Flight Safety Information August 17, 2015 - No. 162 In This Issue Search Plane Spots Wreckage Of Missing Indonesian Passenger Plane Trigana plane crash: How safe are Indonesian airlines? What Ails Air Safety? 5 Dead After Small Planes Collide In Midair Flight heading to San Francisco diverted to El Paso FAA cracks down on hazardous-materials shippers FAA claims aviation firm violated employee testing rules Republic on quest to quell pilot strife PROS 2015 TRAINING IndiGo finalises $26.5 billion purchase of 250 new Airbus jets Following resignations, AI wants Dreamliner pilots to sign bonds Etihad offers permanent jobs to pilots from partner airlines America's new trillion-dollar fighter jet under fire again NASA TEAM SUCCESSFULLY TESTS FUTURE MARS MISSION ROCKET ENGINES .Digital Human Modeling Survey GRADUATE RESEARCH SURVEY ISASI 2015, Germany, August 24 - 27, 2015 Upcoming Events JOBS AVAILABLE (New Positions) Search Plane Spots Wreckage Of Missing Indonesian Passenger Plane JAYAPURA, Indonesia (AP) - A search plane has spotted the wreckage of an Indonesian passenger plane that went missing with 54 people on board, smoke still billowing from it in a rugged area in eastern Papua province, rescue officials said Monday. There was no immediate word if there were any survivors from Sunday's crash, which happened in bad weather over Indonesia's mountainous easternmost province. The Trigana Air Service plane was flying from Papua's provincial capital, Jayapura, to the Papua city of Oksibil when it lost contact with Oksibil's airport. Transportation Ministry spokesman Julius Barata said there was no indication that the pilot had made a distress call. Officials said the wreckage was spotted about 12 kilometers (7 miles) from Oksibil. Henry Bambang Soelistyo, the chief of the National Search and Rescue Agency, said search and rescue teams were preparing to try to reach the crash site by air and foot. Indonesia's Transport Minister Ignasius Jonan, left, speaks during a press conference in Jakarta on August 16, 2015, announcing that a missing plane carrying 54 people crashed into a mountain in eastern Indonesian province of Papua. The ATR42-300 twin turboprop plane was carrying 49 passengers and five crew members on a scheduled 42-minute journey. Five children, including two infants, were among the passengers. "Smoke was still billowing from the wreckage when it was spotted by a plane search," said Soelistyo who is leading the rescue operation from Sentani Airport in Jayapura, adding that bad weather and rugged terrain were hampering efforts to reach the wreckage located in a mountainous area at an altitude of 2,600 meters (about 8,500 feet). He said elite forces from the air force and army will build a helipad for evacuation purposes near the crash site. Search planes went into the air early Monday after residents of a village not far from Oksibil told local police that they saw a plane flying low before crashing into a mountain, said Ludiyanto, who heads the search and rescue operation from Jayapura. Ludiyanto, like many Indonesians, goes by one name. The airline's crisis center official in Jayapura's Sentani airport, Budiono, said all the passengers are Indonesians and there were nine names on the initial passenger manifest were eventually replaced by other persons - a common practice among small domestic airlines in the country. Budiono also said that among the passengers were five local government officials and members of the local parliament who were to attend a ceremony Monday in Oksibil marking the 70th anniversary of Indonesia's independence from Dutch colonial rule. The event is a major holiday across the country, with many ceremonies and carnivals. Oksibil, which is 280 kilometers (175 miles) south of Jayapura, was experiencing heavy rain, strong winds and fog when the plane lost contact with the airport minutes before it was scheduled to land. Much of Papua is covered with impenetrable jungles and mountains. Some planes that have crashed in the past have never been found. President Joko "Jokowi" Widodo said in a statement ahead of Indonesia's 70th independence anniversary ceremony that he was calling "for a moment of silence and pray for the crew and passengers ahead of our independence anniversary." European plane maker ATR said in a statement late Sunday that it "acknowledges the reported loss of contact" with the Trigana flight "and is standing by to support the relevant aviation authorities." ATR, based in Toulouse, France, makes regional planes with 90 seats or less. Indonesia has had a string of airline tragedies in recent years. Last December, all 162 people aboard an AirAsia jet were killed when the plane plummeted into the Java Sea as it flew through stormy weather on its way from Surabaya, Indonesia's second-largest city, to Singapore. The sprawling archipelago nation of 250 million people and some 17,000 islands is one of Asia's most rapidly expanding airline markets, but it is struggling to provide enough qualified pilots, mechanics, air traffic controllers and updated airport technology to ensure safety. From 2007 to 2009, the European Union barred Indonesian airlines from flying to Europe because of safety concerns. Trigana Air Service, which commenced operations in 1991, had 22 aircraft as of December 2013 and flies to 21 destinations in Indonesia. http://www.huffingtonpost.com/entry/search-plane-spots-wreckage-of-missing- indonesian-passenger-plane_55d13438e4b0ab468d9d9d44?kvcommref=mostpopular Back to Top Trigana plane crash: How safe are Indonesian airlines? (CNN)The crash of a Trigana Air flight on Sunday has raised old questions about the safety of Indonesian airlines, a sector that's growing rapidly but plagued by notoriously poor safety standards. It is the third crash of an Indonesian plane in the past eight months, and the incident epitomizes much of what's wrong with the swiftly-growing industry. A small carrier which sells flights for as little as $60, Trigana flies short-haul routes between the many islands in the archipelago nation. Before Sunday's crash, 19 accidents had occurred on Trigana flights during the carrier's 23-year history, according to the Flight Global database. Despite the alarming safety record, the airline was still allowed to operate. Indonesian airlines have some of the worst safety records of any carriers in the world. Arnold Barnett, an MIT statistician who specializes in airline safety, told the New York Times in December that the death rate in airplane crashes over the past decade in Indonesia was one in evhery million passengers, 25 times the rate in the U.S. Safety standards for Indonesian carriers have historically been so subpar that in 2007, the EU banned all of the country's airlines. That's since been relaxed somewhat but only four airlines -- Garuda Indonesia, Airfast Indonesia Ekspres, Transportasi Antarbenua and Indonesia Air Asia -- out of the dozens of operators, are allowed to fly into EU airspace. The plane crashed in mountainous terrain in the remote eastern Papua. The country's unique geography has propelled a boom in airlines that serve passengers looking to travel between its 17,000 islands, something that aviation regulators have struggled to keep up with. "One of the major reasons why you are seeing the increased number of accidents is the exponential growth in the Indonesia market itself because more people are flying instead of taking ferries," said Daniel Tsang, founder of consultancy Aspire Aviation. At the same time, the proliferation