Flight Safety Information May 2, 2016 - No. 085 In This Issue SA Express' air operator certificate suspended over safety concerns NBAA Safety Committee Establishes Loss of Control In-flight Working Group Antonov 26 Accident (Sudan) Fokker 50 Nose Gear-Up Landing (Italy) TSA at MSP Airport failed 9 of 12 tests by undercover Red Team H225s Grounded After Norwegian Crash Qantas unveils new pilot uniforms with women in mind for first time Angola: New Aircraft to Help Reduce TAAG's Costs Australian Industry Groups Urge ATM Privatization FBI, Police Investigating Laser Beam Pointed at Aircraft RANKED: Here are the 10 best airports in Europe Torqued: The FAA Needs to Listen to Aviation Workers, Too Sydney Airport plane tracking system regularly failing, workers fear for passenger safety ExTHAI MD favourite to head CAAT. UND's aviation career fair draws industry leaders Ohio signs $1.6M research agreement with FAA PhD Research Request SA Express' air operator certificate suspended over safety concerns - SACAA * Lifted day later after corrective action plan submitted was found to address the major concerns of regulator * The SA Civil Aviation Authority Suspends SA Express' Air Operator Certificate 30 April 2016 [Johannesburg]. Following failure to comply with the applicable civil aviation regulations, the South African Civil Aviation Authority (SACAA) has suspended SA Express' air operator certificate (AOC). The suspension is effective as of today, Saturday, 30 April 2016. It is critical to note that this suspension is precautionary and taken in the interest of safety and preventing incidents that can be catastrophic. The suspension, which is in terms of Part 185 of the Civil Aviation Regulations, pertains to the operator's AOC - N399D, S370D, I/N002, and I/S001. The suspension follows a series of non-compliances and the SACAA's dissatisfaction with the operator's safety monitoring systems, which are meant to monitor and address any safety deficiencies. The Regulator also found the operator's proposed corrective action plan inadequate as it does not satisfactorily address the findings raised. The SACAA wishes to point out that recent inspections and audits on the airline's operations have pointed to inefficient safety monitoring systems, and some level of failure by the operator to satisfactorily address concerns raised by the Regulator. The SACAA views the inefficiency of the safety monitoring systems in a serious light as it poses serious safety hazards and risks to the crew, passengers, and the public at large. For this reason, the Regulator cannot allow the operator to continue with operations until such time that the identified safety concerns are adequately addressed. As much as the SACAA has a duty to help operators comply with applicable regulations, the primary responsibility is on operators to ensure that their operations are safe and secure at all times. Failure to do so is a contravention of the applicable civil aviation regulations. Moreover, aviation safety and security are of paramount importance in this industry; and passengers require some form of assurance that once they board an aircraft they will automatically land safely and hassle-free at their intended destination. The SACAA wishes to emphasise that it is receiving full cooperation from SA Express and will provide any assistance possible, and within the Regulator's mandate, in order to ensure that the matter is resolved as soon as possible. As much as the SACAA is fully aware of the effect and disruptions the suspension has on passengers; it is equally important to note that the decision was not taken lightly and is, in fact, in the interest of ensuring that the operator's safety systems are beyond reproach and can offer an acceptable level of safety for passengers and crew. The SACAA will always remain committed to meeting its obligations and keeping South Africans and those that use the country's airspace safe. The Regulator is also dedicated to upholding the country's impeccable zero percent accident fatality rate in terms of scheduled operations. Unsafe operations have the potential to undermine the growth and development of the aviation industry, as well as the country's highly regarded civil aviation safety and security standards. Aviation safety and security must always be prioritised ahead of commercial gains. In terms of Part 185 of the civil aviation regulations, the operator has the right to appeal the decision with the Director of Civil Aviation within 30 days from the date of receipt of the suspension notice. ********* Update SA Civil Aviation Authority lifts SA Express' Suspension 1 May 2016 [Johannesburg]. The South African Civil Aviation Authority (SACAA) has lifted the suspension of SA Express' Air Operator Certificate (AOC). This means that the airline may, with immediate effect, resume operating their fleet of 26 aircraft. The lifting of the suspension comes a day after the operator's AOC privileges were temporarily withdrawn by the SACAA, after recent inspections and audits revealed deficiencies relating to the operator's safety monitoring systems. Following several and intensive engagements between the airline and the Regulator; SA Express provided the SACAA with a revised corrective action plan, which upon perusal and consideration was found to address the major concerns that were raised by the Regulator. Whilst the suspension has been lifted, the SACAA will still continue to monitor and oversee the full implementation of SA Express' corrective action plan. The SACAA will also intensify its oversight of the airline's entire operation. Oversight inspections and audits by regulators are done on a sample basis, and as such operators need to make sure that they have adequate safety management systems in place that can enhance and promote the levels of safety. The SACAA wishes to reiterate that aviation safety and security is critical, and operators need to always ensure that their operations are safe and secure. Commercial gains should never supersede the safety of the crew, passengers, and the general public. The SACAA, in line with its mandate, will continue to effectively regulate and oversee civil aviation activities in the country. South Africans can be assured that their country's aviation safety and security standards meet, and in some instances, exceed the minimum global requirements, and thus compares favourably in terms of alignment with the best international standards and practices. It is important to note that suspensions and withdrawals of license holders' privileges are never an instant action or any form of reprisal by the regulator. Such a decision is usually preceded by comprehensive engagements and attempts by the regulator to highlight deficiencies and help license