Flight Safety Information September 14, 2017 - No. 184 In This Issue Incident: British Airways A321 at Amsterdam on Sep 12th 2017, engine shut down in flight Incident: Canada A320 enroute on Sep 7th 2017, engine compressor stall Incident: TuiFly B738 at Funchal on Sep 12th 2017, bird strike Incident: ATA MD83 at Tabriz on Sep 12th 2017, bird strike Cessna 402B Businessliner Gear Collapse During RTO (Nantucket, MA) Pilots in fatal mid-air crash in Leicestershire 'saw each other too late' (UK) Smoke in cockpit of easyJet flight caused by known fault EVAS - Cockpit Smoke Protection 1 injured after airplane, tug collide on ramp at Charlotte airport Coach-class seats are so tight that FAA dummies keep shattering seatback video screens with their head Acid leak on Malaysia Airlines aircraft caused by box of wet cell batteries NTSB: Pilot reported throttle trouble before copter crash that killed country star Troy Gentry Thailand suspends Thai Vietjet Air from international flights pending safety tests EasyJet training aims to cut persistent flap-lever mix-ups IS-BAH Program Upping Safety Ante At FBOs Globally Jetstar Tightens Tire Checks After Boeing 787 Flap Failure Inmarsat signs two key agreements for SwiftBroadband-Safety US approves $5 billion fighter jet sale to Canada Boeing to raise 787 jet output, upbeat on 777 American Holds Talks With Airbus on Fate of A350 Deal Boeing Wins $600 Million Contract to Design the Next Air Force One 2017 ISASI Jerome Lederer Award Winner - Mr. Chan, Wing Keong POSITION: Manager of Safety Management Systems CHC Safety & Quality Summit - 2017 (September 27-29; Grapevine, TX) NBAA - BACE (October 10-12, 2017) Las Vegas, NV POSITION: SMS Manager Incident: British Airways A321 at Amsterdam on Sep 12th 2017, engine shut down in flight A British Airways Airbus A321-200, registration G-EUXM performing flight BA-433 from Amsterdam (Netherlands) to London Heathrow,EN (UK), was climbing out of Amsterdam's runway 24 when the crew declared PAN PAN PAN reporting the right hand engine (V2533) had failed. The crew requested to level off at FL070, worked the severe engine damage checklist, shut the engine down and returned to Amsterdam for a safe landing on runway 27 about 35 minutes after departure. A passenger video showed sparks flying off the engine. The aircraft had departed with a delay of about 4 hours following arrival in Amsterdam on schedule. Passengers reported they were told the aircraft had received a bird strike into the right hand engine on arrival into Amsterdam, the engine had been inspected and cleaned causing the delay. After departure there was a loud bang, sparks were seen flying off the engine, and they returned to Amsterdam. http://avherald.com/h?article=4ae4c256&opt=0 Back to Top Incident: Canada A320 enroute on Sep 7th 2017, engine compressor stall An Air Canada Airbus A320-200, registration C-FKCK performing flight AC-799 from Toronto,ON (Canada) to Los Angeles,CA (USA) with 70 people on board, was enroute at FL360 when the left hand engine (CFM56) suffered a compressor stall. The crew followed the checklists, the engine recovered and the flight continued to destination, further climbing to FL380, without further incident for a safe landing about 2:50 hours later. The Canadian TSB reported maintenance replaced the IP check valve on the left hand engine. http://flightaware.com/live/flight/ACA799/history/20170907/1845Z/CYYZ/KLAX http://avherald.com/h?article=4ae4bf7f&opt=0 Back to Top Incident: TuiFly B738 at Funchal on Sep 12th 2017, bird strike A TuiFly Boeing 737-800, registration D-ATUH performing flight X3-2806 from Frankfurt/Main (Germany) to Funchal (Portugal), was on final approach to Funchal's runway 05 when a bird (reportedly a homing pigeon) impacted the nose of the aircraft. The aircraft continued for a safe landing a few minutes later. The aircraft was unable to depart for the return flight however due to the dent in the nose. The 160 passengers waiting for the return flight were taken to hotels. The aircraft is still on the ground in Funchal about 14 hours after landing. http://avherald.com/h?article=4ae428a7&opt=0 Back to Top Incident: ATA MD83 at Tabriz on Sep 12th 2017, bird strike An ATA Airlines Iran McDonnell Douglas MD-83, registration EP-TAR performing flight I3-6636 from Tabriz (Iran) to Baku (Azerbaijan), was in the initial climb out of Tabriz when the left hand engine (JT8D) ingested a bird prompting the crew to return to Tabriz for a safe landing about 10 minutes after departure. A replacement MD-83 registration EP-TAP resumed the flight. The airline reported the aircraft returned to Tabriz after an engine ingested a bird. http://avherald.com/h?article=4ae41a30&opt=0 Back to Top Cessna 402B Businessliner Gear Collapse During RTO (Nantucket, MA) Date: 13-SEP-2017 Time: 07:30 a.m. Type: Cessna 402B Businessliner Owner/operator: F-V Theresa Madeline Inc Registration: N836GW C/n / msn: 402B1242 Fatalities: Fatalities: 0 / Occupants: 1 Other fatalities: 0 Airplane damage: Substantial Location: Nantucket Memorial Airport (KACK), Nantucket, MA - United States of America Phase: Take off Nature: Unknown Departure airport: Nantucket Mem'l (KACK) Destination airport: Narrative: During an aborted takeoff attempt, the plane sustained a landing gear collapse. There were no personal injuries. https://aviation-safety.net/wikibase/wiki.php?id=199649 Back to Top Pilots in fatal mid-air crash in Leicestershire 'saw each other too late' (UK) Seventy-year-old Chris Armstrong suffered multiple injuries and was pronounced dead at the scene The pilots of a plane and glider involved in a fatal mid-air crash did not see each other "in sufficient time", a report has revealed. Glider pilot Chris Armstrong, 70, was killed in the crash near Lubenham, Leicestershire, in December. The Air Accidents Investigation Branch report said the low sun "would have reduced the likelihood" of Mr Armstrong seeing the Cessna 150 aircraft. The plane suffered damage to its right wing but landed safely. The Cessna 150 was on a training flight from the Hinton-in-the-Hedges Airfield to Leicester Airport In the Cessna were a flying instructor and a student on a training flight from the Hinton-in-the-Hedges Airfield to Leicester Airport. The report said the instructor was "aware" of other aircraft in the area, which "were a source of distraction". When the glider was spotted, the instructor "made an instinctive control input to pitch the aircraft nose- down and roll left" to try to avoid the collision, but shortly after they heard "a loud bang". The plane was left with "significant damage" to its right wing According to one eyewitness, visibility was "excellent, apart from when flying toward the low sun", and after the collision Mr Armstrong's