacturers: Rockwell Collins, Honeywell, and ACSS (Aviation Communication & Surveillance Systems; an L-3 Communications and Thales Avionics company).

After the Überlingen mid-air collision (July 1, 2002), studies have been made to improve TCAS II capabilities. Following extensive Eurocontrol input and pressure, a revised TCAS II Minimum Operational Performance Standards (MOPS) document has been jointly developed by RTCA (Special Committee SC-147) and EUROCAE. As a result, by 2008 the standards for Version 7.1 of TCAS II have been issued and published as RTCA DO-185B (June 2008) and EUROCAE ED-143 (September 2008).

As of 2006, the only imple-

“TCAS II Version 7.1 will be able to issue RA reversals in coordinated encounters, in case one of the aircraft doesn't follow the original RA instructions” TCAS II Version 7.1 will be able to issue RA reversals in coordinated encounters, in case one of the aircraft doesn't follow the original RA instructions (Change proposal CP112E). Other changes in this version are the replacement of the ambiguous "Adjust Vertical Speed, Adjust" RA with the "Level off, Level off" RA, to prevent improper response by the pilots (Change proposal CP115).; and the improved handling of corrective/preventive annunciation and removal of green arc display when a positive RA weakens solely due to an extreme low or high altitude condition (1000 feet AGL or below, or near the aircraft top ceiling) to prevent incorrect and possibly dangerous guidance to the pilot (Change proposal CP116).

Studies conducted for Eurocontrol, using recently Continued on page 91

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Continued from page 90 recorded operational data, indicate that currently the probability of a mid-air collision in European airspace is 2.7 x 10−8 which equates to one in every 3 years. When TCAS II Version 7.1 is implemented, that probability will be reduced by a factor of 4.

Although ACAS III is mentioned as a future system in ICAO Annex 10, ACAS III is unlikely to materialize due to difficulties the current surveillance systems have with horizontal tracking. Currently, research is being conducted to develop a future collision avoidance system (under the working name of ACAS X).

TCAS III Originally designated TCAS II Enhanced, TCAS III was envisioned as an expansion of the TCAS II concept to include horizontal resolution advisory capability. TCAS III was the "next generation" of collision avoidance technology which underwent development by aviation companies such as Honeywell. TCAS III incorporated technical upgrades to the TCAS II system, and had the capability to offer traffic advisories and resolve traffic conflicts using horizontal as well as vertical manouevring directives to pilots. For instance, in a head-on situation, one aircraft might be directed, "turn

right, climb" while the other would be directed "turn right, descend." This would act to further increase the total separation between aircraft, in both horizontal and vertical aspects.

Horizontal directives would be useful in a conflict between two aircraft close to the ground where there may be little if any vertical maneuvering space.

“TCAS III was envisioned as an expansion of the TCAS II concept to include horizontal resolution advisory capability” TCAS III attempts to use the TCAS directional antenna to assign a bearing to other aircraft, and thus be able to generate a horizontal maneuver (e.g. turn left or right). However, it was judged by the industry to be unfeasible due to limitations in the accuracy of the TCAS directional antennas. The directional antennas were judged not to be accurate enough to generate an accurate horizontal-plane position, and thus an accurate horizontal resolution. By 1995, years of testing and analysis determined that the concept was unworkable using available surveillance technology (due 91

to the inadequacy of horizontal position information), and that horizontal RAs were unlikely to be invoked in most encounter geometries. Hence, all work on TCAS III was suspended and there are no plans for its implementation.

The concept has later evolved and been replaced by TCAS IV. TCAS IV TCAS IV uses additional information encoded by the target aircraft in the Mode S transponder reply (i.e. target encodes its own position into the transponder signal) to generate a horizontal resolution to an RA. In addition, some reliable source of position (such as Inertial Navigation System or GPS) is needed on the target aircraft in order for it to be encoded.

TCAS IV had replaced the TCAS III concept by the mid 1990s. One of the results of TCAS III experience has been that the directional antenna used by the TCAS processor to assign a bearing to a received transponder reply is not accurate enough to generate an accurate horizontal position, and thus a safe horizontal resolution. TCAS IV uses additional position information encoded on an air-to-air Continued on page 92

Continued from page 91

data link to generate the bearing information, so the accuracy of the directional antenna would not be a factor.

TCAS IV development continued for some years, but the appearance of new trends in data link such as Automatic Dependent Surveillance Broadcast (ADS-B) have pointed out a need to reevaluate whether a data link system dedicated to collision avoidance such as TCAS IV should be incorporated into a more generic system of air-toair data link for additional applications. As a result of these issues, the TCAS IV concept was abandoned as ADS-B development started.