holders to comply with the prescribed standards and applicable regulations. Suspensions are therefore precautionary measures aimed at avoiding catastrophic incidences. Moreover, aviation and the airline industry specifically is a 24-hours operation, and therefore there is never such a thing as an appropriate time to suspend operations. The SACAA will continue to work with all license holders to ensure that safety practices continue to be engraved in the DNA of each entity and operation; because it is a fact that aircraft accidents, as a result of negligence or otherwise, can have a devastating effect not only on the business of operators or country, but also to the families of those that use air transport services. About the SACAA: The South African Civil Aviation Authority (SACAA) is a self-funded agency of the Department of Transport tasked with promoting and maintaining a safe, secure, and sustainable civil aviation environment by regulating and overseeing the industry in line with international standards. We perform oversight of various aspects of civil aviation, including, but not limited to aviation security, aviation personnel licensing, aviation infrastructure, and air safety operations. http://www.politicsweb.co.za/politics/sa-express-air-operator-certificate-suspended-over Back to Top NBAA Safety Committee Establishes Loss of Control In-flight Working Group The NBAA Safety Committee has identified Loss of Control In-flight (LOC-I) as one of its top four safety issues for 2016, along with the single pilot accident rate, runway excursions and airport ground collisions. Paul BJ Ransbury, the president of Upset Prevention and Recovery Training (UPRT) provider Aviation Performance Solutions (APS), has been selected as the lead for the NBAA Safety Committee LOC-I Working Group. APS Upset Prevention & Recovery Training Loss of Control In-flight is a complex and pervasive threat to air safety that demands focused attention by our safety team. MESA, ARIZONA (PRWEB) APRIL 28, 2016 Aviation Performance Solutions (APS) announced today that its president, Paul BJ Ransbury, has been selected as the NBAA Safety Committee lead for its Loss of Control In-flight (LOC-I) Working Group. The NBAA Safety Committee has identified LOC-I as one of its top four safety issues for 2016, along with the single pilot accident rate, runway excursions and airport ground collisions. "Loss of Control In-flight is a complex and pervasive threat to air safety that demands focused attention by our safety team. Over the past two years on the committee, Mr. Ransbury has unfailingly demonstrated his balanced, robust and comprehensive approaches to mitigating the LOC-I threat to our membership's pilots" said Steven Charbonneau, the NBAA Safety Committee Chairman, "The NBAA Safety Committee has identified the NBAA's Top Safety Focus Areas for 2016, to include LOC-I, through our data-driven annual risk assessment. They are grouped into three areas - Top Safety Issues, Safety Hazards, and Foundations for Safety. These focus areas are intended to help promote safety-enhancing discussions and initiatives within flight departments and among owner-flown operations." APS, Ransbury's global network of specialized flight schools, specializes in effectively delivered upset prevention and recovery training (UPRT) which mitigates the loss of control in-flight (LOC-I) threat to air safety through pilot education and practical skill development. LOC-I is defined as flight that occurs outside of the normal flight envelope with an inability of the pilot to control the aircraft. In a report issued by Boeing in August 2015, the Commercial Aviation Safety Team's statistical research identifies LOC-I as the leading cause of fatalities in jet aviation worldwide over the past 10 years, 2005 through 2014. "It is a great honor and privilege to work alongside the the progressive, thoughtful, diverse and passionate members of the NBAA Safety Committee." says Paul BJ Ransbury, president of Aviation Performance Solutions, "As the lead of the NBAA's LOC-I Working Group, our team's goals are to establish valuable and effective resources for individual pilots and flight department safety managers to maximize their air safety and to ultimately overcome aviation's leading fatal threat, Loss of Control In-flight." ABOUT AVIATION PERFORMANCE SOLUTIONS Aviation Performance Solutions LLC (APS), headquartered at the Phoenix-Mesa Gateway Airport in Mesa, Arizona USA, trains thousands of professional pilots and instructors in comprehensive upset prevention and recovery training skill development. APS, an IS-BAO registered company, provides integrated LOC-I solutions via industry-leading app-based, on-aircraft (jet and piston), and full-flight simulator upset prevention & recovery training. All training is in full compliance with the Airplane Upset Recovery Training Aid - Revision 2, FAA Advisory Circular 120-109 on Stall and Stick Pusher Training, ICAO Manual on Aeroplane Upset Prevention and Recovery Training and the FAA Advisory Circular 120-111 on Upset Prevention and Recovery Training. APS is the only Part 141 Flight School certified in the delivery of complete upset prevention & recovery, stall/spin and instrument upset recovery training courses worldwide. With additional training locations in Dallas (Texas, USA), The Netherlands (Europe) and the Middle East (Riyadh, Saudi Arabia), APS provides global access to the highest quality and most effective upset prevention and recovery training available. http://www.apstraining.com http://www.prweb.com/releases/2016/NBAA-safety-group/prweb13375950.htm Back to Top Antonov 26 Accident (Sudan) Status: Preliminary Date: Saturday 30 April 2016 Type: Antonov 26 Operator: Al Quwwat al-Jawwiya As-Sudaniya (Sudanese Air Force) Registration: registration unknown C/n / msn: First flight: Crew: Fatalities: 5 / Occupants: 5 Passengers: Fatalities: 0 / Occupants: 0 Total: Fatalities: 5 / Occupants: 5 Airplane damage: Damaged beyond repair Location: near El Obeid Airport (EBD) ( Sudan) Phase: Approach (APR) Nature: Military Departure airport: ? Destination airport: El Obeid Airport (EBD/HSOB), Sudan Narrative: An An-26 operated by the Sudan Air Force crashed, killing all five crew members. https://aviation-safety.net/database/record.php?id=20160430-1 Back to Top Fokker 50 Nose Gear-Up Landing (Italy) Status: Preliminary Date: Saturday 30 April 2016 Time: 11:34 Type: Fokker 50 Operating for: Air Vallée Leased from: Amapola Flyg Registration: SE-LEZ C/n / msn: 20128 First flight: 1988-08-02 (27 years 9 months) Engines: 2 Pratt & Whitney Canada PW125B Crew: Fatalities: 0 / Occupants: 3 Passengers: Fatalities: 0 / Occupants: 18 Total: Fatalities: 0 / Occupants: 21 Airplane damage: Unknown Location: Catania-Fontanarossa Airport (CTA) ( Italy) Phase: Landing (LDG) Nature: Domestic Scheduled Passenger Departure airport: Rimini Airport (RMI/LIPR), Italy Destination airport: Catania-Fontanarossa Airport (CTA/LICC), Italy Flightnumber: W21908 Narrative: Air Vallée flight W21908 made a nose gear-up landing at Catania-Fontanarossa Airport (CTA), Italy. The aircraft, a Fokker 50, operated by Amapola Flyg on behalf of Air Vallée, departed Rimini at 08:49 on a domestic service to Catania. The aircraft was approaching runway 08 at Catania Airport when the nose landing gear failed to deploy. The approach was abandoned about 10:37 hours. The airplane climbed to 2900 feet and entered a holding pattern to the east of the airport while the crew tried to troubleshoot the problem. After a Finally a forced landing was carried out on runway 08 at 11:34 with the nose gear doors open but the nose gear retracted. https://aviation-safety.net/database/record.php?id=20160430-0 Back to Top TSA at MSP Airport failed 9 of 12 tests by undercover Red Team A Homeland Security undercover unit tested passenger screening at MSP Airport and found the airport often missed dangerous items. MINNEAPOLIS (KMSP) - On Monday, a Homeland Security undercover unit called Red Team tested passenger screening at Minneapolis-St. Paul International Airport. It did not go well. Source tells Fox 9, TSA agents failed 9 out of 12 tests, passed two tests and one test was inconclusive. Sources say the inconclusive test involved the full body scanner, the one where passengers lift their arms, known as Advanced Imaging Technology (AIT). Those sources say the machine wasn't calibrated properly and failed detect simulated explosive material that was strapped to an undercover agent's leg. A separate Red Team tested MSP cargo, and MSP passed both tests. What the Red Team found at MSP wasn't unusual. In June 2015, a classified Inspector General's report revealed that undercover testers at some of the nation's busiest airports were able to get weapons past TSA agents in 67 out of 70 tests - a 95 percent failure rate. The Red Team test at MSP is believed to be the first since passenger screening was reconfigured with consolidated screening at the north and south end of the ticketing concourse. The redesign led to 90- minute wait times during the spring break travel season and calls by Minnesota Congressional leaders to improve wait times. http://www.fox9.com/news/134259040-story Back to Top H225s Grounded After Norwegian Crash EC225: Bristow Helicopters LONDON - Airbus Helicopters has called for a worldwide halt in commercial operations of its H225/EC225 helicopter in light of a crash in Norway that killed 13 people. The grounding comes after British and Norwegian regulators called on operators to stop flying unless they are involved in search-and-rescue operations, following the April 29 accident that involved a CHC Helikcopter Service-operated EC225LP - registered LN-OJF - which was returning to Bergen's Flesland airport after a flight to platforms in the Norwegian sector of the North Sea on behalf of national oil company Statoil. In the final moments of the flight, eyewitnesses saw the main rotor head and blades detach from the helicopter, sending the helicopter fuselage plunging into the water. The blades landed on a nearby island. Recovery teams have already found the cockpit voice and flight data recorders and these are being sent to the U.K. to be examined by the British Air Accident Investigation Branch because of their knowledge and experience in dealing with devices from that type of aircraft. The Accident Investigation Board Norway (AIBN) said the recorders must be dried before the retrieval of data can take place. According to the Norwegian civil aviation authority, the EC225 in the incident had been registered in Norway in August 2009, and had its main gearbox changed on January 17, while its rotor head had been changed on March 27. "At this point in the investigation, we do not have any information that allows us to understand the causes of the accident that involved the aircraft's rotor being detached, nor to make any links to events that have occurred previously," Airbus Helicopters said in an April 30 statement. The company said it is participating in the on-going investigation and two technical experts are currently on their way to Norway to provide their assistance to the local authorities. "In the frame of the investigation, information related to the background of the aircraft is being gathered. The preliminary elements of the inquiry should become available in the coming days," Airbus officials said. Bergen is a major hub for offshore oil and gas support helicopters in the Norwegian sector of the North Sea with operations provided by Bristow Group and CHC Helicopter Service using the H225 and the Sikorsky S-92. The accident is the first fatal accident involving a commercial EC225/H225 although the French Air Force lost a military EC725 in Burkina Faso in November 2014. Three years ago the EC225 was the subject of a nine-month grounding following two ditchings in the North Sea related to failures in the bevel gear vertical shaft. All H225s have since had this component replaced. www.aviationweek.com Back to Top Qantas unveils new pilot uniforms with women in mind for first time Qantas unveiled its new pilot uniforms on Friday. The female uniforms - pictured here alongside new male cabin crew outfits - are more tailored than the male look. Photo: James Brickwood When Qantas A330 Captain Debbie Slade joined the airline 27 years ago as one of its first female pilots, little thought was given to uniforms for women. "We had to wear flight attendant trousers, boys' shirts and boys' hats," she recalls. "It was really piecemeal. You didn't really feel brilliant." Qantas on Friday unveiled new uniforms for its pilots, which for the first time were designed for both women and men. The last batch of uniforms, worn since 2003, did not differ by gender. "It is a really big change," Slade says of the new uniforms. "Especially for the females, it has got a little bit of shape and it is made to fit girls rather than girls wearing a boy's uniform." Slade was one of 60 Qantas pilots who walked the catwalk in Sydney to showcase the new look. The uniforms were designed by Australian fashion designer Martin Grant, who was also behind the flight attendant uniforms introduced in 2013. The new look includes a modern, single-breasted navy suit in a streamlined cut with a narrow trouser for males and a more feminine version for women, including a specific female tie. The fabric is lighter than the old uniforms, the shirts are more fitted and the gold stripes used to define rank are more elegant. "I wanted to create a uniform that reflected