glider rolled downwards steeply before crashing into a field. Mr Armstrong was pronounced dead at the scene. A post-mortem found he suffered "multiple injuries" when his glider hit the ground, and health issues were not a factor in the collision. The AAIB report said both pilots "were appropriately qualified and experienced to conduct their respective flights". It said there were "no electronic means" on the plane "to increase the ability to detect other aircraft", with the pilots relying on "lookout and visual detection, which has limitations". http://www.bbc.com/news/uk-england-leicestershire-41258843 Back to Top Smoke in cockpit of easyJet flight caused by known fault The flight had to issue a mayday shortly after taking off from Edinburgh Airport. The plane had to divert to Newcastle. Smoke appeared in the cockpit of an easyJet flight just after it took off from Edinburgh due to an electrical fault which was known to the aircraft manufacturer. EasyJet was unaware that ten similar failures had been reported previously, according to and Air Accidents Investigation Branch (AAIB) report. The captain and co-pilot became aware of smoke and fumes just 11 minutes after taking off from Edinburgh Airport in November last year with 172 passengers on board. They were forced to don their oxygen masks, issue a mayday alert and divert the Airbus A320 to Newcastle. The source of the smoke was traced to an overheated device which converts voltage in the cockpit, the AAIB found. Airbus did transmit warnings about the problem but they were in a format used for "information" rather than "instructions" and were not routinely reviewed by easyJet. Another "large UK operator" also did not regularly study these messages, the inquiry revealed. EasyJet believes the defect should have been "classified as a safety issue" and communicated to carriers in higher-profile alerts. Both the aircraft manufacturer and the airline "intend further safety action", the AAIB stated. There was also a three-minute delay in the co-pilot being able to speak to cabin crew due to difficulties using the aircraft's phone system. 'We raised this as a concern with Airbus following the diversion.' EasyJet The incident occurred on flight EZY6931 from Edinburgh to Hamburg, Germany, on November 28 (2016) last year. The aircraft landed safely in Newcastle and the passengers were able to disembark normally. An easyJet spokeswoman said: "Safety critical instructions communicated to easyJet via Airbus are always reviewed and acted upon at the time of publication. "We raised this as a concern with Airbus following the diversion. "The safety of its passengers and crew is easyJet's highest priority and easyJet operates its fleet of aircraft in compliance with all manufacturers' guidelines." https://stv.tv/news/east-central/1397726-smoke-in-cockpit-of-easyjet-flight-caused-by-known-fault/ Back to Top Back to Top 1 injured after airplane, tug collide on ramp at Charlotte airport CHARLOTTE, N.C. - An American Eagle airplane made contact with a tug on a ramp near Terminal E Wednesday at Charlotte Douglas airport, officials said. The fire department and medical personnel responded. The tug driver was injured and taken to the hospital. Airport officials said 31 people were on the plane, and that customers should expect some residual flight delays for regional flights departing and arriving Charlotte. Channel 9 saw damage to the wing of the aircraft. The Federal Aviation Administration is investigating the incident. http://www.wsoctv.com/news/local/airplane-hits-tug-injuring-one-on-runway-at-charlotte-douglas- airport/608838284 ************ Date: 13-SEP-2017 Time: 16:36 Type: Canadair CL-600-2B19 Regional Jet CRJ-200ER Owner/operator: PSA Airlines, opf American Eagle Registration: N261PS C/n / msn: 7959 Fatalities: Fatalities: 0 / Occupants: 34 Other fatalities: 0 Airplane damage: Substantial Location: Charlotte Douglas International Airport, NC (CLT) - United States of America Phase: Taxi Nature: Domestic Scheduled Passenger Departure airport: Charleston-Yeager Airport, WV (CRW/KCRW) Destination airport: Charlotte Douglas International Airport, NC (CLT) Narrative: PSA Airlines flight 5233, a CRJ-200ER aircraft, and a tug collided on the north ramp at Charlotte Douglas International Airport. The collision occurred while the aircraft was taxiing to the gate after landing. https://aviation-safety.net/wikibase/wiki.php?id=199676 Back to Top Coach-class seats are so tight that FAA dummies keep shattering seatback video screens with their heads during crash simulations * Seats and leg room on airplanes have been shrinking with the rise of budget airlines that try to cram as many people on a flight as possible * The dwindling space between seats is creating concerns not just about comfort - but safety as well * A new report revealed that crash test dummies have been consistently breaking seatback video screens with their heads during simulations * No coach seat stands up to the Department of Transportation's regulations for flight attendant seats With the rise of budget airlines, Americans are dealing with ever-shrinking seats and leg room on planes - and it may be creating more than just a comfort issue. The space between rows in coach cabins have gotten so slim that now none pass the standard for safety the Department of Transportation uses for flight attendant seating, according to a recent report from the Daily Beast. Flyers Rights, an activist group that has been fighting for flyer safety on airplanes, says the issue has to do with pitch, the space from rows, measured from the top of one seatback to the seatback in front or behind them. In the early 2000s, the average pitch width was about 35 inches. Today, it's decreased to 31 inches, and in some cases, as small as 28 inches. The space between rows on airplanes has become so slim, that it may be a safety issue That's an issue in a crash situation because it means that passengers might not be able to lean forward to hold the brace position, or that they may hit their heads on the seat back in front of them during collision - resulting in a possibly grave injury from blunt force trauma. That seems to be backed up by DOT documents, showing the results of tests on seatback video screens on planes. Before the FAA allowed manufacturers to substitute cheaper seatback screens, dummies regularly shattered the screens in crash simulations. While the Daily Beast was not able to find any safety standards when it came to pitch size on planes, they did find regulations for flight attendant seats that were startling. The regulations shows that there needs to be 35 inches between the back of the seat to the seat in front of them in order to avoid a 'head strike'. Currently, no coach seats