of low cost carriers and rising disposable incomes in Indonesia means air travel is more accessible than ever. Indonesian GDP has grown by 6% or more in the last three years, according to the World Bank. "By 2034, it is expected to be the sixth largest market for air travel," International Aviation Transport Association (IATA) CEO Tony Tyler said in March. "By then some 270 million passengers are expected to fly to, from and within the country. That's three times the size of today's market." Safety standards lagging A Trigana Air Service's ATR42-300 twin turboprop plane, the same type of aircraft that went missing on Sunday. But the number of accidents is growing swiftly as well. Tyler underlined the significant safety issues, calling safety the biggest concern for the development of aviation in Indonesia. "Indonesia has had at least one hull loss every year since 2010," Tyler said. "In the International Civil Aviation Organization's (ICAO) Universal Safety Oversight Audit Program (USOAP), Indonesia was assessed as below the global average. The U.S. Federation Aviation Administration downgraded Indonesia to Category 2 in its International Aviation Safety Assessment program." A Category 2 rating means the country lacks laws or regulations necessary to oversee air carriers in accordance with minimum international standards, or that its civil aviation authority is deficient in one or more areas, such as technical expertise, trained personnel, record keeping or inspection procedures. "This airline that is involved, it has had 18 crashes or accidents," Tsang said. "Which regulator in their sane mind would allow an operator to continue like that? That problem should've been seen. Their regulatory oversight is falling behind the curve." CNN aviation analyst Mary Schiavo pointed out that Trigana's prior crashes suggest better pilot and crew training is needed. "It's about maintenance but it's also about training and safety oversight, and three- fourths of this airline's previous fatal accidents were what's called C-FIT, controlled flight into terrain. That means the pilots don't have enough training in their landing sequences and they need more training and more oversight," Schiavo said. Opportunity for turnaround After the crash of a military plane that killed 130 people in June, Indonesian president Joko Widodo said increased scrutiny over the aviation industry would be a priority for the government. Earlier that month, the Indonesian authorities cooperated with the U.S. federal government to set up the Aviation Working Group, aimed at improving airline best practices. "There are signs of progress and improvement and they do indeed have a plan of action but observers are concerned that the pace of change could be [sped] up," Andrew Herdman, head of the Association of Asia Pacific Airlines said. "More resources are needed but of course governments face many demands on their resources." "Further investment is needed in infrastructure," Herdman said. "Many of the airports in Indonesia are dealing with congestion well beyond their design capacity. Some of the smaller airports, and this most recent tragedy involved short haul service between two remote airports in inhospitable terrain in Papua -- airports in that terrain need upgrading of navigation aids and other operational enhancements." While improvement can be costly and difficult, it is not impossible for airline operators. One bright spot in the industry is Garuda Airlines, a carrier that is frequently hailed as a turnaround success story. In 2005, ex-banker Emirsyah Satar took over as CEO of the national carrier, which at the time was saddled with debt and had a terrible accident record, transforming it by replacing the aging fleet and streamlining routes. It listed on the Jakarta Stock Exchange in 2011, and this year, it ranked eighth out of the world's top 100 airlines, according to Skytrax, the independent UK commercial airline rating company. "They have modernized significantly in terms of upgrading their fleet but also by really doing the International Air Transport Authority operational safety audit," Tsang said. "They [adopted] the industry's global safety standard. That got them removed from the EU ban." http://www.cnn.com/2015/08/17/world/indonesia-air-safety/ Back to Top What Ails Air Safety? The last 18 months have seen a spate of air crashes and incidents that have led to fatalities in the commercial airlines industry. While a couple of them were deliberate, many of the rest are unexplained. The latest addition to this list is the Indonesian domestic flight with 54 people on board that crashed in Papua province on August 16, 2015. This is the third aircraft to go missing in Asia during the last 18 months. The Chronology of Tragedy On 8 March, 2014, Malaysia Airlines MH370 disappeared during a flight from Kuala Lumpur to Beijing. This triggered the largest and most expensive search in aviation history. A chunk of the plane recently washed up on Reunion Island in the Indian Ocean. However the rest of the plane is yet to be found On 17 July, 2014 Malaysia Airlines flight MH17 crashed in eastern Ukraine, killing all 298 people on board. Pro-Russian rebels were accused of shooting the plane down On 23 July, 2014 forty eight people died when TransAsia Airways GE222, a Taiwanese ATR-72 plane crashed into stormy seas during a short flight On 24 July, 2014, Air Algerie AH5017 disappeared over Mali amid poor weather near the border with Burkina Faso. The flight was operated by Spain's Swiftair, and was heading from Ouagadougou to Algiers carrying 116 passengers. All of them are presumed dead On 28 December, 2014 AirAsia QZ8501 flying from Surabaya in Indonesia to Singapore went missing over the Java Sea. The pilot radioed for permission to divert around bad weather but no mayday alert was issued. There were 162 passengers and crew on board. On 24 March, 2015 a Germanwings Airbus A320 airliner crashed in the French Alps near Digne, on a flight from Barcelona to Dusseldorf. All 150 people on board are feared dead. A Varying Perspective In response to the flak around passenger safety, authorities have quoted air safety statistics. Compiled statistics on crashes and fatalities on aircraft with 19 or more passengers indicate that 2014 or 2015 was not the most damaging year for airlines from a safety standpoint: According to some authorities, the year 1972 saw far more crashes and fatalities. However, such statistics offer very little comfort to air travelers. Probability of a fatality in flying Dr. Arnold Barnett, of the Massachusetts Institute of Technology, has done extensive research in the field of commercial flight safety. Using worldwide air-safety data over 2000-07, Dr. Barnett calculated that the chance of dying on a scheduled flight in a First World nation like the U.S., Japan, or Ireland was 1 in 14 million. At that rate, a passenger who took one flight every day would on average go 38,000 years before succumbing to a fatal accident. On the airlines of economically advancing countries in the Developing World such as Taiwan, India, and Brazil, the death risk per flight was 1 in 2 million. In less economically-advanced Developing-World countries, the death risk per flight was 1 in 800,000. The Regional Perspective Passengers who fly in Developing World countries face 13 times the risk of being killed in an air accident as passengers in the First World. The more economically advanced countries in the Developing World have better overall safety records than the