the glamour of flying and suit[ed] the unique pilot office environment," Grant says. "The hat is what makes a pilot so recognisable. I wanted to go back to the essence of the naval uniform and bring back the white top." Qantas pilots wore white hats between 1935 and 1974. "It had to be traditional and respectful of that history but it had to be modern and represent the future of Qantas, and I think [Grant] has done that completely," chief executive Alan Joyce says of the new uniform. "It was also extremely important for us was that we had a female-designed uniform. I hope one day we get to 50 per cent of our pilots being female so we will have a lot more of them. We are still waiting on that but I think it is a great start." http://www.smh.com.au/business/aviation/qantas-unveils-new-pilot-uniforms-with-women-in-mind-for- first-time-20160428-gohrxa.html#ixzz47Uu5V7w0 Back to Top Angola: New Aircraft to Help Reduce TAAG's Costs Luanda - The minister of Transport, Augusto da Silva Tomás, said Sunday in Luanda that TAAG's newly acquired aircraft called "Iona" will help to maximise the company's routes and to gradually reduce its operation costs. Speaking to the press at the 4 de Fevereiro International Airport, in Luanda, Augusto Tomás stated that at this stage "the most important is to maximise routes and gradually reduce the operation costs and expand to other horizons according to the strategy of the company". The minister, who was speaking on the sidelines of the reception ceremony of the new "triple seven" purchased from Boeing Company, expressed satisfaction with the acquisition as one more step of the Executive aiming at the development of the country and the diversification of the economy. The new aircraft, Boeing 777-300ER, is dubbed "Iona" in honour of the National Park located in the south- western Namibe Province. It is a long range aircraft with the most powerful engine ever produced by the American company. http://allafrica.com/stories/201605020647.html Back to Top Australian Industry Groups Urge ATM Privatization AUCKLAND-A coalition of Australian aviation groups is calling for the government to privatize the country's air traffic management (ATM) organization, following the Nav Canada model. In a policy paper, the groups estimate the sale of Airservices Australia to a new, independent entity would yield about 1 billion Australian dollars ($761 million). Half of sale proceeds should go to the government and the other half should be used for a fund to support various aspects of the aviation industry, according to the study. The coalition is known as the Australian Aviation Associations Forum (TAAAF), and includes groups representing regional airlines; business and general aviation; maintenance, repair and overhaul providers; flight schools; and manufacturers. Major airlines and airports are not part of the coalition, which is chaired by former Airservices CEO Greg Russell. The policy paper recommends many other aviation reforms, and the groups want it to influence the next Australian government, following this year's general election. The Airservices privatization is the most notable feature of the proposal. Australia is one of several countries that have transitioned their air navigation service providers from government departments to state-owned corporations, although very few have followed Canada's lead and transferred them to independent entities. Nav Canada is a private nonprofit company, governed by a board representing airline, government and labor stakeholders. Any profits are reinvested or used to reduce fees. Many other countries are studying the Nav Canada model; it has been cited as an positive example by supporters of recent congressional efforts to privatize the FAA. According to TAAAF's paper, "The partially corporatized model under which Airservices Australia has operated for almost 20 years is increasingly incapable of delivering efficient and affordable air traffic services in a growing aviation market." The coalition states that, while there are different privatization options, Nav Canada's model would work best in Australia. One of Airservices' current responsibilities is rescue and fire services at Australian airports. TAAAF's paper recommends that these functions be transferred to individual airports. As an interim step before any structural changes, the policy paper calls for a sweeping review of how existing ATM capabilities can be used more efficiently to ensure the service is as productive and cost- effective as possible. The coalition also wants industry to have a greater role in the OneSky program, which involves modernization of ATM systems. While the forum supports OneSky in principle, "There are considerable concerns about the cost of the program, the timing of its delivery and the efficiency of its ultimate outcome." An industry-government task force should be created to formulate a new national aviation strategy, the coalition says. Such a body would be able to consider TAAAF's recommendations. A ministerial position should be established by the government to oversee the sector and coordinate reforms, the group believes. The paper calls for the Civil Aviation Act of 1988 to be overhauled, with a new bill to be introduced within two years. According to TAAAF, this would improve the current regulatory framework, and address the fact that Australia "has adopted a highly prescriptive approach to aviation safety regulation, which has seriously hindered the development of the industry, for little discernible safety benefit." Significant reforms for the Civil Aviation Safety Authority should also be prioritized, the coalition says. Among other recommendations, TAAAF urges greater government investment in Australian regional aviation. The paper estimates a significant improvement in access for remote communities could be gained from an investment of as little as AU$20 million per year. www.aviationweek.com Back to Top FBI, Police Investigating Laser Beam Pointed at Aircraft FBI are investigating complaints about a laser, coming from the northern part of Connecticut, pointed at an aircraft on Friday night, police said South Windsor Police said they are checking the northeast corner of the town near East Windsor and Ellington. The pilot of an air plane flying over the state said a laser was pointed at the aircraft from somewhere in the town, police said. "Aiming a laser at an aircraft is a serious safety risk and violates federal law," the Federal Aviation Administration website reads. "Many high-powered lasers can completely incapacitate pilots who are trying to fly safely to their destinations and may be carrying hundreds of passengers." The FAA works with federal, state and local law enforcement agencies to pursue penalties against people aiming lasers at aircraft. Anyone with information related to this incident or any other misuse of a laser pointer please contact the South Windsor Police Department at 860-644-2551. http://www.nbcconnecticut.com/news/local/FBI-Investigating-Laser-Beam-Pointed-at-Aircraft- 377661061.html Back to Top RANKED: Here are the 10 best airports in Europe With demand for air travel in Europe growing at an impressive rate, the need for world-class airports is at an all-time high. Leading aviation reviewer Skytrax recently released the results of its annual World Airport Awards, which includes a list of the best in Europe. The Skytrax annual rankings are based on the impressions of over 13 million fliers from 106 countries. More than 550 airports were included in the survey, which covers 39 service and performance parameters, including facility comfort, location of bathrooms, and the language skills of the airport staff. 