pass that standard of width, according to a court briefing from Flyers Rights. The group is currently fighting the FAA to place a moratorium 'on any further reductions in seat size, pitch and passing and aisle width'. They also want a task force to be established to set new standards for seat and passenger space. The FAA has until December 28 to respond to the request. http://www.dailymail.co.uk/news/article-4881302/Are-coach-class-seats-dangerously-cramped.html Back to Top Acid leak on Malaysia Airlines aircraft caused by box of wet cell batteries The acid leak on board a Malaysia Airlines aircraft at the Kota Kinabalu International Airport yesterday (Wednesdsay) originated from a box of wet cell batteries. KOTA KINABALU: The acid leak on board a Malaysia Airlines aircraft at the Kota Kinabalu International Airport yesterday (Wednesdsay) originated from a box of wet cell batteries. Malaysia Airports Kota Kinabalu senior manager Sunif Naiman, when contacted, confirmed that a 40kg CPU battery had leaked inside the aircraft cargo compartment. "We received notification at 5.35pm (yesterday) about an incident involving a chemical leak on board flight MH2614. "Upon landing, the aircraft was parked at Bay 5B and was cordoned off thereafter," he said, adding that the flight was from Kuala Lumpur. Sunif said the Airport Fire and Rescue Services was called to proceed to the site and reached the aircraft parking bay at 6.07pm. A hazardous material (Hazmat) team of 12 personnel was then called in to assist in neutralising the acid spill. Sunif noted that the operation went smoothly. The incident did not affect other flight as well as airport operations. According to a report by the Sabah Fire and Rescue Department, the Hazmat team inspected the cargo compartment and conducted a test on the acid leak using pH paper. It stated that the reading was pH5 and the spill involved a UN2794 liquid-type acid, which is a corrosive substance. "Cleaning work on the acid spill was carried out using sulphur powder and collected into a waste drum," said the department. The drum was then handed over to the airport staff for the next course of action. https://www.nst.com.my/news/nation/2017/09/279458/acid-leak-malaysia-airlines-aircraft-caused-box- wet-cell-batteries Back to Top NTSB: Pilot reported throttle trouble before copter crash that killed country star Troy Gentry NTSB Identification: ERA17FA317 14 CFR Part 91: General Aviation Accident occurred Friday, September 08, 2017 in Medford, NJ Aircraft: SCHWEIZER 269C, registration: N204HF Injuries: 2 Fatal. This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. NTSB investigators either traveled in support of this investigation or conducted a significant amount of investigative work without any travel, and used data obtained from various sources to prepare this aircraft accident report. On September 8, 2017, about 1300 eastern daylight time, a Schweizer 269C-1 helicopter, N204HF, operated by Helicopter Flight Services, was substantially damaged during collision with terrain while performing a forced landing to Runway 01 at Flying W Airport (N14), Medford, New Jersey. The commercial pilot and passenger were fatally injured. Visual meteorological conditions prevailed, and no flight plan was filed for the personal flight which was conducted under the provisions of 14 Code of Federal Regulations Part 91. According to the chief flight instructor for the operator, the purpose of the flight was to provide an orientation/pleasure flight to the passenger who was scheduled to perform in a concert on the airport later that evening. Several minutes after takeoff, the pilot reported over the airport UNICOM frequency that he was unable to control engine rpm with throttle inputs. He reported he could "roll" the twist-grip, but that there was no corresponding change in engine rpm when he did so. The company flight instructor and another certificated helicopter flight instructor were monitoring the frequency and engaged the pilot in conversation about potential courses of action to affect the subsequent landing. Options discussed included a shallow approach to a run-on landing, or a power-off, autorotational descent to landing. The pilot elected to stop the engine and perform an autorotation, which was a familiar procedure he had performed numerous times in the past. Prior to entering the autorotation, the pilot was advised to initiate the maneuver over the runway. The company flight instructor reported that the helicopter entered the autorotation about 950 ft above ground level, and that the helicopter was quiet during its descent "because the engine was off." During the descent, the rotor rpm decayed to the point where the instructor could see the individual rotor blades. The helicopter descended from view prior to reaching the runway threshold and the sounds of impact were heard. Both instructors reported that a high-pitched "whine" could be heard from the helicopter during the latter portion of the descent. A video forwarded by local police showed the helicopter south of the runway as it entered what appeared to be a descent profile consistent with an autorotation. Toward the end of the video, the descent profile became more vertical and the rate of descent increased before the helicopter descended out of view. No sound could be heard from the helicopter. The pilot held commercial and instructor pilot certificates, each with ratings for rotorcraft-helicopter and instrument helicopter. His most recent Federal Aviation Administration (FAA) second-class medical certificate was issued April 12, 2017. Excerpts of the pilot's logbook revealed he had logged 480.9 total hours of flight experience. It was estimated that he had accrued over 300 total hours of flight experience in the accident helicopter make and model. The last entry logged was for 1.2 hours in the accident helicopter on the day of the accident. The company training records indicated the pilot had received the training required by the operator for employment as a flight instructor, and his last airman competency check was completed satisfactorily on April 19, 2017 in the accident helicopter. According to FAA records, the helicopter was manufactured in 2000 and had accrued approximately 7,900 total aircraft hours. Its most recent 100-hour inspection was completed August 17, 2017 at 7,884 total aircraft hours. At 1254, the weather recorded at South Jersey Regional Airport (VAY), 2 miles west of N14, included clear skies and wind from 260° at 13 knots gusting to 18 knots. The temperature was 21°C, and the dew point was 9°C. The altimeter setting was 30.13 inches of mercury. Airmen's Meteorological Information (AIRMET) Sierra for instrument meteorological conditions and mountain obscurations