others, but even their death risk per flight is seven times as high as that in First World countries. These statistics are among the findings in the study- 'Cross National Differences in Aviation Safety Records' by Dr Barnett. The Indonesian Angle Trigana Air Service is one of a large number of airlines banned from operating in European airspace because they are found to be unsafe and/or they are not sufficiently overseen by their authorities, according to the European Commission. While statistic from reliable sources indicates that the fatalities in air travel are very low compared to other forms of transportation, can this be an alibi for compromising passenger safety? https://www.linkedin.com/pulse/what-ails-air-safety-srinivasan-r Back to Top 5 Dead After Small Planes Collide In Midair SAN DIEGO (AP) - Five people were killed as two airplanes collided while nearing an airport in Southern California, authorities said. The crash occurred around 11 a.m. PDT Sunday about 2 miles northeast of Brown Field Municipal Airport in southern San Diego County, Federal Aviation Administration spokesman Ian Gregor said. Both planes - a twin-engine Sabreliner jet and a single-engine Cessna 172 - were approaching Brown Field, Gregor said. The Sabreliner carrying four people was registered to military contractor BAE Systems, which said in a statement that its employees were aboard the aircraft. The company had no immediate information on the employees or what led to the collision. National Transportation Safety Board investigator Andrew Swick told KNSD-TV the crew members were civilian contractors on a military training flight. Swick said the Cessna's pilot was on a cross-country trip. Both planes caught fire when they hit the ground and broke apart, said Nick Schuler, a division chief with the California Department of Forestry and Fire Protection. "It appears it was a very violent crash, as you can tell by both aircraft being in multiple pieces," Schuler said. The wreckage was strewn across a wide area. Crews extinguished several brush fires where the planes came down. One firefighter was taken to the hospital after he suffered a heat-related injury, Schuler said. Brown Field, a former Naval auxiliary air station, is in the Otay Mesa area about 15 miles southeast of downtown San Diego, near the border with Mexico. The FAA and NTSB were investigating the cause of the collision. http://www.huffingtonpost.com/entry/3-dead-after-2-small-planes-collide-in- midair_55d0ea2be4b0ab468d9d99d1?kvcommref=mostpopular *************** Status: Preliminary Date: Sunday 16 August 2015 Time: ca 11:00 Type: Rockwell Sabreliner Operator: BAe Systems Registration: registration unknown C/n / msn: First flight: Crew: Fatalities: 4 / Occupants: 4 Passengers: Fatalities: 0 / Occupants: 0 Total: Fatalities: 4 / Occupants: 4 Collision casualties: Fatalities: 1 Airplane damage: Destroyed Airplane fate: Written off (damaged beyond repair) Location: 3 km (1.9 mls) NE of San Diego-Brown Field Municipal Airport, CA (SDM) ( United States of America) Phase: Approach (APR) Nature: Unknown Departure airport: ? Destination airport: San Diego-Brown Field Municipal Airport, CA (SDM/KSDM), United States of America Narrative: A Sabreliner jet and a Cessna 172 impacted terrain following a mid-air collision near San Diego-Brown Field Municipal Airport, CA (SDM). www.aviation-safety.net Back to Top Flight heading to San Francisco diverted to El Paso EL PASO, Texas - A flight makes an unexpected landing in El Paso after the plane experienced engine issues, according to airport officials. The United Airlines flight was traveling from George Bush Intercontinental in Houston and was headed to San Francisco but was diverted to El Paso. Airport officials say the Boeing 737 was experiencing mechanical problems because of 'oil quantity' issues. Specialized airport units were on stand by as the plane landed safely shortly before seven Sunday evening. It will remain in El Paso so maintenance crews can take a closer look. It's unclear how many passengers were on board. Officials tell Abc-7 they'll stay in El Paso Sunday night and fly out Monday. http://www.kvia.com/news/flight-heading-to-san-francisco-diverted-to-el- paso/34753472 Back to Top FAA cracks down on hazardous-materials shippers As nearly three dozen companies have found out this year, the Federal Aviation Administration seems serious about cracking down on improper shipments of hazardous materials aboard airplanes. Through last week, the FAA had handed out civil penalties totaling more than $4.5 million in 2015, already exceeding the $3.4 million it dispensed in all of 2014. By comparison, it announced no such fines in 2013 and just under $5 million total from 2010 through 2012. "The transportation of hazardous materials has been a priority for the FAA for a number of years," agency spokesman Lynn Lunsford said last week. "There was quite a bit of stepped-up interest in this after a number of cargo fires." The danger of hazardous materials in cargo compartments has become all too clear for airlines, both for cargo carriers and passenger airlines. In perhaps the most famous case, a ValuJet Airlines jet in 1996 crashed into a Florida swamp after oxygen-generating canisters stored in the cargo hold overheated and fed a fire that brought the airplane down, killing all 110 aboard. Oxygen generators in the cargo hold caught fire in several other instances, including one in 1996 in which a McDonnell Douglas DC-10 operated by American Trans Air was destroyed on the ground in Chicago. In September 2010, a UPS Inc. plane crashed in Dubai, killing both pilots. A subsequent investigation determined that a fire had raged in a cargo container that held lithium batteries. Although investigators didn't determine what caused it, they concluded that a fire in the cargo compartment destroyed a DC-10 operated by FedEx Corp. after the crew made an emergency landing at Newburgh, N.Y., in 1996. In the recent fines, the alleged violations tended to follow a familiar pattern: A company was shipping things that were flammable, such as paint, or were corrosive, like phosphoric acid solution, and did so improperly. In some cases, the material was discovered after it began leaking in the airplane, at cargo sorting facilities, at airports or elsewhere. In a penalty announced May 21, AmplaChem Inc. of Carmel, Ind., faced a $227,500 fine for shipping boron tribromide and two other corrosive substances on a FedEx flight in 2013. "The shipment was discovered smoldering and burning as it was being unloaded from the aircraft in Vietnam, and FedEx notified the FAA," the agency said. But the consistent pattern is that shippers fail to pack hazardous materials properly, fail to disclose what they're shipping and don't include instructions on emergency handling if things go wrong. "A common denominator tends to be that the person doing the shipping did not receive adequate training on how to adequately package and identify the material," Lunsford said. As a rule, the airline is the unwitting carrier of hazardous waste. But in the biggest single penalty announced by the FAA since 2010, United Airlines Inc. was fined $1.3 million in January for 120 alleged violations. "Almost all of the alleged violations involved failing to provide the pilot in command with accurate information about hazardous materials aboard the aircraft, including the location of the materials on the aircraft; the materials' type, quantity, weight, proper shipping name, identification number