November 6, 2024 - No. 45 In This Issue : FAA Issues New Airworthiness Directive For Lycoming Engines : FRCSW Completes Final Maintenance On Its Last Legacy Hornet : NATA Highlights Misfueling Risks With G100UL Introduction : UK vows to ‘closely monitor all our supply chains’ after collapse of hypersonic supplier : ‘Covert’ bird feather-like wings boost aircraft lift by 45%, cut drag by 30% : GE Aerospace says shortages involve over a dozen suppliers : Japan Grounds Ospreys After Hard Landing In Exercise : Russian Su-57 Fighter Jet Visits China : Safran Gears Up For Surge In Leap Parts Repair Demand : Fuel contamination brings down airplane just after annual inspection FAA Issues New Airworthiness Directive For Lycoming Engines On Thursday, the FAA issued an airworthiness directive for specific Lycoming engines due to connecting rod failures. Amelia Walsh Updated Nov 1, 2024 11:58 AM EDT Creative Commons Attribution-Share Alike 3.0 The Federal Aviation Administration (FAA) issued an airworthiness directive (AD) on Thursday targeting specific Lycoming engines that are equipped with certain connecting rod assemblies. The AD was issued in response to multiple reports of connecting rod failures that led to serious engine issues and in-flight shutdowns. According to the agency, the AD requires regular oil inspections to check for bronze metal particles, and if any are found, further checks of the connecting rod bushings for damage or wear. If necessary, these parts must be replaced with approved ones. Some 16,000 Lycoming engine models manufactured between January 2009 and February 2017 will be affected by this rule. Meanwhile, the FAA estimates costs to U.S. operators to be $3.76 million for oil inspections, $1.36 million for connecting rod bushing inspections and roughly $12.19 million for necessary replacements. After reviewing information and taking feedback into account, the FAA determined adopting the AD was essential for air safety—noting it will take effect Dec. 5, 2024. FRCSW Completes Final Maintenance On Its Last Legacy Hornet Published on: November 4, 2024 at 3:09 PM David Cenciotti With the final departure of the F/A-18 Hornet, FRCSW closes a chapter in its storied legacy, transitioning toward the future of naval aviation. (Image credit: U.S. Navy) FRCSW managed to push the Legacy F/A-18’s service hours well beyond its original 6,000-flight-hour expectation, with some even exceeding 9,000 hours. Fleet Readiness Center Southwest (FRCSW), at NAS North Island, San Diego, California, has been a vital part of naval aviation upkeep since it began operations in 1919. Over time, the center has been key to ensuring the readiness of the U.S. Navy, keeping famous aircraft such as the F-14 Tomcat, A-6 Intruder, and S-3 Viking operational. The FRCSW marked a significant change as it completed the final maintenance on its last older-generation aircraft—an F/A-18 Hornet, recently. Contents FRCSW managed to push the Legacy F/A-18’s service hours well beyond its original 6,000-flight-hour expectation, with some even exceeding 9,000 hours. FRCSW First deployed in the 1980s, the F/A-18 Hornet has been a highly adaptable and crucial part of naval air power, active in major military operations including Operation Desert Storm and the Kosovo War. The Hornet in question, known as AQ-99, carries a storied past, symbolizing not just its role in combat but also FRCSW’s legacy of aircraft servicing. “This is a big moment for the depot,” said Ehren Terbeek, the center’s Tactical Air Program Manager in a public statement. “Many of our team members began their careers working on these planes, so this milestone resonates deeply.” The center’s contributions to the lifespan of these aircraft have been remarkable. Through strategies like replacing the center barrel, FRCSW managed to push the F/A-18’s service hours well beyond its original 6,000-flight-hour expectation, with some even exceeding 9,000 hours. Terbeek noted: “The aircraft’s age made finding parts difficult, and structural repairs were challenging, but the team’s expertise kept these jets flying.” This dedication has played a crucial role in maintaining the operational capabilities of naval aviation for years. FRCSW’s workforce, many of whom are military veterans, take great pride in their roles. The recent departure of the penultimate Hornet to Fort Worth, Texas, and now the final one returning to Miramar, holds a mix of emotions for those who spent years ensuring these jets were ready for action. For numerous team members, working on the F/A-18 has been a defining part of their professional lives. “It felt bittersweet to see an aircraft go that represented so much of our work,” Terbeek. As FRCSW shifts its focus to newer platforms like the F-35 and unmanned systems, the lessons learned from years of servicing older aircraft will guide its future work. Completing this final maintenance project on the F/A-18 Hornet represents the close of one chapter while paying homage to