was in effect for the area surrounding the accident site at the time of the accident. The wreckage was examined at the accident site, and all major components were accounted for at the scene. The initial ground scar was about 10 ft prior to the main wreckage, which was about 220 ft prior to the threshold of runway 01 and aligned with the runway. The cockpit was significantly deformed by impact damage, and the tailboom was separated at the fuselage. The engine and main transmission remained mounted in the airframe, and all main rotor blades were secured in their respective grips, which remained attached to the main rotor head and mast. The pitch-change link for the yellow rotor blade was fractured, with fracture signatures consistent with overstress. Each of the three blades was bent significantly at its respective blade root. The blades showed little to no damage along their respective spans toward the blade tips, which was consistent with low rotor rpm at ground contact. Flight control continuity was established from the individual flight controls, through breaks, to the main rotor head and tail rotor. Drivetrain continuity was also established to the main and tail rotors. The engine was rotated by hand at the cooling fan, and continuity was confirmed from the powertrain through the valvetrain, to the accessory section. Compression was confirmed on all cylinders using the thumb method. The magnetos were removed, actuated with a drill, and spark was produced at all terminal leads. Borescope examination of each cylinder revealed signatures consistent with normal wear, with no anomalies noted. The carburetor was separated from the engine, displayed impact damage, and was found near the initial ground scar. The throttle and mixture arms were actuated by hand and moved smoothly through their respective ranges. The filter screen was removed, and was absent of debris. The carburetor contained fuel which appeared absent of water and debris. The collective control and jackshaft assembly as well as the associated throttle cable, push-pull tube, and bellcrank assemblies were retained for further examination at the NTSB Materials Laboratory. https://www.ntsb.gov/_layouts/ntsb.aviation/brief.aspx?ev_id=20170908X43517&key=1 Back to Top Thailand suspends Thai Vietjet Air from international flights pending safety tests Thailand's government has suspended all domestic airlines from operating international flights if they have not received new operating certificates from the country's aviation body, according to the Bangkok Post. The executive order, signed by Thai Prime Minister Prayut Chan-o-cha on Tuesday, affects 12 airlines including Thai Vietjet Air, a subsidiary of Vietnamese low-cost airline VietJet Air. The airlines will still be able to fly within Thailand. The 12 airlines hold a combined market share of only 2 percent, so the government is confident the move will have little impact on the country's tourism-dependent economy, Reuters quoted the head of the Civil Aviation Authority of Thailand (CAAT) as saying. The CAAT was set up in 2015 to resolve flaws in Thailand's commercial aviation sector after the industry was red-flagged by the International Civil Aviation Organization (ICAO) in June that year. It has been tasked with auditing and re-certifying the country's airlines to make sure they meet ICAO standards. "It's not that they failed the assessment, the assessment has not been completed yet," Reuters quoted Chula Sukmanop, director general of CAAT, as saying. Thai Vietjet Air and Orient Thai Airlines, another airline affected by the suspension, are expected to resume international flights as soon as next month, according to Chula. The other airlines are expected to be re-certified and have their suspension lifted by January 31, 2018, Chula added. Thai Vietjet Air is a joint venture between VietJet Air and Thailand's Kan Air and is part of the Vietnamese low-cost carrier's plans to expand further into international markets. The airline was licensed in late 2014 and commenced operations in early 2015. https://e.vnexpress.net/news/travel-life/thailand-suspends-thai-vietjet-air-from-international-flights- pending-safety-tests-3641095.html Back to Top EasyJet training aims to cut persistent flap-lever mix-ups UK low-cost operator EasyJet is focusing pilots' attention on lever and switch identification after a series of incidents involving premature flap retraction on Airbus A320-family jets. The UK Air Accidents Investigation Branch has disclosed details of two more events on EasyJet flights in which the crew inadvertently retracted the flaps, rather than the landing-gear, shortly after take-off. One occurred at Bristol on 30 June last year while a second, at Nice, took place on 19 March this year. These followed two other similar incidents, at Bristol and Amsterdam, which both occurred on 16 February 2016. EasyJet has conducted a study into flap mis-selection events in the wake of the events, analysing the circumstances and implications in co-operation with Airbus. The carrier was particularly concerned about the risks presented by the loss of lift while the aircraft was still in a relatively low energy state and close to the ground. Airbus has reassured that, if take-off performance calculations have been correctly computed, the aircraft's angle-of-attack protection systems would allow a safe climb after flap mis-selection - even when combined with other adverse factors, such as terrain clearance. These protection systems would have inhibited slat retraction if it had detected higher climb angles or lower speeds. Airbus also confirmed, during the study, that aircraft climb performance following early flap retraction would exceed that demonstrated during an engine failure after take-off. The landing-gear lever on the A320 family is located just to the right of the central display screens, while the flaps lever is on the centre pedestal behind the thrust levers. While the two levers are widely separated in the cockpit layout, EasyJet had remarked - after two incidents in February 2016 - that routine tasks are "more vulnerable to action slips" than those which are "cognitively demanding". It is amending its training procedures to emphasise "active monitoring", ensuring that crews focus on switch and lever selections, and adjusting its operating procedures so that flap and landing-gear levers are positively identified before being moved. EasyJet is also working to reduce distraction and increase awareness of mis-selection events - although, ironically, the pilots involved in those on 30 June 2016 and 19 March 2017 each indicated that they might have been distracted by discussions and thoughts about previous mis-selection incidents, says the inquiry. www.flightglobal.com