and hazard class; dates of the flights; and confirmation that no damaged or leaking packages had been loaded onto the aircraft," the FAA said. "Further, the FAA alleges that on two separate occasions, United improperly accepted hazardous materials for air transportation. Additionally, the carrier allegedly failed to retain copies of shipping papers," it said. In some instances, the FAA cited companies for attempting to ship materials that can't be carried on passenger airplanes, and occasionally for shipping materials that can't go on any airplane, such as butane bottles or fireworks. The penalties represent those announced by the FAA, which does not disclose whether it reduces the fines after discussions with the alleged offenders. http://www.dallasnews.com/business/airline-industry/20150816-faa-cracks-down-on- hazardous-materials-shippers.ece Back to Top FAA claims aviation firm violated employee testing rules Federal rules require alcohol and drug testing of applicants and employees in "safety sensitive" positions Workers prep a 777 jet for painting at Leading Edge Aviation Services in Victorville in 2011. The Federal Aviation Administration has proposed a $380,000 civil penalty against the firm for alleged violations of drug/alcohol testing rules for workers and prospective employees in so-called "safety sensitive" jobs. The Federal Aviation Administration has proposed a $380,600 civil penalty against Leading Edge Aviation Services of Victorville claiming the firm violated federal drug and alcohol testing regulations for so-called "safety sensitive" job categories, including aircraft and preventive maintenance. The Irvine-based company has 30 days from receipt of the FAA letter to respond, Lynn Lunsford, FAA mid-states public affairs manager, wrote in an email. After that, attorneys will ultimately determine how much the company pays to settle the matter. "Safety-sensitive" positions are jobs in which an employee performs a duty that could affect the safety of an aircraft, such as a mechanic, Lunsford wrote. Leading Edge is a commercial, military and VIP aircraft painting company founded in 1989 by CEO Mike Manclark, who got his start washing private planes at John Wayne Airport in Orange County, according to the company's website. In 2007, the company expanded to add a Victorville facility at the Southern California Logistics Center where they provide restoration, maintenance, custom painting, and graphics for military, private and corporate aircraft. The facility operates in multiple hangars, including one big enough for two B747-400 aircraft, with filtered air and other features for safety and the highest quality exterior finishes, according to the company website. It serves more than 200 aircraft per year for customers such as United, Delta, and Air Canada. The FAA alleges the aircraft repair station hired 29 people for safety-sensitive positions but did not include them in the company's random drug and alcohol testing pools either for months after hire dates or during their entire employment, according to the news release. The federal agency also alleges the company failed to screen 18 employees about drug- alcohol test issues during the two years prior to their application for employment, hired six people before receiving verified pre-employment test results and made paperwork missteps related to the federal regulations. Airline industry consolidation in recent years has provided a steady work for the Victorville location, one of four the company operates. For example, the fall 2010 merger of United and Continental airlines created hundreds of jobs to repaint 650 airplanes to match the new design scheme of the merged carriers, a job that at the time was expected to last into 2013. Southern California Logistics Airport, located on the edge of the Mojave Desert, is a 2,500-acre aviation and air cargo facility that took shape on the former George Air Force Base. http://www.pe.com/articles/company-776892-aircraft-safety.html Back to Top Republic on quest to quell pilot strife Indianapolis-based Republic Airways is at a pivotal point in its 42-year history. The publicly traded regional airline-whose pilots operate nearly 1,300 flights a day for the nation's legacy commercial carriers-just suffered a stock market nosedive that has company executives and Wall Street analysts bracing for impact. A years-long contract dispute between the airline, officially Republic Airways Holdings Inc., and the labor union that represents its pilots has grown bitter under the stress of a new lawsuit. And a national pilot shortage has created difficult hiring conditions that are threatening profitability and productivity. Then, the company suffered a key leadership loss. On Aug. 5, CFO Tim Dooley, a long- term executive, announced he'll leave in September. That's led to shifts in responsibilities within the executive offices. Still, Republic's headquarters near the Pyramids was bustling with activity on a recent morning as its 1,600 local employees conducted business as usual. A 24-hour dispatch team in a large back office monitored Republic Airways flights on large computer screens and talked to crews in the air. Catered food for lunchtime meetings made its way up the elevator. eckersley-tim-mug Koscal Matt Koscal, vice president for human resources, was preparing for a fast-approaching deadline: On Aug. 20, Republic will present its "best and final" contract offer to the International Brotherhood of Teamsters Local 357, the union's airline division and national mediators. A June plan from Republic proposed raising starting pay for first officers-the early-career fliers seated next to the pilot-74 percent, but negotiations stalled shortly after. Company officials won't say exactly what they'll offer this time, but Koscal said he's confident the proposal will stand out as a leader among its competitors. "What we've got on the table is truly an agreement that would make a significant investment in the quality of life for our pilots," Koscal said. "The [union's] leadership team has been in search of the ideal or the perfect contract in their mind. That doesn't exist." If the pilots accept, airline executives can breathe a sigh of relief and focus on restoring Republic's productivity and earnings. But if not, top executives for the company say, more turbulence is in store. "There is no way to sugarcoat this," Joe Allman, who became CFO in the wake of Dooley's exit, said during the company's dismal second-quarter investor call on Aug. 7. "The financial results for this quarter are unacceptable. "We cannot continue down the current path." Caught in the middle Republic's problems come as the regional-airline industry faces increased pressure to raise wages because of a pilot shortage caused at least in part by changes in federal training rules. In late 2013, a Federal Aviation Administration rule went into effect that increased minimum required flight time before pilot certification from 250 hours to 1,500 hours. That change came at the urging of Congress after the 2009 crash of a Continental Connection flight, which investigators linked to inadequate pilot training. The new rule has had a drastic impact on the industry, according to Purdue University professor John Wensveen, who runs the school's Department of Aviation Technology. He said early-career pilots can no longer afford to make the lower salaries offered by regional carriers. Depending on the cost of flight school, paying for training can rack up debt surpassing $200,000. People just can't justify that on a $20,000-a-year starting salary, Wensveen said. "The investment is very high and the starting salaries are very low," he said. "It's a dilemma." So far, the rules aren't hurting legacy commercial carriers, who have been recruiting from regional airlines with the lure of a significant pay bump. That leaves regionals including Republic feeling the squeeze. And it prompted the company to offer what it says is a fair pay increase: a raise in starting pay for first officers from $22.95 per hour to $40 per hour. "We see the market is going to require additional investment in pilots," Koscal said. "We need to take the lead there." clark-jim-mug Clark But Local 357 President Jim Clark said the company hasn't done enough. "I don't think the regionals have adapted fast enough for the change that needs to happen," Clark said. "There's just not many people wanting to go into this business. You just can't earn a living." An 'emotional' conflict Republic and the union technically have been negotiating a new contract for eight years. But things have heated up in the past year or so as the shortage has worsened. Tensions were inflamed in mid-July when the union sued Republic, saying the airline violated the Railway Labor Act by unilaterally increasing pay for pilots and new hires. The company, which asked a federal court to dismiss the case, said the suit was "nothing more than an improper tactic by IBT Local 357 to distract our employees and pressure the company." The court has not yet ruled. Both parties have changed their negotiating teams since the beginning of the deal. Bedford Bedford "It is highly emotional," CEO Bryan Bedford said on the Aug. 7 call. "That makes it hard to predict the outcome. Hopefully, cooler heads will prevail and pilots will make a rational decision that's in their best interests. But the company is going to be prepared for either outcome." After eight years, Clark said, both parties have become weary at times. "You need to take the emotions out of it and sometimes it's hard to do that," he said. Still, Koscal said the company's current proposal has come a long way from the early- 2014 version. That proposal offered starting pay for first officers somewhere in the $20 range, he said. Since then, the company also has added a provision called "leg-by-leg cancellation pay," which means pilots will be paid for flights even if they never get off the ground. "We respected the fact that they voted it down," Koscal said of the 2014 proposal. But Republic hasn't viewed the union's current offer with the same attitude, calling it exorbitant. The proposal includes a $348 million ratification bonus and had a three-year cost of more than $1 billion, the company said. "Any reasonable person knows these types of demands are outrageous and irrational," Koscal said on the earnings call. Clark said that's how negotiating works. "You've got to start somewhere," he said. "When you negotiate, you don't come in low. You come in a little high." Koscal said the company was pleased to see its offerings were in line with its main competitor's. Utah-based SkyWest Airlines, which operates more than 1,800 flights a day, announced on Aug. 11 that it ratified a new, three-year contract with its pilots. SkyWest called the deal an "industry leader," but Koscal said Republic officials "match or beat that deal with what we currently have on the table." republic-factbox.gif'Really risky stock' Adam Levine-Weinberg, a writer for The Motley Fool investing blog who monitors the airline industry, said he doesn't blame anyone for dumping the stock given the company's current challenges. "It could be a promising company, but right now it's a really risky stock to hold," Levine- Weinberg said. "There's so much uncertainty." That's a change of heart for Levine-Weinberg, who wrote in February that investors were overreacting to what he expected to be a "year of transition" for the company when shares took a 14-percent slide. "I underestimated at that time just how bad the pilot dispute was going to get," Levine- Weinberg said. "It's gotten into a situation where they're playing a game of chicken between the pilots and the company." The company reported gloomy second-quarter performance on Aug. 7, nearly two weeks after its stock took the largest one-day drop in its 11-year public history. Shares plummeted 55 percent July 27 as the company predicted profits far short of its previous expectations and predicted more flight interruptions and reduced schedules.Bedford said the uncertainty is making it difficult for the company to anticipate future earnings. Republic recently rescinded the rest of its financial guidance for 2015 and its operational guidance for 2016. But Bedford said he knows this: "The company simply cannot afford to stay the course." Republic said its reduced operating revenue this quarter is partially the result of low productivity. The amount of time its planes were in use-a key industry measurement called block hours-dropped 5 percent from the same quarter last year due to Republic's staffing challenges, Allman said. The company asked its major-airline partners in late May to reduce Republic's summer flying schedule because of crew flight cancellations. When Republic told the union it would start incentive pay to try to fill the gaps, the union told pilots not to pick up more shifts. "Our inability to reliably fly our schedules for our mainline partners must change quickly," Allman said on the investor call. The company pleaded with its employees on the call to not let the contract dispute come into play during day-to-day work. "So what we don't want to see happen is any kind of sniping out on the line," Bedford said. Clark said pilots are committed to staying professional, but that the longtime dispute has had "a drain on the workforce." "It does affect people," he said. "Some people can compartmentalize. Others understand that this is a business. We want to make that business successful, too." So far, the company's main customers-the legacy commercial airlines-don't seem especially spooked by the turmoil. United Airlines and American Airlines both said they were working with the company to try to prevent disruptions. Delta Air Lines did not respond to IBJ's request for comment. American Airlines spokeswoman Martha Thomas said the company made some "very minimal adjustments" to future schedules as a result of Republic's struggles. It is in the legacy airlines' best interest to help Republic through this time, Levine- Weinberg said. But that could change. "They want to have the flexibility to contract out," he said. "It doesn't make sense for them to drive Republic out of business. It depends on whether they think they have other options." http://www.ibj.com/articles/54456-republic-on-quest-to-quell-pilot-strife Back to Top Back to Top IndiGo finalises $26.5 billion purchase of 250 new Airbus jets An Airbus A350 takes off near the Airbus A320neo (New Engine Option) after its first flight event in Colomiers near Toulouse, southwestern France, September 25, 2014. IndiGo, India's biggest airline by market share, has finalised the purchase of 250 Airbus (AIR.PA) A320neo aircraft, handing the European company its largest-ever order by number of planes in a deal worth $26.55 billion at list prices. The agreement confirms an earlier provisional order by IndiGo for the 250 narrow-body planes announced in October. Budget airline IndiGo has now ordered 530 A320 family planes in all from Airbus, the