the center’s storied past and the skilled teams that sustained its success. Fleet Readiness Center Southwest remains the top West Coast facility for the repair, upkeep, and overhaul of Navy and Marine Corps aircraft and their systems. Another image of the last F/A-18D Hornet to undertake maintenance work at FRCSW. (Image credit: U.S. Navy) FRCSW Here’s the mission of the FRCSW as described on the U.S. Navy’s official website: FRCSW provides the full spectrum of maintenance, repair and overhaul (MRO) services to all seven variants of the F/A-18 Hornet fighter, our nation’s first aircraft designed as a dual role attack-fighter aircraft. U.S. Air Force Chief Weighs In on Drone Employment in Ukraine, Middle East and Western Pacific Since its production in the early 1980s and maiden combat mission in 1986 against Libyan forces, seven variants of the twin-engine airframe have served the Navy and Marine Corps. Today: the legacy A-D, the E/F Super Hornet and the EA-18G Growler, an airborne electronic attack aircraft are the primary aircraft fighters. To prolong the service life of the legacy Hornets, FRCSW developed the Center Barrel Plus (CBR+) program from a procedure it created in 1991 to replace the center fuselage section of a relatively new Hornet which had crashed. The CBR+ program addresses the high-flight-hour fatigue of the airframe and includes replacement of the aircraft’s forward and aft dorsal decks, and the forward, aft, and keel longerons (structural beams). To date, FRCSW has completed more than 100 CBR+ procedures. For the remaining F/A-18 variants, the command conducts two scheduled maintenance events. The first is an assessment of the major components like engines, rudders and stabilizers, and the second includes a corrosion inspection, testing of the transmissions and structure integrity of the aircraft. FRCSW also performs modifications to the airframe that upgrade its operating or weapons systems. Along with the FRCSW, other Fleet Readiness Centers across the U.S. provide maintenance, repair, and overhaul services for the F/A-18C/D/E/F as well as the rest of the U.S. Navy fleet aircraft. These include: 1. Fleet Readiness Center Southeast (FRCSE): Located in Jacksonville, Florida, FRCSE supports the maintenance and overhaul of various Navy and Marine Corps aircraft, including the F/A-18 Hornet and Super Hornet. 2. Fleet Readiness Center East (FRCE): based at Marine Corps Air Station (MCAS) Cherry Point in North Carolina, FRCE is known for its comprehensive maintenance work on fixed-wing aircraft, including the F/A-18. The unit recently delivered the final AV-8B Harrier to the fleet. 3. Fleet Readiness Center West (FRCW): located at Naval Air Station Lemoore, California, FRCW is particularly focused on maintaining and supporting the F/A-18 Super Hornet fleet, as NAS Lemoore is a key base for these aircraft. NATA Highlights Misfueling Risks With G100UL Introduction Training is available to avoid fuel mishaps. Russ Niles Updated Nov 1, 2024 6:10 AM EDT The co-chair of the Eliminate Aviation Gasoline Lead Emissions (EAGLE) is reminding fuel handlers at Reid-Hillview Airport in San José, California, to guard against misfueling aircraft now that they have a new product to sell. Reid-Hillview has become the first airport to offer GAMI's G100UL unleaded avgas for sale and Curt Castagna, speaking as the president of the National Air Transportation Association, which represents fuel distributors and sellers, says it poses additional risks for which NATA offers prevention training. What follows is Castagna's full statement. "GAMI’s partnership with Reid-Hillview Airport represents another step in the transition to an unleaded future for general aviation by offering an opportunity to demonstrate the performance and reliability of G100UL. NATA looks forward to continued collaboration with our EAGLE partners to safely deploy unleaded fuels that meet the needs and standards of the entire general aviation industry," said Castagna. "NATA and its General Aviation Fuel Handling Subcommittee support training for all aircraft refueling stakeholders to address new misfueling risks associated with the introduction of an additional grade of fuel at airports. It is critical that anyone who handles or uses emerging fuels reviews these resources, as well as any specific STC or OEM requirements." UK vows to ‘closely monitor all our supply chains’ after collapse of hypersonic supplier Reaction Engines, which is also part of the $1.3 billion Hypersonic Technologies & Capability Development Framework (HTCDF) effort to build and deliver a first UK hypersonic missile, was plunged into administration today after failing to secure a rescue deal. By Tim Martin on October 31, 2024 at 11:40 AM UK firm Reaction Engines specialises in high speed propulsion and cooling technologies, but collapsed today after failing to secure a rescue deal (Reaction Engines) BELFAST — The UK Ministry of Defence said it will continue to “closely monitor