Current implementation Although the system occasionally suffers from false alarms, pilots are now under strict instructions to regard all TCAS messages as genuine alerts demanding an immediate, highpriority response. Windshear Detection and GPWS alerts and warnings have higher priority than the TCAS. The FAA , EASA and most other countries' authorities' rules state that in the case of a conflict between TCAS RA and air traffic control (ATC) instructions, the TCAS RA always takes precedence (this is mainly because of the TCASRA inherently possessing a more current and comprehen92

sive picture of the situation than air traffic controllers, whose radar/transponder updates usually happen at a much slower rate than the TCAS interrogations). If one aircraft follows a TCAS RA and the other follows conflicting ATC instructions, a collision can occur, such as the July 1, 2002 Ăœberlingen disaster. In this mid-air collision, both airplanes were fitted with TCAS II Version 7.0 systems which functioned properly, but one obeyed the TCAS advisory while the other ignored the TCAS and obeyed the controller; both aircraft descended into a fatal collision.

Continued on page 94

Continued from page 92

This accident could have been prevented if TCAS was able to reverse the original RA for one of the aircraft when it detects that the crew of the other one is not following their original TCAS RA, but conflicting ATC instructions instead. This is one of the features that will be implemented within Version 7.1 of TCAS II. Implementation of TCAS II Version 7.1 has been origi-

“This accident could have been prevented if TCAS was able to reverse the original RA for one of the aircraft when it detects that the crew of the other one is not following their original TCAS RA�

nally planned to start between 2009 and 2011 by retrofitting and forward fitting all the TCAS II equipped aircraft, with the goal that by 2014 the version 7.0 will be completely phased out and replaced by version 7.1. The FAA and EASA have already published the TCAS II Version 7.1 Technical Standard Order (TSOC119c and ETSO-C119c, respectively) effective since 2009, based on the RTCA DO185B and EUROCAE ED-143 standards. On 25 September 2009 FAA issued Advisory Circular AC 20-151A providing guidance for obtaining airworthiness approval for TCAS II systems, including the new version 7.1. On 5 October 2009 the Association of European Airlines (AEA) published a Position Paper showing the need to mandate TCAS II Version 7.1 on all aircraft as a matter of priority. On 25 March 2010 the European Aviation Safety Agency 93

(EASA) published Notice of Proposed Amendment (NPA) No. 2010-03 pertaining to the introduction of ACAS II software version 7.1. On 14 September 2010 EASA published the Comment Response Document (CRD) to the above mentioned NPA. Separately, a proposal has been made to amend the ICAO standard to require TCAS II Version 7.1 for compliance with ACAS II SARPs. ICAO circulated an amendment for formal member state agreement which recommended TCAS II Change 7.1 adoption by 1 January 2014 for forward fit and 1 January 2017 for retrofit. Following the feedback and comments from airline operators, EASA has proposed the following dates for the TCAS II Version 7.1 mandate in European airspace: forward fit (for new Continued on page 94

Continued from page 93 aircraft) 1 March 2012, retrofit (for existing aircraft) 1 December 2015.

cilitate the design and implementation of Free flight) and NextGen.

Among the system manufacturers, by February 2010 ACSS certified Change 7.1 for their TCAS 2000 and Legacy TCAS II systems, and is currently offering Change 7.1 upgrade for their customers. By June 2010 Honeywell published a white paper with their proposed solutions for TCAS II Version 7.1. Rockwell Collins currently announces that their TCAS-94, TCAS4000 and TSS-4100 TCAS II compliant systems are software upgradeable to Change 7.1.

“the full technical and operational potential of TCAS is not fully exploited due to limitations in current implementations �

Current limitations While the safety benefits of current TCAS implementations are self-evident, the full technical and operational potential of TCAS is not fully exploited due to limitations in current implementations (most of which will need to be addressed in order to further fa-

To overcome some of these limitations, the FAA is developing a new collision avoidance logic based on dynamic programming. In response to a series of midair collisions involving commercial airliners, Lincoln Laboratory was directed by the Federal Aviation Administration in the 1970s to participate in the development of an onboard collision avoidance system. In its current manifestation, the Traffic Alert and Collision Avoidance System is mandated worldwide on all large aircraft and has significantly improved the safety of air travel, but major changes

to the airspace planned over the coming years will require substantial modification to the system.

A set of new systems called ACAS X will use this new logic. ACAS Xa will be a direct replacement for TCAS II, using active surveillance and will be tuned to work in some currently difficult operational situations, notably closely spaced parallel approaches. It will allow multiple sensor inputs and be optimised for unmanned airborne systems and designed for aircraft with only passive surveillance (ADS-B).

The first FAA-scheduled industry was held in October 2011 in Washington DC, to brief avionics manufacturers on the development plans for "ACAS X" - including flight demonstrations scheduled for fiscal 2013. The FAA says its work "will be foundational to the development of minimum operational performance standards" for ACAS X by standards developer RTCA. It is estimated that, if ACAS X will be further developed and certified, ACAS X will not be commercially available before mid 2020s. And it is said to be unclear at this stage whether ACAS X would provide any horizontal resolutions.

Photo Credit: Honeywell/Rockwell Collins

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Airbus A321 MSN:6515 G-TDCH, Thomas Cook UK photographed at Gatwick (LGW) Photo Credit: Vin LK / flickr 99

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