Back to Top IS-BAH Program Upping Safety Ante At FBOs Globally * An international safety standard for ground handlers The assignment was workaday for a busy southeastern U.S. fixed base operator (FBO): Hitch the parked Gulfstream 550 to a tug and tow it to the terminal ramp. Although the travel distance was relatively short, the journey went terribly awry. As the tug driver made a 90-deg. turn, the pressure imposed by the 67,000-lb. aircraft in the maneuver suddenly snapped the tow bar in two. Unfortunately, that failure occurred with the Gulfstream aligned on a slight downward slope, and so the aircraft continued rolling on its own, pushing the bar in front like a knight's broken lance. The menacing thing found its mark: a parked King Air C90. The protuberance slid under the turboprop, lifting the entire aircraft until it smashed through the Gulfstream's windshield and came to rest atop the latter's fuselage and blocking its main door (see photo). The accident, in which no person was even scratched, destroyed the Beechcraft and caused millions of dollars' worth of damage to the Gulfstream in repairs, loss of use and diminution of value. While the final cost of that 2012 accident was well in excess of the $112,000 historical average of such mishaps, its occurrence was fairly familiar. Industry-wide statistics for ramp wrecks at FBOs are hard to calculate, but ground handlers have myriad anecdotes. By contrast, the airlines keep a close accounting of such problems-often dings or outright collisions of ground-service vehicles with parked aircraft. On average, air transport fender benders occur 74 times a day and cost $10 billion annually. They're a serious problem for both segments of the civil aviation industry. With that in mind, Stanley Bugeja, managing director for DC Aviation in Malta and a member of the European Business Aviation Association's (EBAA) board, approached the International Business Aviation Council (IBAC) proposing it establish an international set of standards for organizations providing ground- handling services for business jets. IBAC had created the International Standard for Business Aircraft Operations (IS-BAO) a decade earlier, which had by then been embraced, along with IS-BAO's mandatory periodic audits, by hundreds of flight departments globally. The IBAC leadership was aware that the National Air Transportation Association (NATA), which represents FBOs and charter operators in the U.S., had its own set of standards. Subsequently, the two organizations teamed to create a program for ground handlers after consulting with the EBAA, the National Business Aviation Association and the International Civil Aviation Organization, among others. The result, launched in 2014, is the International Standard for Business Aircraft Handlers (IS-BAH). Unsurprisingly, it closely models IS-BAO in many ways, including purchase of the standards manual, attendance at a workshop, incorporation of a safety management system and confirmation of standards conformity by an IS-BAH-certified auditor. Today IS-BAH has more than 40 registered handling organizations. The first in the Western Hemisphere to reach Level 1 was American Aero in Fort Worth. Robert Agostino, its vice president who also heads the holding company's flight operation, says the flight team had fully embraced IS-BAO for nine years. A well-known safety advocate, Agostino created Bombardier's Safety Standdown, for which he received an Aviation Week Laureate in 2007. He sees IS-BAH as a sensible way to "expand the safety envelope to include ground operations." He says, "The probability of damage to an aircraft is greater at an FBO than when taking off and landing." IS-BAH auditor Jim Cannon (sundogav.com), who led the committee that ultimately devised the standards, says operating on a busy ramp can be "a fairly risky business." And yet, he says, with proper training and by staying alert to potential hazards, most accidents are "easily preventable." NATA, meanwhile, offers such training both online and in workshops through its Safety 1st program. Mike France, director of safety and training, notes that some 40,000 individuals have taken the online courses since they were first offered in 2008. In addition, NATA will hold its first annual Ground Handling Safety Symposium Sept. 26-27 at the NTSB Training Center in Virginia, "to explore safety in a collaborative environment." France hopes 50-60 directors of safety and operations will attend. One of the meeting's goal, he says, is to quantify the scope of the problem. Meanwhile, Cannon, a former flight department manager and NBAA director, says that given a choice of patronizing an IS-BAH-registered FBO or one without the credential, he'd choose the former every time. His rationale: "It's a much safer place to take your $50 million business jet and have your senior management walking across the ramp to the FBO terminal." www.aviationweek.com Back to Top Jetstar Tightens Tire Checks After Boeing 787 Flap Failure * Jetstar flap incident tied to tire tread Australian low-fare carrier Jetstar Airways is asking its pilots and maintenance engineers to pay closer attention to the state of the tires on its Boeing787s during turnarounds after tread debris on takeoff caused a flap failure on a flight from Singapore to Melbourne, Australia, in May. The incident highlights one downside of cutting grooves into runways-a practice widely used to force water from the runway and increase the contact area of the tire on the surface. According to the final report on the incident by the Australian Transport Safety Bureau (ATSB), the grooves, in the case of the Jetstar 787, had over time caused "chevron cutting damage" that led to a 360-deg. delamination of the tread on a main gear tire. The tread debris punctured the composite lower wing structure outboard of the belly of the 787, snapping off a torque tube that drives the left wing inner and outer flaps and cracking a flap trailing edge. The crew became aware of a problem at 3,000 ft. after departure from Singapore, when the first officer called for the flaps to be retracted from the takeoff position (Flaps 5) to the Flaps 1 position. Runway grooves that help with traction in rainy conditions may also reduce tire life, according to a recently completed investigation by the ATSB. Credit: Joepriesaviation.net Given that the drive mechanism for the flaps had been broken by the tread, the 787's computer detected an asymmetry between the flaps on the right side versus the left side during the retraction, causing the system to stop driving the flaps and to issue a fault on the engine-indicating and crew-alerting system in the cockpit. The ATSB said the crew correctly followed the checklists in a holding pattern