planemaker said in a statement on Monday. The latest deal helps extend Airbus's lead against arch-rival Boeing (BA.N) in orders for the fast-growing upgraded narrow-body aircraft segment. IndiGo would start taking delivery of the new Airbus planes from 2018 until 2026, the airline's president, Aditya Ghosh, told Reuters. As with previous orders, Indigo will perform sale and leaseback transactions on the majority of the aircraft bought from Airbus, he said. The deal makes IndiGo the largest airline customer for the Airbus A320-family of aircraft. Other large A320 customers include low-cost carriers such as Malaysia's AirAsia (AIRA.KL) and Indonesia's Lion Air. It is also the second-largest order by value for Airbus. The A320neo is the re-engined and upgraded variant of the A320 family of planes and competes against Boeing's upgraded 737 Max in the narrow-body market segment. Boeing has projected that narrow-body aircraft, which are used on flights of up to around five hours, will account for 70 percent of all planes required over the next 20 years. Boeing has secured 2,831 orders for its 737 Max plane, according to data on its website, while Airbus said that it has over 4,100 orders for the A320neo with this order. Founded in 2006 by travel entrepreneur Rahul Bhatia and Rakesh Gangwal, a former chief executive of U.S. Airways, IndiGo has placed a series of aggressive orders for Airbus jets as it tries to win a bigger share of India's fast-growing aviation market. India's air travel market is forecast by the International Air Transport Association to become the third-largest around 2031 as millions start flying for the first time. IndiGo flies one in three of India's air travelers. Its owner, InterGlobe Aviation, filed in June a draft prospectus for an initial public offering. It had said in the prospectus that the terms of the 250 aircraft order had expired, raising concerns about the deal. http://in.reuters.com/article/2015/08/17/airbus-group-india-idINKCN0QM0IB20150817 Back to Top Following resignations, AI wants Dreamliner pilots to sign bonds Stunned by the resignations of several Dreamliner pilots, Air India (AI) wants its 787- trained cockpit crew to sign a bond, which will make them liable to reimburse the training cost to the airline, if they leave the company without spending five years on the fleet. HT first reported on July 29 that eight senior Dreamliner pilots have resigned in quick succession, with two having already joined SpiceJet. Senior AI officials are now apprehensive that more resignations may follow. Training a pilot on the B787 can cost up to Rs 40-50 lakh. "A pilot should stay on the fleet for at least 5-7 years to justify the expenses involved," an AI official said. "It should be that way since we spend nearly Rs 40 lakh on training," an AI spokesperson said. "AI is surviving on a bailout funded by the government. It cannot afford to see pilots trained at such high costs on taxpayers money leave the company within a couple of years. Moreover, training is a time-consuming affair," aviation expert Subhash Goyal said. During the training period, which can extend to a few months, the services of a pilot cannot be used for flying purposes. "The bond should have been there from the very beginning or adequate changes should have been made to the service terms to ensure that the airline recovers the money," a ministry official said. With no contractual obligation, B787 pilots are at the liberty to leave whenever they wish to. "All those who have resigned are co-pilots but had an average 4,000 hours of flying experience. You can become a captain with half that experience in a private airline. So, it's no surprise why these pilots have resigned," another airline official said. http://www.hindustantimes.com/business-news/following-resignations-ai-wants- dreamliner-pilots-to-sign-bonds/article1-1380795.aspx Back to Top Etihad offers permanent jobs to pilots from partner airlines Etihad Airways has begun offering pilots seconded from its partner airlines the opportunity to transfer to permanent contracts, giving them the chance to fly the Abu Dhabi carrier's most advanced Airbus and Boeing aircraft. The pilot secondment program began in April 2013 when the first batch of seven Air Berlin Boeing 737-rated First Officers arrived in Abu Dhabi to start type conversion training on the Boeing 777 at Etihad Airways' state-of-the-art Flight Training Centre. So far, nearly 200 partner airline pilots seconded to Etihad Airways, including 52 from Air Berlin, 41 Alitalia, 63 from Jet Airways, 25 from City Liner, four from Darwin Airline and six from NIKI have been offered the chance to transfer to Etihad Airlines in Abu Dhabi. Upon joining, seconded pilots undergo an extensive training program that lasts from three to five months, including three weeks of theoretical ground school training and four weeks of practical flight simulator training. Trainees then have to pass a simulator test to obtain their licence from the UAE General Civil Aviation Authority. James Hogan, Etihad Airways' President and Chief Executive Officer, said: "Our pilot secondment program is such an exciting and unique opportunity for pilots across our group of partner airlines, many of whom have a wealth of experience and are passionate about flying. We are able to put our pilots at the forefront of modern aviation and look forward to welcoming many more to join our family." To date, 21 former Air Bberlin pilots have transferred to permanent roles with Etihad Airways, flying Boeing 787 Dreamliner and Airbus A380 aircraft. One of these was First Officer Julian Kirrinnis was seconded to Etihad Airways from Air Berlin in September 2013. "Etihad Airways offered me all the necessary training to join the A330 fleet and now the A380. I did not hesitate to join the airline on a permanent contract because of the future possibility to get an upgrade to Captain, the airline's strong growing fleet, the flexibility to change the fleet I operate on, and of course I enjoy the cultural diversity and lifestyle in Abu Dhabi," he said. The process also works in reverse, with four Etihad pilots currently on secondment to Air Serbia, two to Air Seychelles, one to Jet Airways, one to Etihad Regional and one to Alitalia. http://www.arabianbusiness.com/etihad-offers-permanent-jobs-pilots-from-partner- airlines-602915.html Back to Top America's new trillion-dollar fighter jet under fire again The F-35 fighter jet will find itself outmaneuvered, outgunned, out of range, and visible to enemy sensors, says a new report by think tank National Security Network. It's tough being the world's most expensive weapon system. Years behind schedule and billions over-budget, the F-35 Joint Strike Fighter program has had to absorb its fair share of critiques. Over the past several years, it's been described as too complex, too reliant on high-tech sensors and software, and-at $400 billion for development and procurement-far too costly. A spate of recent program milestones-including being declared operational by the U.S. Marine Corps last month-seemed to suggest the program might be turning a corner this summer. But a scathing report published Monday by a D.C.