all our supply chains” as it reels from the collapse of Reaction Engines, the high speed propulsion manufacturer and industry lead on London’s quest to develop a reusable Mach 5 and beyond aircraft under the Hypersonic Air Vehicle Experimental (HVX) program. The aerospace company, best known for its cutting-edge cooling technology and Synergetic Air Breathing Rocket Engine (SABRE), is also part of the £1 billion ($1.3 billion) Hypersonic Technologies & Capability Development Framework (HTCDF) effort to build and deliver a first UK hypersonic missile, but was plunged into administration today after failing to secure a financial rescue deal, according to Sky News. The company reportedly conducted weeks of talks with potential buyers, including an unsuccessful attempt to win over £20 million from the United Arab Emirate’s Strategic Development Fund (SDF), the investment agency of the UAE’s Tawazun Council. Sky News noted that accountancy firm PricewaterhouseCoopers (PwC) had officially taken on Reaction administration duties today. PwC did not immedately respond to a requst for comment from Breaking Defense, nor did the UAE’s SDF. A spokesperson for Reaction declined to comment. Analysts told Breaking Defense it remains to be seen what impact Reaction’s troubles will have on hypersonic programs, but there are few who could replace the company’s share of the hypersonic work. The UK MoD only told Breaking Defense in a statement on Wednesday, prior to the official news, that the MoD has a “long running relationship with Reaction Engines Ltd and closely monitor[s] all our supply chains to ensure the continued delivery of key capabilities, including research and development.” Reaction, Rolls-Royce, the Royal Air Force’s Rapid Capabilities Office (RCO), the UK Government’s Defence Science and Technology Laboratory (Dstl) and the UK’s National Security Strategic Investment Fund (NSSIF) are jointly involved in HVX, which has been designed to “rapidly develop critical high-Mach/hypersonic technologies, including novel air-breathing propulsion architectures, innovative thermal management systems and advanced vehicle concepts,” according to Rolls-Royce. SABRE and patented cooling technologies are critical parts of HVX. Progress on the effort includes launch of a full-scale experimental engine test campaign, partners carrying out design work on hypersonic vehicle concepts and the unveiling of Concept V — a single engine hypersonic concept vehicle. Regarding the separate hypersonic framework effort HTCDF, Reaction was picked by the UK in May, as one of 90 small and large organizations from industry and academia, eligible to bid for contracts in support of developing indigenous hypersonic missile capabilities. A total of eight hypersonic technology lots for the project cover: design and integration, modelling and testing, airframe and power generation, low Technical Readiness Level (TRL) concepts, a lethality package (including warhead and fuse), propulsion, on board computing, and seekers. London has settled on a three-step strategy of buy, collaborate and develop to build out hypersonic missile capabilities, which also focus on potentially acquiring a Hypersonic Glide Vehicle (HGV) as part of AUKUS Pillar II. Like all other major projects, the long term future of HVX and HTCDF remain on hold until the UK’s Strategic Defence Review (SDR) reports in mid-2025, but Reaction’s collapse could have a troubling impact on both high profile projects, analysts said. William Freer, research fellow at the Council on Geostrategy, a British think tank, told Breaking Defense on Wednesday following early reports of Reaction’s then-potential downfall that “going into Administration would certainly cause headaches for the HVX programme, but it is difficult to say exactly what the direct impact would be.” He noted the “outcome is highly dependent on exactly who is brought in for administration and how they decide to carry out the process.” Christie Maddock, an associate professor at the Aerospace Centre of Excellence at the University of Strathclyde in Scotland, questioned how UK industry could replace Reaction. “The biggest impact will be that the UK loses its its leadership in this field [cooling technology], and I don’t know that anybody at the moment has enough momentum or enough investment to be able to pick it up again,” she noted. The financial difficulties that led to Reaction’s demise were not altogether new. Asked about company challenges on the Aviation Extended podcast last year, Mark Thomas, Reaction Engines CEO said, “Historically, it’s been money raising … having to continually, on an almost annual basis, raise money for the business to fund the projects and the demonstrations and the trials. That’s becoming less of a concern, but now it’s shifted more into the need to penetrate the markets, generate revenue, to pour that back into the business to be self sufficient.” ‘Covert’ bird feather-like wings boost aircraft lift by 45%, cut