at 6,000 ft. before returning to Singapore for an overweight (188-ton) and relatively high-speed landing at 195 kt. because of the minimal flap deployment. "The captain elected not to jettison excess fuel due to their proximity to other aircraft in the holding pattern, [as] the landing distance required provided a sufficient safety margin and [because of] the fact that the checklist did not require it," said the ATSB, noting that the 787 maximum landing weight is 172 tons. The aircraft was not damaged, and no one was injured in the incident. Airport officials discovered two "debris fields" of tire rubber on the runway. The ATSB sent the failed tire (No. 6, in the left rear inboard position on the left main gear) and its companion tire (No. 5) to the tire manufacturer, Michelin, for an analysis. The No. 5 tire had signs of cracking that had "started to propagate through the tread-reinforcing ply," according to Michelin. The 787 main landing gear is made up of four tires per side, each pressurized to 228 psi. The ATSB said there were no indications that the tires were underinflated, an issue that has been problematic in accidents and incidents, according to the Flight Safety Foundation. Tires are an "on-condition" maintenance item, putting the burden on inspectors-whether pilots or maintenance technicians-to determine the state of wear. According to the ATSB, the failed tire was installed in late 2016 and had accumulated 306 cycles; the No. 5 tire had 307 cycles. "Both tires were below the average life of the operator's use of these part numbers," said the ATSB. "The operator reported that this was their first occurrence of a tire delamination on its 787 fleet." Jetstar also reviewed its flight performance data to see if there was any evidence of pilot operational techniques-including sideloads on landings or takeoffs-that would have reduced tire life. "No occurrences were noted for any of the operator's aircraft in the 787 fleet," said the ATSB. The aircraft lifted off from Singapore at a speed of 180 kt., more than 20 kt. slower than the 204-kt. maximum ground-speed rating for the tires. Michelin in its analysis concluded that "chevron cutting around the tread of both tires" indicated that the tires had been operating throughout their life on grooved runways. "The forces required to accelerate the tire to ground speed during the touchdown phase generate a tearing action, which results in chevron cutting damage," said the ATSB. Signs that the tread was damaged may have been apparent following an inspection by the maintenance team after the previous landing, but not readily visible. The ATSB says that while no faults were recorded for the arrival and predeparture service checks, it was possible that the tire shoulder was already "subject to undercutting of the tread" before departure. "The arrival inspection likely occurred during daylight hours, but the aircraft may have been parked with the tire positioned such that the initiation side was not visible to the inspector," says the ATSB. "However, this was not confirmed by the ATSB." Following the incident, Jetstar issued a "quality notice" to its maintenance line stations and external maintenance organizations, discussing the incident and highlighting 787 tire inspection and replacement requirements. For its 787 pilots, Jetstar issued a "standing order" on tire wear to highlight the areas that require extra attention during preflight checks. www.aviatonweek.com Back to Top Inmarsat signs two key agreements for SwiftBroadband-Safety Graphic showing SwiftBroadband-Safety capabilities.Inmarsat has signed strategic agreements with Rockwell Collins and SITAONAIR for the distribution of its next-generation SwiftBroadband-Safety (SB-S) flightdeck connectivity solution. Rockwell Collins will become a global distributor of SB-S and SITAONAIR will add the solution to its portfolio. SB-S is a next-generation communications system for the flightdeck and meets stringent aviation requirements for safety and operational data exchange with the ground. Its global coverage is Future Air Navigation System (FANS) 1/A compliant and delivers Aircraft Communications Addressing and Reporting System (ACARS) and safety and operational services over a robust, secured IP data link as well as multiple voice channels. Inmarsat says the SB-S hardware is smaller, lighter and has a lower cost of ownership than other market alternatives, saving space and weight, reducing fuel burn and making it suitable for all single-aisle and wide-bodied aircraft. This new connection between the flightdeck, aircraft systems and the ground provides a range of benefits to airlines, including enhanced situational awareness across their entire operation, more informed real- time decision making, enhanced real-time performance monitoring, high-resolution weather updates, and other data critical to modernising the safety and efficiency of airline and air traffic control (ATC) flight operations. Rockwell Collins has provided and managed Inmarsat's high-quality legacy cockpit services to a majority of the world's transoceanic wide-body and business aircraft fleet. Under the new agreement, it will collaborate with airlines to implement the new digital SB-S technology on future and existing fleets, along with additional value added applications and services. SITAONAIR will supply commercial airlines and business aviation operators with SB-S, including migration options for existing customers to install the new platform. Captain Mary McMillan, Vice President of Aviation Safety and Operational Services at Inmarsat, said: "These new agreements mark a huge milestone in our strategy to bring the digital revolution to the flightdeck. "According to our recent study with Helios, aeronautical satellite communications are estimated to have saved the world's airlines US$3 billion over the past 15 years, through reduced oceanic separation and critical operational communications. "This 21st century concept of operations will be powered by the high-speed, cost-effective capabilities of SB-S and the new applications and services it enables." Michael DiGeorge, Vice President of Commercial Aviation and Network Services at Rockwell Collins, said: "The advent of the next generation 'connected cockpit' brings with it a new set of requirements in terms of service reliability, availability and security for aviation communications." Paul Gibson, Portfolio Director, AIRCOM at SITAONAIR, said: "We're delighted to extend our relationship with Inmarsat and be able to add SwiftBroadband-Safety to our portfolio of integrated aircraft communications services. "SB-S will prove critical in connecting existing cockpit applications and unleash potential as the industry is able to develop new applications