10. Vienna International Airport (VIE) Flickr/Roland Moriz Yearly passengers: 22.8 million Previous rank: N/A Why it's awesome: Located just 12 miles from the heart of Austria's capital and largest city, Skytrax reviewers praised the airport for its cleanliness, compact size, and speedy wi-fi connectivity. Vienna International Airport's largest tenants include Austrian Airlines, NIKI, and Eurowings. Source: Skytrax World Airport Awards. Yearly passenger figure is for 2015, provided by Vienna International Airport . 9. Barcelona-El Prat Airport (BCN) Flickr/David Martín :: Suki_ :: Yearly passengers: 39.7 million Previous rank: N/A Why it's awesome: Barcelona-El Prat is one of the busiest airports in Europe and serves as the gateway for region's booming leisure industry. The airport's largest tenants include low-cost carriers Ryanair, Norwegian Air Shuttle, and Vueling. Skytrax reviewers praised the facility for its available dining and shopping options, while complaining about longer wait times. Source: Skytrax World Airport Awards. Yearly passenger figure is for 2015, provided by AENA. 8. Cologne Bonn Airport (CGN) Flickr/Damian Witkowski Yearly passengers: 10.3 million Previous rank: 8 Why it's awesome: Located just 15 kilometers (9 miles) southeast of Cologne, Germany, CGN is a major hub for the budget carrier Germanwings. Skytrax reviewers praised the airport for its modern architecture and its clean and efficient terminal buildings. Source: Skytrax World Airport Awards. Yearly passenger figure is for 2015, provided by Cologne Bonn Airport. 7. Copenhagen Airport (CPH) Flickr/brewbooks Yearly passengers: 26.6 million Previous rank: 6 Why it's awesome: Copenhagen is one of the busiest hubs in Northern Europe and is a major base of operations for Scandinavian Airlines and Norwegian Air Shuttle. Skytrax reviewers lauded the airport for its clearly placed signs and the efficient, though sometimes crowded, facilities. Source: Skytrax World Airport Awards. Yearly passenger figure is for 2015, provided by Copenhagen Airport. 6. Helsinki Airport (HEL) Flickr/John Seb Barber Yearly passengers: 20.1 million Previous rank: 7 Why it's awesome: Located 20 kilometers north of the Finish capital, Helsinki Airport is home to Finnair and is a major hub for Norwegian Air Shuttle. Travelers moving through the airport can pass their time in a variety of ways, whether by visiting an art gallery or an aviation museum, engaging in a book swap, or viewing a scenic terrace. Source: Skytrax World Airport Awards. Yearly passenger figure is for 2015, provided by Finavia Corporation. 5. Amsterdam Schiphol Airport (AMS) Flickr/ Aaron C Yearly passengers: 55 million Previous rank: 4 Why it's awesome: Amsterdam's Schiphol Airport is one of the busiest airports in Europe and serves as a hub for KLM, Transavia, and Delta. Opened in 1916, Schiphol is noted for its wide variety of leisure activities and has a library in which fliers can cozy up with a good book while waiting for their flights. Source: Skytrax World Airport Awards. Yearly passenger figure is for 2014, provided by Airports Council International. 4. Frankfurt Airport (FRA) Flickr/Cristian Bortes Yearly passengers: 59.6 million Previous rank: 5 Why it's awesome: Frankfurt Airport is the third-busiest airport in Europe and one of the most important transit hubs in the world. FRA is home base to Lufthansa's fleet of more than 270 jets. Skytrax reviewers praised the airport for the ease of transit between terminals and the abundant shopping and dining options. Some, however, have complained of the lengthy immigration lines. Source: Skytrax World Airport Awards. Yearly passenger figure is for 2014, provided by Airports Council International. 3. London Heathrow Airport (LHR) Flickr/eGuide Travel Yearly passengers: 73.4 million Previous rank: 3 Why it's awesome: Heathrow is the world's third-busiest airport and the largest of the five primary airports serving London. Heathrow is in the midst of a major renovation with the addition of a brand-new Terminal 2 building. Its eight-year-old Terminal 5 building was once again named the best airport terminal in the world by Skytrax. Heathrow serves as the main hub for British Airways and Virgin Atlantic. Source: Skytrax World Airport Awards. Yearly passenger figure is for 2014, provided by Airports Council International. 2. Zurich Airport (ZRH) Flickr/patrick_nouhailler Yearly passengers: 26.3 million Previous rank: 2 Why it's awesome: Just 8 miles from the heart of Zurich, the airport serves as the home for Swiss International Air Lines and as a hub linking Switzerland's largest city with the rest of the country. For passengers with an extended layover, Zurich Airport offers bicycle and inline-skate rentals and excursions to the Swiss Museum of Transport Lucerne. Source: Skytrax World Airport Awards. Yearly passenger figure is for 2015, provided by Zurich Airport. 