drag by 30% When arranged in five-row configuration, the flaps improved lift by 45 percent and reduced drag by 30 percent. Published: Oct 28, 2024 02:00 PM EST Ameya Paleja Bioinspired covert flaps attached to an airplane wing for testing in a wind tunnel. Princeton University/Lori Nichols Researchers at the Engineering School at Princeton University have taken inspiration from birds to improve flight performance and safety in aircraft. The researchers deployed rows of flaps to the wing design to prevent aircraft from stalling, much like birds deploy their covert feathers to achieve certain aerial maneuvers. Covert feathers are a group of feathers that birds deploy when landing or flying in stronger winds. Biologists have studied these feathers for a long time and know exactly when and how a bird deploys them. However, no work has been conducted from an aerodynamic perspective so far. Over the years, feathers have inspired engineers who have deployed flaps in aircraft for improved wing performance. However, one important aspect of covert feathers has always been ignored: they exist in multiple rows, unlike the single row of flaps in airplanes. Princeton researchers led by Aimy Wissa, an assistant professor of mechanical and aerospace engineering, explored the physics of deploying flaps in multiple rows and how they could help improve flight performance and safety. Airplane wing model with covert flaps attached in a wind tunnel. Image credit: Princeton University/Lori Nichols When will the flaps deploy? A typical wing design works to create a “lift,” which is the result of airflow and making flight possible. Air flows quickly on the top part of the wing, creating a low-pressure area that pulls the plane upwards. Air also pushes from the bottom part of the wing, creating upward pressure and generating upward movement. When the wind conditions change drastically, or the aircraft speed suddenly reduces, the ‘lift’ can stop, and the aircraft can stall. The covert flaps designed by Princeton researchers deploy in response to changes in airflow pressure. This mechanism is not dependent on external controllers and could, therefore, automatically be activated in times of need. Using a wind tunnel at the university, the researchers carried out a series of experiments to determine the impact of flap configurations on variables such as air pressure, wind speed, and more. From the wind tunnel to the runway Using sensors and high-speed cameras that can measure the wind flow in the tunnel, the research team found a novel mechanism for how the covert flaps control the air movement around them. Called shear layer interaction, this mechanism only exists when a single flap is placed in front of the wing. “The discovery of this new mechanism unlocked a secret behind why birds have these feathers near the front of the wings and how we can use these flaps for aircraft,” added Wissa in a press release. “Especially because we found that the more flaps you add to the front of the wing, the higher the performance benefit.” The team found that when arranged in a five-row configuration, the flaps improved lift by 45 percent, reduced drag by 30 percent, and improved the wing’s overall stability. To test their findings in real-world conditions, the researchers installed covert flaps on a remote-controlled model aircraft outfitted with an onboard flight computer. Programmed to repeatedly stall aircraft, the computer allowed the researchers to see the deployment of the covert flaps during flight and how they could help reduce stall intensity and delay it as well. “What we discovered about how coverts alter the airflow around the wing can be applied to other fluids and other bodies, making them applicable to cars, underwater vehicles, and even wind turbines,” said Girguis Sedky, a post-doctoral researcher at Princeton, who was also involved with the work. GE Aerospace says shortages involve over a dozen suppliers Near-term expansion thrown off course as key planemakers struggle to keep pace with demand Published: October 28, 2024 16:33 Bloomberg General Electric Co. blamed more than a dozen suppliers for the disruptions that have slowed delivery of its jet engines and resulted in renewed headaches for planemakers and airlines. "The shortages that cause us to be late on deliveries really come from about 15 different suppliers across our supply chain," Larry Culp, chief executive officer of the manufacturer known as GE Aerospace, said in an exclusive interview on Monday. "We have 550 engineers going in to work with those suppliers to identify bottlenecks, identify constraints and really solve those problems." “Really for us it is all about making sure we’re the best possible partner, the best possible collaborator with our suppliers,” he said. Globally, airlines' near-term expansion has been thrown off course as the world's two key planemakers - Boeing Co. and Airbus SE - struggle to keep pace with record demand for new jets. One of the main