and services around a dedicated secure IP connection to the cockpit. "At SITAONAIR we're already integrating SB-S integral position reporting to enhance our AIRCOMŪ FlightTracker application, further supporting the Global Aeronautical Distress Safety System (GADSS)." Inmarsat says it is transforming the global aviation industry by bringing complete connectivity to every aircraft and flight path in the world. An Hawaiian Boeing 767-300. It says as the only aviation broadband provider capable of connecting the complete aircraft from cabin to cockpit, Inmarsat's SB-S brings 'always on, always secure' high-speed broadband into the cockpit, transforming aviation safety and optimising flight operations to save airlines both time and money. SB-S is currently in flight in evaluations with Hawaiian Airlines, Shenzhen Airlines and United Airlines. It has also been selected by Airbus as a light cockpit satcom solution on its popular A320 and A330 families. http://www.getconnected.aero/2017/09/inmarsat-agreements-swiftbroadband-safety/ Back to Top US approves $5 billion fighter jet sale to Canada * The announcement comes just days after Canadian Prime Minister Justin Trudeau raised doubts about the deal * The State Department's announcement seems to suggest that the US is confident the deal will go forward (CNN)The US State Department notified Congress Tuesday of its intent to sell up to 18 F/A-18 fighter jets to Canada, worth approximately $5.23 billion overall. The proposed deal includes 10 F/A-18E and eight F/A-18F Super Hornet aircraft as well as supporting equipment and armaments for both sets of jets. The announcement comes just days after Canadian Prime Minister Justin Trudeau raised doubts about the deal due to an ongoing dispute between the jets' US-based manufacturer, Boeing, and the Canadian aerospace firm Bombardier. "Canada is reviewing current military procurement that relates to Boeing," Trudeau's office said in a statement last week following a call between the Canadian prime minister and the governor of Missouri, where F/A-18s are manufactured. The statement said Canada was reviewing the deal due to Boeing's pursuit of "unfair and aggressive trade action against the Canadian aerospace sector." In April, Boeing asked US officials to slap tariffs on Bombardier, accusing the Canadian company of dumping its C Series passenger jets on the US market at "absurdly low prices." The dispute has drawn in other US allies, with UK Prime Minister Theresa May raising the issue during a phone call with Trump last week, seeking to safeguard thousands of jobs at a Bombardier factory in northern Ireland. But the State Department's announcement seems to suggest that the US is confident of the deal going forward as such announcements are rarely made without both countries being in agreement. Canada's purchase of new F/A-18s is intended to help bridge the gap between its aging fleet of CF-18s and a new future aircraft. The Canadian Ministry of Defense announced plans in June to dramatically increase the country's defense budget, money that would allow Canada to acquire 88 new jet fighters for the nation's air force. But that future replacement aircraft has still yet to be identified. Canada initially planned to join the US and several other allies in acquiring the Lockheed Martin-made F- 35 Joint Strike Fighter, but Trudeau campaigned on not buying the stealth jet and holding a new competition for a replacement aircraft. It is unclear whether the F-35 will be included in a future competition. President Donald Trump had also been critical of the costs associated with the F-35 program, even going as far as to suggest the US might ditch the fifth-generation combat aircraft in favor of a modernized F/A- 18. But Trump has since appeared to have warmed to the F-35 program after a February statement in which Lockheed Martin credited Trump for helping to "accelerate negotiations." http://www.cnn.com/2017/09/12/politics/us-fighter-jet-sale-canada/index.html Back to Top Boeing to raise 787 jet output, upbeat on 777 The Boeing Company logo is projected on a wall at the "What's Next?" conference in Chicago, Illinois, U.S., October 4, 2016. REUTERS/Jim Young (Reuters) - Boeing Co (BA.N) will raise production of 787 Dreamliner jets to 14 a month in 2019, Chief Executive Dennis Muilenberg said on Wednesday, reviving plans previously on hold due to a wobble in demand for wide-body jets. Boeing shares rose as much as 1.20 percent. The increase in output from 12 a month comes as Boeing also voiced confidence that production rates for its older 777 have stopped falling and signals its faith in rebounding wide-body demand. "Based on existing backlog, we're confirming now that we are going to build 14-a-month production rate in 2019," Muilenberg told a Morgan Stanley conference. "We expect to add 100 airplanes to the 787 (accounting) block. That will factor in to the financials and is accretive to our margins." Boeing earlier struck a preliminary deal to sell eight 787s to Malaysia Airlines.. Muilenberg said Boeing had also just grabbed an order for six 777 aircraft, whose output has been slowing as Boeing prepares to introduce an upgraded model from 2020. The order, to be announced on Thursday, increases Boeing's confidence about filling remaining production slots during the transition to the new 777X, he said. "So I think the production plan we laid in place for the 777 represents the floor and we still have some work to do to fill in the remaining skyline, but we're closing in on it rapidly." Asked about future developments, Muilenberg suggested a decision on whether to launch a new "middle of the market" jet could come within the next year. "It's going to driven on closing the business case, so it's not an imminent decision," he said. "But if you think about an airplane that would have to enter service in the 2024-2025 timeframe, we'll be getting into the front end of that decision process over the next year or so." As Boeing expands its reach into services, the proposed mid-market airplane, which industry sources say would carry some 220 to 260 people, will be designed from the outset to support higher-margin aftermarket services. Muilenberg said Boeing could bring more activities in-house after setting up an Avionics business. That too is meant to support future services revenues, rather than just parts manufacturing. "There's a handful of these vertical areas that we want to invest in. We don't need to be vertical everywhere...but where we need some targeted vertical capability, we're going to invest to build that out," Muilenberg said. https://www.reuters.com/article/us-boeing-787/boeing-to-raise-787-jet-output-upbeat-on-777- idUSKCN1BO2C5 Back to Top American Holds Talks With