1. Munich Airport (MUC) Wikimedia Commons Yearly passengers: 41 million Previous rank: 1 Why it's awesome: Once again, MUC has been rated the best airport in Europe by Skytrax. Located northeast of downtown Munich, MUC is one of the busiest airports in Europe and the second-busiest in Germany, after Frankfurt. Munich serves as a major hub for Air Berlin, Lufthansa, and Condor, and it features airy, glass-heavy architecture. A nearby visitors park features mini golf and a display of historic aircraft. Source: Skytrax World Airport Awards. Yearly passenger figure is for 2015, provided by Munich Airport. http://www.businessinsider.com/the-10-best-airports-in-europe-2016-5 Back to Top Torqued: The FAA Needs to Listen to Aviation Workers, Too by John Goglia With the changes last year to the FAA's compliance philosophy, listening to frontline workers when they raise safety concerns has become even more critical for aviation businesses. In terms of FAA enforcement, the new philosophy makes clear that aviation entities that find and correct their own problems will fare much better than entities that don't when it comes to FAA legal enforcement. Legal enforcement generally involves civil penalties or punitive certificate suspensions, but can also include cease-and-desist and emergency remedial orders. The policy, announced in June last year, states that when deviations from regulatory standards occur, "the FAA's goal is to use the most effective means to return an individual or entity that holds an FAA certificate, approval, authorization, permit or license to full compliance and prevent recurrence." I highlighted the most effective means because here lies the crux of the new philosophy. [To be fair, the philosophy isn't totally new. Elements of it can be found in the agency's Voluntary Disclosure Program for air carriers, repair stations and manufacturers and the Aviation Safety Action Programs for some air carrier and repair station employees.] If an aviation entity or its workers violate the FARs for reasons such as "flawed procedures, simple mistakes, lack of understanding or diminished skills," the FAA is going to give you an enforcement pass if you have a program to do "root cause analysis and training, education or other appropriate improvements to procedures or training programs...which are documented and verified to ensure effectiveness." Basically, this means finding your own problems, figuring out why they happened, fixing them and then making sure that your fix worked. Of course this enforcement philosophy ties in with the FAA's emphasis on using safety management systems to do exactly this: identify hazards, assess risks and ensure that mitigation measures are effective. SMS programs have been adopted by operators large and small, although they were only recently mandated for Part 121 airlines. You can't do any of this very well if you don't listen to your frontline workers. After all, they are most often the proverbial canaries in the coal mines of aviation, warning about issues and concerns before the incident or accident occurs. So while the FAA's enforcement philosophy squarely puts the burden on regulated entities to find and fix their problems-in large part by listening to what their workers are telling them or they miss out on the enforcement benefit if any regulations are violated-will the agency similarly start placing greater emphasis on investigating safety complaints from aviation workers that are brought to its attention? What got me thinking about this was reading the Senate's version of the 2016 FAA Reauthorization Act. It's that season of FAA reauthorization with the House and Senate proposing vastly different bills. Last month I discussed my opposition to the House version with its proposed privatizing of air traffic control. I believe the airspace is a public domain and that its control should remain a government function. But the House's proposal was especially disturbing because it put so much power in just one segment of airspace users, the airlines. So while the sponsors of the bill emphasized that the corporation would be a nonprofit, it would effectively be run by for-profit interests. But I digress. FOREIGN REPAIR STATION CONCERNS This month, I've been reading what the Senate side would like to see the FAA do in its reauthorization bill. I read these bills-this one runs 289 pages-to see what Congress is planning so I can have my say before it's too late. And to some extent, so you, my readers, won't have to. Although I admit, I skim a lot. One thing I'm always struck by when I read these bills is how detailed the directives to the FAA are. Congress really does like to micromanage the agency. But before you start feeling too bad for the FAA, some micromanagement seems well justified. So, here's a section of the proposed bill that struck me. Section 2502 addresses repair stations located outside the U.S., a point of contention for many years, partially because of the jobs that many believe were siphoned overseas but also because the quality of the work was often not up to U.S. standards. The bill would require the FAA to ensure that its safety assessment system not only "places particular consideration on inspections of [foreign] Part 145 repair stations" that perform heavy maintenance for Part 121 airlines but also "accounts for the frequency and seriousness of any corrective actions that Part 121 air carriers must implement to aircraft" following repairs at foreign repair stations. Of course, it should be obvious to anyone, certainly the agency charged with the safety oversight of the airline industry, that if airlines have to do a lot of serious rework of maintenance accomplished by foreign repair stations there's a problem. It doesn't take a maintenance expert to tell you that if work frequently comes back from repairs abroad needing to be corrected or if there are serious discrepancies between the maintenance done and the air carrier's manual requirements, the FAA's assessment of those foreign repair stations should be tracking that. Obvious as it may be, it has been a complaint of U.S. airline workers for years. To earn this very direct statutory requirement the FAA has pretty much ignored many of the complaints coming from frontline maintenance workers or their representatives. To a great extent the agency has turned a deaf ear to repeated complaints that work coming from foreign repair stations needed significant re-work to put the aircraft in compliance with FARs. Often, workers are told-I've been told this myself-that the worker complaints are "union-management" disputes. Or, the worker is a "disgruntled" employee. Well, it seems the Senate is telling the FAA to listen up. Even if these workers are "biased" against foreign repair stations or "disgruntled" employees, that doesn't make them liars or their complaints untrue. If the FAA perceives a complaint to be biased, it should do what every investigator does when a witness is partial to one side or the other: corroborate the statement. Maintenance has a paper trail. If re-work was done, it will be documented. But most important, the FAA needs to start listening to aviation workers regardless of whether they work in a hangar, on the ramp, a cockpit, a cabin, an airport or even in an office cubicle. Especially when they take the time to file hotline complaints. Just as the FAA expects aviation employers to listen to frontline worker concerns, it needs to do the same. It shouldn't take a directive from Congress to achieve that. https://www.ainonline.com/aviation-news/blogs/torqued-faa-needs-listen-aviation-workers-too Back to Top Sydney Airport plane tracking system regularly failing, workers fear