-based think tank indicates otherwise. To paraphrase analysts at the progressive National Security Network (NSN): The F-35 Lightning II fighter jet will perform horrendously against "near-peer" enemies, and the Department of Defense should rethink its proposed buy of nearly 2,500 F-35s. "The F-35 will find itself outmaneuvered, outgunned, out of range, and visible to enemy sensors," the NSN report reads. "Going forward, full investment in the F-35 would be to place a bad trillion-dollar bet on the future of airpower based on flawed assumptions and an underperforming aircraft. To avoid such a catastrophic outcome, Congress and DOD should begin the process of considering alternatives to a large-scale commitment to the F-35." That's a fairly damning assessment of an aircraft designed to be the workhorse multirole fighter jet for the U.S. and its allies for the next few decades. The Lockheed-Martin-built F-35 is slated to replace a number of jets across the American service branches, including U.S. Air Force F-15s and F-16s, and U.S. Navy and Marine Corps F-18s. Several foreign militiaries have also pledged to purchase the F-35, including Canada, Australia, Japan, and the United Kingdom. The nearly-40-page report details what NSN's analysts see as the F-35's major shortcomings: Its internal payload bay is too small to be effective in modern air-to-air engagements; its relatively short operating range will limit its capability in geographically large areas (like the increasingly important Asia-Pacific region), and; it relies too much on stealth technology that will grow increasingly obsolete as air defenses improve over time. The report also piles atop recent criticism that the F-35 is less maneuverable than some of the previous generations it is meant to replace, placing it at a disadvantage in air-to- air combat. In late June, defense blog War is Boring unearthed an unclassified five-page brief written by an F-35 test pilot after simulated air-to-air-or "dogfighting"-trials pitting an F-35 against a 1980s vintage F-16D. That brief described a lopsided competition in which the F-16 consistently outmaneuvered its newer, stealthier counterpart. The F-35 could neither effectively attack its more agile adversary, nor could it escape when the F- 16 took to the offensive. Think tanks don't make policy, and the NSN's conclusion that the Pentagon should move away from the F-35 might not be all that meaningful in the end. But it's a sentiment that's been echoed elsewhere in D.C., and by individuals with access to the chain of decision-making. While members of Congress have largely backed the F-35 (the program has a footprint in 44 states and Puerto Rico), some voices within the military establishment and executive branch have expressed misgivings about the F-35 in recent months. Most notably the incoming chairman of the Joint Chiefs of Staff recently told the Senate that the total F-35 buy is under review. In response to written questions put to him during confirmation hearings for his appointment to the Joint Chiefs, Marine Gen. Joseph Dunford Jr. wrote "given the evolving defense strategy and the latest Defense Planning Guidance, we are presently taking the newest strategic foundation and analyzing whether 2,443 aircraft is the correct number." Both the F-35 program and Lockheed Martin have been called "too big to fail," but that doesn't mean that the program is too big to trim. If the Pentagon were to significantly scale back its F-35 purchase that would be bad news for Lockheed, potentially costing billions in future revenue while driving the cost per aircraft higher still. Partner nations like Italy and Australia have already curtailed their F-35 purchase plans. Reduced orders from its primary customer in Washington, D.C., would undoubtedly hurt. Currently there are no public plans for the Pentagon to move away from the F-35, however loud the calls to do so are. For its part, Lockheed Martin LMT 1.03% says the aircraft has been largely misunderstood. Hitting back against the earlier criticisms that the next-generation jet couldn't match a last-generation F-16 in combat maneuvers, Lockheed released a statement saying that the test aircraft used for the demonstration wasn't carrying the sensor technologies that would obviate the need for the F-35 to engage in a close-range air-to-air battle in the first place. "The F-35's technology is designed to engage, shoot, and kill its enemy from long distances, not necessarily in visual 'dogfighting' situations," the statement reads. The test aircraft lacked the technologies that "make them virtually invisible to radar," the statement says, and was "not equipped with the weapons or software that allow the F-35 pilot to turn, aim a weapon with the helmet, and fire at an enemy without having to point the airplane at its target." But from a political standpoint, whether or not the F-35 is indeed so technologically amazing that it doesn't need to be able to dogfight may be a moot point, as might the other criticisms put forth in the NSN report. Lockheed already does business with 1,300 contractors and subcontractors across the vast majority of U.S. states, and its pending acquisition of Connecticut-based helicopter manufacturer Sikorsky further extends its presence and influence in a region where previously it had little. All those jobs and all that federal money make it hard for legislators to turn away from the program. Even if the F-35 could potentially be bested in a dogfight, it could prove extremely tough to outmaneuver in Congress. http://fortune.com/2015/08/14/f-35-joint-strike-fighter/ Back to Top NASA TEAM SUCCESSFULLY TESTS FUTURE MARS MISSION ROCKET ENGINES If we're going to get humans to Mars, we're going to need a bigger rocket with a much more powerful engine. This is the RS-25, the engine designed for NASA's Space Launch System rocket, intended to launch the Orion spacecraft and, eventually, see humanity on its way to Mars: the next big leap in physically exploring the solar system, our equivalent of putting astronauts on the moon in the 1960s. At 4:30 p.m. EDT on August 13, 2015, NASA conducted a developmental test firing of the rocket's engines at its Stennis Space Center in Mississippi, the sixth in a series of seven tests for the rocket's main engine. Four RS-25 engines and two solid rocket boosters of five segments each will power the 70-metric-ton rocket configuration into deep space. "It is the most complicated rocket engine out there on the market, but that's because it's the Ferrari of rocket engines," said Kathryn Crowe, RS-25 propulsion engineer. "When you're looking at designing a rocket engine, there are several different ways you can optimise it. You can optimise it through increasing its thrust, increasing the weight to thrust ratio, or increasing its overall efficiency and how it consumes your propellant. With this engine, they maximised all three." The resulting engine, according to Martin Burkey of the SLS strategic communications team, blows everything we currently have out of the water. "The RS-25 makes a modern race car or jet engine look like a wind-up toy," he said in a post on NASA's Rocketology blog. "It has to handle temperatures as low as minus 400 degrees where the propellants enter the engine and as high as 6,000 degrees as the exhaust exits the combustion chamber where the propellants are burned. It has to move a lot of propellants to generate a lot of energy. At the rate the four SLS core stage engines consume propellants, they could drain a family swimming pool in 1 minute." The RS-25 produces 512,000 pounds of thrust, which is over 12 million horsepower. It's powered by four turbopumps that each generate 100 horsepower for each pound of weight, with a main shaft that rotates at a rate of 37,000 rpm, compared with 3,000 rpm for a car engine traveling at 60mph (96.5km/h). "The RS-25 is about the same weight and size as two F-15 jet fighter engines, yet it produces eight times more thrust. A single turbine blade the size of a quarter - and the exact number and configuration inside the pump is now considered sensitive - produces more equivalent horsepower than a Corvette ZR1 engine," Burkey wrote. At such high speeds, even the smallest hitch in the process can cause massive problems, which is why the engines need to be tested extensively in a controlled situation before even thinking about leaving the ground. The test lasted nearly 9 minutes while NASA engineers collected performance data on the engine. The final test will involve firing all 4 RS-25 engines simultaneously, just as they would be fired during an actual launch of the SLS, Orion spacecraft included. http://www.themarketbusiness.com/2015-08-15-nasa-team-successfully-tests-future- mars-mission-rocket-engines Back to Top SIZE NORTH AMERICA .com Digital Human Modeling Survey We are looking for participant companies nationwide. Survey of Human Body Dimensions, Measurements with associated demographic data. First standardized 3D body scanning representative of the United States population. Ideal, current data for statistical, market analysis in Aerospace, Aviation, Automotive, Fashion industries. For more info: diego@ddurrelltech.com Back to Top GRADUATE RESEARCH SURVEY Dear Aviation Colleague, Despite efforts to prevent aircraft accidents, they tragically continue to happen. While one may think "What is there left to improve?" research continues to be the foundation of finding areas to be perfected. For the purpose of my Masters project in Air Safety Management at City University London, UK, I am studying what underlying factors may influence decision- making/communication in the cockpit. I have kindly requested a friend/colleague of yours to assist me by forwarding this E-Mail to you. Your professional experience shared through this short online survey will greatly assist me. May I invite you to participate in this 5-10 minute survey? I would very much appreciate your contribution and thank you in advance for investing your valuable time in this questionnaire, which consists of 19 questions. Protecting your identity is important to me. This web-based survey is for study purposes only. It is anonymous and your answers consist of de-identified data strings. No personal details are asked and no computer IP-address is stored that may identify you. Upon completing the survey, all data will be removed from the server. By clicking on the link and participating in the survey you are voluntarily giving your informed consent for the extracted data to be used in my research. May I ask that you complete this survey before 25.08.2015 (25AUG2015), at which time the survey will be closed. Click the following link to start the survey (or copy/paste it directly into your internet browser window if the hyperlink does not work): http://maq-online.de/evaluation/users/www.php?l=maq&u=IXJP8B3dgd&p=FBy6Ncj3 For questions about this survey or if want to share your knowledge with me you may contact me using the following e-mail address: cockpitdecisionmaking@pobox.com Thank you for your participation! Wolfgang Baumruck Back to Top ISASI 2015, Germany, August 24 - 27, 2015 "Independence does not mean isolation". The International Society of Air Safety Investigators (ISASI) will hold their 46th annual seminar at the Kongress am Park, Augsburg, Germany, from August 24 - 27, 2015. For all current information including the link to the registration and hotel pages please go to www.esasi.eu/isasi-2015 Note: Cut off dates for hotel reservations are June 23rd for the Dorint & July 23rd for the Ibis & the Intercity For questions regarding Sponsorship please contact Ron Schleede - ronschleede@aol.com or Steve Hull - steve.hull@rtiforensics.com Exhibitors should contact Steve Hull or Ann Schull - isasi@erols.com Back to Top Upcoming Events: Fundamentals of IS-BAO August 19, 2015 Madrid, Spain https://www.regonline.com/builder/site/Default.aspx?eventid=1659089 IS-BAO Auditing August 20, 2015 Madrid, Spain https://www.regonline.com/builder/site/Default.aspx?eventid=1659096 Fundamentals of IS-BAO August 25, 2015 Denver, CO USA https://www.regonline.com/builder/site/Default.aspx?eventid=1737105 IS-BAO Auditing August 26, 2015 Denver, CO USA https://www.regonline.com/builder/site/Default.aspx?eventid=1737126 Fundamentals of IS-BAO (En Espaņol) August 25, 2015 Monterrey, Mexico https://www.regonline.com/builder/site/Default.aspx?eventid=1736215 IS-BAO Auditing (En Espaņol) August 26, 2015 Monterrey, Mexico https://www.regonline.com/builder/site/Default.aspx?eventid=1736218 Fundamentals of IS-BAO September 15, 2015 St. Louis, Missouri USA https://www.regonline.com/builder/site/Default.aspx?eventid=1660854 IS-BAO Auditing September 16, 2015 St. Louis, Missouri USA https://www.regonline.com/builder/site/Default.aspx?eventid=1660878 Fundamentals of IS-BAO August 30, 2015 Casablanca, Morocco https://www.regonline.com/builder/site/Default.aspx?eventid=1725994 IS-BAO Auditing August 31, 2015 Casablanca, Morocco https://www.regonline.com/builder/site/Default.aspx?eventid=1725997 Aircraft Fire Hazards, Protection & Investigation Course 9-11 Sept. 2015 Hotel Ibis Nanterre La Defense (near Paris) France http://blazetech.com/resources/pro_services/FireCourse-France_2015.pdf AViCON - Aviation Insurance Conference September 10th and 11th, 2015 Stevensville, MD 21666 http://www.rtiforensics.com/news-events/avicon Regulatory Affairs Training Course September 15 & 16 Fort Worth, TX http://jdasolutions.aero/services/regulatory-affairs.php Suspected Unapproved Parts (SUPS) Training Course September 15 & 16 Fort Worth, TX http://jdasolutions.aero/ Safeskies 2015 Aviation Safety Conference 22 to 24 September 2015 Realm Hotel, Canberra www.SafeskiesAustralia.org 2015 International Air Safety Summit (IASS) Flight Safety Foundation November 2-4, 2015 Miami Beach, Florida http://flightsafety.org/meeting/iass-2015 OSHA & Aviation Ground Safety Training Course (ERAU) Oct. 19-23, 2015 Daytona Beach, FL www.erau.edu/cmas Aviation Safety Program Management Training Course (ERAU) Oct. 26-30, 2015 Daytona Beach, FL www.erau.edu/cmas Aircraft Accident Investigation Training Course (ERAU) Nov. 2-6, 2015 Daytona Beach, FL www.erau.edu/cmas Aviation Safety Management Systems (SMS) Seminar (ERAU) Nov. 17-19, 2015 Daytona Beach, FL www.erau.edu/sms Unmanned Aircraft Systems (UAS) Seminar (ERAU) Dec. 8-10, 2015 Daytona Beach, FL www.erau.edu/uas 'DTI QA & SMS Workshops are Back in Town!' (Toronto, Winnipeg, Vancouver, Melbourne FL, and YOUR town just contact us) www.dtitraining.com Back to Top JOBS AVAILABLE: Operations Integrity Risk Specialist Air New Zealand https://careers.airnz.co.nz/jobdetails?jobmc=111020RE Assistant Director, Flight Standards NetJets http://www.netjets.com/careers , requisition #843 Maintenance Program Developer NetJets http://www.netjets.com/careers requisition #926 Director, Aviation Safety NetJets www.netjets.com/careers Fatigue Risk Management Systems (FRMS) Program Advisor Virgin Australia http://careers.virginaustralia.com/cw/en/job/496246/fatigue-risk-management-systems- frms-program-advisor Head of Safety Qantas http://www.qantas.com.au/travel/airlines/job-search-current-vacancies/global/en Safety Specialist Netjets www.netjets.com/careers Business Aviation Regional Sales Manager ARGUS International, Inc. https://home2.eease.adp.com/recruit/?id=18211162 Curt Lewis