reasons the duo can't raise output has to do with component shortfalls. Staffing is also an issue, particularly for Boeing, whose ongoing labor strike in the US means it can't produce its cash-cow 737 Max. Culp, speaking to Bloomberg TV from Singapore, wouldn't be drawn on the time required to fix supply chain issues, noting that "not many people appreciate that what we do is not only manufacture engines, but we support those engines for 20, sometimes 30 years over their entire life cycle." "So the services, the parts, the repairs that we provide in the after-market are a critical part of what we do for the airlines. And we all need to make sure that there are no counterfeit parts in that supply chain," he said, adding that tackling the scourge of fake parts was a "high priority." His comments come as GE, Airbus and a coalition of aviation heavyweights earlier this month proposed a package of reforms to strengthen safety in aerospace supply chains after the discovery of spare components allegedly backed by falsified records, first reported by Bloomberg News, set off a frantic global search last year. However, Culp, who now leads a slimmed down company focused on aviation manufacturing, was upbeat about the outlook for the aviation industry as a whole, saying he was more optimistic now than at the start of the year. That's despite GE Aerospace last week reporting sales for the third quarter that fell short of Wall Street's expectations. The company did boost its profit and free cash flow guidance for the full year. "We're seeing the airlines work their assets, and fly those planes like never before," he said. "And at the same time, we're seeing airlines around the world, but particularly here in the Asia-Pacific region and in the Middle East, looking to expand their fleets of both narrowbodies and widebodies." Asked about Chinese planemaker Comac, the would-be rival to Airbus and Boeing, Culp said doubters and naysayers would be "very foolish, I think, to bet against Comac." China's big three airlines ordering some 300 of Comac's C919 jets is "the beginning of the market acceptance" for the aircraft, he said. GE Aerospace, through its joint-venture with France's Safran SA, produces CFM International Inc.-branded LEAP engines for Comac's C919 planes as well as for the Airbus A320neo family and the Boeing 737 Max. But it will take Comac a lot of time to build out its supply chain to produce more C919s, as well as secure the regional and global network to support its future in-service aircraft. "That's going to be a serious undertaking," Culp said. "Comac understands that clearly and will do everything they can to master that challenge." Japan Grounds Ospreys After Hard Landing In Exercise Chen Chuanren October 29, 2024 Credit: Newscom/Alamy Stock Photo The Japan Ground Self-Defense Force (JGSDF) has grounded its fleet of Bell Boeing V-22 Ospreys following a hard landing incident. The Japan Defense Ministry Joint Staff says the incident took place on the country’s Yonaguni Island on Oct. 27. The V-22 was participating in Exercise Keen Sword, a joint wargame with the U.S. military, where it was transporting military personnel simulating a medical evacuation. While taking off, the aircraft became unstable and started to shake left and right. The bottom left wing made contact with the ground, resulting in damage to the aircraft. The aircraft still took off but then landed in a nearby field. None of the 16 people onboard were injured. JGSDF tells Aviation Week that the extent of the damage is currently under investigation, but confirmed there was a “certain amount of damage to the lower left wing.” U.S. and Japanese crew were set to jointly operate the Osprey in Keen Sword, but it is not clear if the two militaries were doing so when the incident occurred. The JGSDF did not immediately respond to further queries. Japan is the first export customer of the tiltrotor aircraft with 17 in service, according to Aviation Week Network’s Military Fleet Discovery. The V-22s were acquired as part of the Japanese military’s desire to attain quick response capabilities to deploy troops and assets, especially to its south island chains. Situated east of Taiwan, Yonaguni Island is the one of the closest Japanese territories to the self-ruled island. Russian Su-57 Fighter Jet Visits China A Russian Su-57 stealth fighter jet arrives at Zhuhai for the Airshow China 2024 on November 4 in Zhuhai, Guangdong Province of China. The Su-57 is the first Russian military aircraft in service designed with stealth technology. Launch Slideshow 3 PHOTOS A Chinese media article published on Tuesday said there were "negative comments or complaints" after people observed the prototypes up close. There were obvious seams on the aircraft's surface and the weapons bay door could not be completely closed, the article said. According to specialist outlets The Aviationist and The War Zone, the 054 first flew in 2012 while the 057 was just a static prototype