for passenger safety A critical plane tracking system at Australia's busiest airport is failing regularly, leaving air traffic controllers deeply concerned about safety. Key points: * 15 failures detected in WAM system in last month alone, according to controller fault logs * Earliest recorded failure has been at 9:10am * At no time should "expediency take precedence over safety", Civil Air says * The failures have so far not resulted in any major safety incidents at Sydney Airport, but air traffic controllers fear it is only a matter of time. When the system fails, planes disappear from one screen and are only visible on the older, slower radar screen. In the last month alone, there were 15 failures detected in the Wide Area Multilateration (WAM) system, according to controller fault logs obtained by the ABC. Despite the problems, Airservices Australia continues to use the system, which allows them to land more planes per hour. The organisation, which manages Australia's airspace, has acknowledged some concerns about instability and agreed to only rely on the system between 7:00am and 9:00am - peak times during weekdays. The earliest recorded failure has been at 9:10am and controllers believe the use of the entire system should be suspended until it is fixed, or staff get the right training. Do you know more? Email investigations@abc.net.au Internal defect reports describe WAM problem as 'systematic' Controller's log of failures in WAM system PHOTO: A controller's log of failures in the WAM system from March 20 to April 18. (Supplied) The air traffic controllers' union, Civil Air, believes at no time should "expediency take precedence over safety". What is Wide Area Multilateration (WAM)? In order to land more planes per hour during poor visibility conditions, such as low cloud, air traffic controllers use a sophisticated surveillance system called WAM WAM is faster than radar Allows controllers to land planes on Sydney Airport's parallel runways, where they are separated by a few seconds (1 kilometre) When WAM fails, planes disappear from one screen, only appearing on the separate radar - leaving controllers unable to accurately determine if aircraft are potentially heading into one another The ABC has seen emails to management where staff express "no confidence" in the system and fear that "there is a norm forming of acceptable instability". Controller logs of faults obtained by the ABC from between March 20 and April 18 this year show the system has failed 15 times and internal defect reports have described the problem as "systematic". If the aircraft are not 2 nautical miles (3.7 kilometres) apart when the WAM fails, controllers have to divert all planes on final approach to the runway - known as a multiple breakout - which is a scenario that controllers have not been trained for. "The reality is we haven't simulated breaking out six aircraft," Civil Air president Daryl Hickey said. "These people can deal with these complex situations quite well but the reality is we haven't trained for it, we haven't simulated for it. "So we couldn't say with any certainty what might happen." Controllers have not yet had to run the untrained multiple breakout scenario - as when the WAM has failed, the planes have been more than 2 nautical miles apart. On its website, Airservices Australia states WAM and "Parallel Runway Monitoring (PRM) can potentially cut air traffic delays caused by poor weather by as much as 80 per cent". This can have significant flow-on effects - if the number of planes per hour drops significantly, more flights would be placed into lengthy holding patterns and some would most likely be cancelled. Email sent to staff as controller dissatisfaction builds Air traffic controller concerns have been building and management was forced to quell dissatisfaction two weeks ago. If you're unable to identify what's causing the fault then we don't think you can say with any certainty that it won't happen at an earlier time in the day. Civil Air president Daryl Hickey "We understand that several of you are not satisfied that we have followed the [Safety Management System] in our risk assessment and management of the WAM issue," the email to staff read. "The control to only use PRM [and using WAM] between the hours of 7:00am to 9:00am is providing the same level of operational risk as we have always carried. "We do not expect to have a failure between the hours of 7:00am to 9:00am. "There have been no failures, whether we are in PRM or not, between the hours of 7:00am to 9:00am. "This is why we are only going to run PRM between 7:00am to 9:00am. This is a standard aviation risk- based approach." But that is not a presumption Civil Air accepts. "If you're unable to identify what's causing the fault then we don't think you can say with any certainty that it won't happen at an earlier time in the day," Mr Hickey said. Airservices Australia is also forcing airlines to carry 50 per cent more holding fuel (30 minutes extra as opposed to 20 minutes) during PRM operations. In a statement, Airservices Australia acknowledged an "issue" but said it maintained "multiple redundancy in all its surveillance systems". "Any single system unavailability does not impact aviation safety," a spokesperson said. "Our highly trained controllers have the skills and knowledge to manage system unavailability. "Airservices has been working closely with the vendor since December 2015 to resolve an issue ... which can have some impact on the number of landing aircraft during poor weather." http://www.abc.net.au/news/2016-05-02/plane-tracking-system-regularly-failing-at-sydney- airport/7376740 Back to Top ExTHAI MD favourite to head CAAT The former managing director overseeing aviation resource development at Thai Airways International is emerging as the favourite to become the new director of the Civil Aviation Authority of Thailand (CAAT), a source close to the selection committee said. The source from the Ministry of Transport, who declined to be named, said Sqn Ldr Alongkot has many years of experience in the aviation industry under his belt, which could give him the edge over his rival for the position, Chula Sukmanop, the directorgeneral of the Department of Airports. Last year, the International Civil Aviation Organisation (ICAO) issued Thailand a red flag, urging the country to correct aviation safety deficiencies. The audit is intended to assess the performance and expertise of the civil aviation authority. Thai authorities plan to invite the ICAO to conduct an audit this year. Sqn Ldr Alongkot, who attended the Armed Forces Academies Preparatory School class 12, is president of the Thai flight training academy. The other candidates who applied for the position of CAAT director, according to the source, included ACM Arom Pattawee, Deputy Chief of Joint Staff? AM Chonnanart Theplip, an academic at Rangsit University's Aviation Institute? Sqn Ldr Wattana Manont, the Civil Aviation Training Centre's VicePresident of Academic Affairs, and Gp Capt Akenarit Sudjaitham. ACM Arom, Sqn Ldr Alongkot and Mr Chula all passed the initial screening process, the source said. However, Mr Chula later announced he wanted to withdraw from the running. Mr Chula confirmed to the media he had withdrawn from the selection but refused to give any reasons why. Anusorn Sangnimnuan, who chairs the selection committee for the new CAAT director, will choose the successful candidate today. The new director will be announced at a CAAT board meeting, which will be chaired by transport permanent secretary Chartchai Thipsunawee, the source said. A committee will be set up to negotiate with the newly appointed CAAT director on his monthly salary. The employment contract for the position will be signed by the end of this month. http://www.bangkokpost.com/news/transport/955689/ex-thai-md-favourite-to-head-caat Back to Top UND's aviation career fair draws industry leaders GRAND FORKS, ND (WDAZ-TV) - When the largest aviation school in country has a career fair, it's big for business. UND students organize the entire event and often it's former UND students now representing employers looking to recruit from the best and brightest. More than planes were taking off at the Grand Forks airport Friday - it was the 35th annual aviation career fair UND and it's entirely coordinated by students. One student who's starting her path in aviation has trouble keeping her feet on the ground in more ways than one. Kyley Foster, UND student: "I pole vault on the track team." Kyley Foster may only be a freshman, but companies here say it's never too early to make an impression on employers. Amanda Pearson, UND graduate: "Even if you're a freshman, you got to go around a meet people. The more you know about the industry the more you know about where you want to go." Pearson should know. A few years ago she was one of the students that helped coordinate this event. Now she's a pilot and brought her company here to try to find potential hires. The career fair has seen a lot of growth in a couple years and that could be because of industry demand. Forbes reports that U.S. airliners are in the beginning stages of pilot shortage. Without finding more pilots it could lead to higher labor costs or even slowing growth. But here it's more than just a place for pilots. Mitchell Rufer, UND student: "People think aviation, they think pilot, they think plane. But, for every one pilot in the air there is 15 people on the ground." This year 40 employers packed the Grand Forks Air Port for the 1,300 UND aviation students and more. Pearson: "It's huge for the industry. Like, there's people that have never gone to UND, that are not here representing a company, that fly to Grand Forks to come to this career fair just because of how many people show up at it." As for Foster, she hopes to pilot a helicopter someday. She introduced herself to Valley Med Flight, the Midwest's largest air medical service provider in hopes that someday it could land her job. UND's aerospace program just earned the FAA's top safety ranking earlier this month. http://www.wdaz.com/news/north-dakota/4022066-unds-aviation-career-fair-draws-industry-leaders Back to Top Ohio signs $1.6M research agreement with FAA ATHENS - The Russ College of Engineering and Technology's Avionics Engineering Center has signed a $1.6 million, five-year agreement with the Federal Aviation Administration's flight inspection services to provide technical support to enhance the development, evaluation, and certification of airspace navigational systems, instrument flight procedures, and avionics equipment. "I welcome the opportunity to apply our expertise, research facilities and aircraft to test, evaluate, measure and analyze the resulting data to research FAA issues and provide prompt solutions," said Mike DiBenedetto, the center's director. "The research by Avionics faculty, staff, and students will assist the FAA accomplish their safety, security and system efficiency goals, and our students will benefit from the education and training obtained by conducting theoretical studies and implementing practical solutions." DiBenedetto explained that part of the FAA's thorough testing of equipment and instrument flight procedures includes flight inspections of new installations prior to use in the National Airspace System (NAS) and periodic inspection of existing equipment. These inspections help ensure that the equipment operates properly before being brought online and that it continues to operate properly during its service lifetime. "The FAA flight inspections crews are really in that front-line role of ensuring that this element of the infrastructure is available and suitable for use by the flying public," DiBenedetto said. The FAA will rely on the expert research team at the Avionics Engineering Center to help develop the pass/fail parameters for the equipment and instrument procedures being inspected. "We'll help them determine the requirements in terms of the assessment, and in terms of what specialized equipment flight inspection aircraft may have to have in order to accomplish those assessments in an airborne environment," DiBenedetto said. http://mydailysentinel.com/news/5689/ohio-signs-1-6m-research-agreement-with-faa Back to Top PhD Research Request Helicopter Pilots, This is a request for you to participate in a research study for my doctoral degree. The purpose is to study the relationship between safety management systems, incidents and accidents, and company performance for small helicopter companies with less than 5 aircraft and in the last 10 years. This research is in conjunction with safety efforts by the US Helicopter Safety Team and the Helicopter Association International. There are series of questions regarding safety management systems, incidents and accidents, and company performance. To participate, you must be between age 21 to 60, had some aircrew experience with any type of small civil helicopter organization (5 aircraft and under) and in the United States in last 10 years. Current helicopter student pilots can participate. Please follow the link below and fill but if you start, please finish the survey. It will only take about 12 minutes to complete. The survey does not include any identifiable data about the crewmember, places of employment, or OEM. https://www.surveymonkey.com/r/5VPCZZ5 Thank you very much for your participation! Principal Investigator Scott Burgess Doctoral student at Northcentral University S.Burgess4793@email.ncu.edu Curt Lewis