for ground testing and was unflyable. Prototypes are used for testing and are not necessarily representative of the aircraft in serial production. Russian manufacturer The United Aircraft Corporation, the successor of Sukhoi, announced in September that it had delivered the first known batch of the Su-57 this year. Safran Gears Up For Surge In Leap Parts Repair Demand Thierry Dubois November 04, 2024 BRUSSELS—As the CFM Leap engine fleet grows and its manufacturers GE Aerospace and Safran Aircraft Engines form a network of maintenance, repair and overhaul (MRO) sites, Safran is creating capacity for parts repair. Close to 4,000 Leap-equipped aircraft are in service and that number will double by 2030, according to Safran. While the company intends to put in place most of its facilities for engine shop visits between 2025-28, it anticipates demand for parts repair to grow slightly later. Expanding the parts repair network will continue after 2030, Nicolas Potier, Safran Aircraft Engines EVP for customer support, services and MRO, said Oct. 29 during a visit to the Safran Aircraft Engines Services Brussels facility. The scope of repairs widens as the engine matures and engineers have to perform maintenance work in a growing portion of the engine, he said. “The more we can repair parts, as opposed to replacing them with new parts, the more competitive we are in maintenance operations,” he said. “Therefore, we need to build a parts repair network, in parallel to an engine maintenance network ... Our strategy is for each family of component to have repair sources in three regions: the Americas, Asia-Pacific and, third, Europe, the Middle East and Africa.” Potier thus echoed Safran CEO Olivier Andries, who said during an Oct. 25 analyst call, “We have decided to be a strong player in repair capabilities.” Safran is developing more than 250 repair processes per year. To start with, Safran is building on existing CFM 56 repair capabilities. Safran sites in Chatellerault, France, and Queretaro, Mexico, are thus expanding their skills to the Leap engine. Two joint ventures are adding Leap repair know-how, too: Ceramic Coating Center with MTU Aero Engines, in Chatellerault and PTI with GE in Miramar, Florida. Leap production sites will add repair expertise. That will be the case for composite fan blades in Commercy, France, and Queretaro. In addition, Safran’s plan to open a turbine blade manufacturing site in Rennes, France, in 2027 now has a parts repair dimension. The company anticipates a capacity of 36,000 repaired parts per year. In Mentor, Ohio, Safran is in the process of taking over Component Repair Technologies. The company specializes in casing repairs and Safran expects the acquisition to close by year-end. Fuel contamination brings down airplane just after annual inspection By NTSB · October 31, 2024 According to the pilot, he purchased the multiengine airplane about three months before the accident, then flew it uneventfully to another airport for an annual inspection and to have other maintenance issues addressed. After the annual inspection was completed, several engine-runs and taxi checks were performed with no anomalies noted. On the day of the accident, the pilot completed a preflight inspection of the Piper PA-30 and intended to fly to his home airport. The mechanic that completed the annual inspection told him that he had drained black sooty water from the fuel tanks. The pilot went out to the airplane and drained water out of the tanks until the fuel was clean and clear. About five to six minutes into the flight, the left engine began to run rough and lost partial power. When the pilot increased the power on the right engine, the right engine immediately lost all power. He set up for an off-airport landing and noticed a highway near Milan, Georgia, so he lined up with the centerline of the highway and landed. During the landing rollout, the right-wing tip hit a highway sign. The airplane subsequently rolled off the highway and came to rest upright in a field. Post-accident examination of the airplane revealed substantial damage to the right-wing spar. Two days after the accident, more water was sumped from both fuel tanks. After the water was removed, both engines ran normally. The pilot told investigators that there were no pre-impact mechanical malfunctions with the airplane. Based on this information, it is most likely that the loss of engine power the pilot experienced during the accident flight was due to fuel contamination. Probable Cause: The pilot’s inadequate preflight inspection, which resulted in a total loss of engine power during cruise flight due to fuel contamination. NTSB Identification: 106060 To download the final report. Click here. This will trigger a PDF download to your device. This October 2022 accident report is provided by the National Transportation Safety Board. Published as an educational tool, it is intended to help pilots learn from the misfortunes of others. Curt Lewis