Airbus on Fate of A350 Deal * Airline's president sees cost hurdles tied to small order size * Jet deliveries already have been delayed twice after 2005 pact An Airbus A350 at the Farnborough International Airshow on July 12, 2016. Photographer: Luke MacGregor/Bloomberg American Airlines Group Inc. is stepping up efforts to decide if an Airbus SE A350 order still makes sense for its fleet, forcing the European planemaker to try to defend another U.S. sale of its marquee wide-body jet. The two companies have restarted talks about a twice-delayed deal for 22 of the A350-900 planes, a person familiar with the discussions said. A predecessor airline placed the order in 2005 and got a good value on a purchase that at current prices would carry a list value of $6.8 billion. But American President Robert Isom said the modest number of jets probably isn't suitable for the world's largest carrier. "I don't like small fleets in an airline our size," Isom told American pilots at a question-and-answer session Aug. 29, a recording of which was heard by Bloomberg News. "It's exceptional pricing. Unfortunately, pricing is just one aspect of trying to fly something profitably." The review underscores the challenge for Airbus as it breaks into a U.S. wide-body market dominated by Boeing Co., at a time when carriers around the world are reining in capacity growth to ease pressure on fares. Airbus salvaged a deal last week with United Continental Holdings Inc. as the carrier switched an order for 35 of the biggest A350-1000 aircraft to 45 of the smaller -900 variant. Cathay Pacific Airways Ltd. made a similar move Wednesday on an order for six planes. Cancellation Penalty It's too early to determine the outcome of American's negotiations with Airbus, said the person, who asked not to be identified because the talks are private. Options include adding to the order, downsizing to a smaller Airbus wide-body such as the A330, deferring delivery again or canceling outright. A cancellation could carry a financial penalty. Isom said the order was "an item of discussion," without elaborating. Representatives of American and Airbus declined to comment on any talks. While acknowledging that "no airline likes to have small fleet sizes," American Chief Executive Officer Doug Parker said American is "happy" with the number of A350s on order. "We need to make sure that we have a fleet that makes sense for American Airlines going forward," he told reporters at an aviation conference in Washington on Wednesday. "That doesn't mean, by any means, that the A350 doesn't fit." Dreamliner Missions While American needs the A350s to replace Boeing 767 and 777 jets that it's slowly retiring, the airline's Boeing 787 Dreamliner wide-bodies do "many of the same missions," Isom said. The carrier has a 42- aircraft order for the 787 with options to take another 52. American, with 29 of the planes at the end of the second quarter, expects to have 34 by year-end, according to a regulatory filing. United deferred deliveries of its A350 planes by about four years, according to a statement last week. In May, Delta Air Lines Inc. deferred by as many as three years its deal for 10 A350s, which would have been used on international routes. It expanded an order for Airbus's A321 single-aisle aircraft to fly in domestic markets. American inherited the A350 deal from predecessor US Airways, which ordered 20 of the planes in 2005 in a deal valued at $3.2 billion at the time. The current list price for that number of the A350-900, a more advanced model than was available 12 years ago, would be $6.2 billion, before the discounts that are customary for aircraft purchases. At 22 jets, it would be $6.8 billion. American first pushed back the order in July 2016 by an average of 26 months, allowing it to delay about $1.2 billion in spending. The second deferral, in April, was for an average 24 months, setting delivery of the first A350 in 2020 instead of 2018. The rest of the planes will arrive by the end of 2024. Fleet Planning One question for the Fort Worth, Texas-based airline is whether it would be cost effective to add such a modest number of a particular kind of jetliner to its fleet of more than 1,500 planes. While American flies many short-haul Airbus jets, each model has specific needs in such areas as pilot training and spare parts. A small stable of A350s would add expenses that couldn't be spread over a larger operation. "They are planned to come, but at the end of the day, is it something I would like to figure out to either make it a bigger fleet or make it something that is common in another place?" Isom said. "The answer to that is yes, but we haven't figured it out." https://www.bloomberg.com/news/articles/2017-09-13/american-is-said-to-hold-talks-with-airbus-on- fate-of-a350- deal?utm_source=yahoo&utm_medium=bd&utm_campaign=headline&cmpId=yhoo.headline&yptr=yahoo Back to Top Boeing Wins $600 Million Contract to Design the Next Air Force One Boeing's $600 million deal calls for new 747-8's planes to replace two of the aging presidential support planes. In the next step of a months long process, Boeing Co. (BA - Get Report) won an Air Force contract to begin designing the next Air Force One presidential aircraft in a deal worth just under $600 million. Current plans call for two new 747-8s planes to replace two aging VC-25A (747-200) presidential support planes. The contract modification includes design plans for a mission communication system, electrical power upgrades, a full medical facility, an executive interior, a self-defense system and autonomous ground operations capabilities, the Air Force said in a statement. The Air Force said it will work with Boeing to ensure the two new aircrafts meet the presidential airlift mission requirements and the President's "affordability expectations." This is the second step in Boeing's deal to produce the next Air Force One. The first contract was for the purchase of the planes, this one is for design plans and a future contract expected next summer will work out details of manufacturing, test and delivery. https://www.thestreet.com/story/14304106/1/boeing-wins-contract-to-design-the-next-air-force- one.html?puc=yahoo&cm_ven=YAHOO&yptr=yahoo Back to Top 2017 ISASI Jerome Lederer Award Winner - Mr. Chan, Wing Keong At last week's very successful International Society of Air Safety Investigators (ISASI) Seminar in San Diego, California where more than 360 delegates and companions participated in three days of technical presentations, heard pertinent key note addresses and visited local sites of interest. Four Kapustin Scholars presented essays and the gathering culminated with the annual awards dinner during which Mr. Chan, Wing Keong was recognized with the Jerome Lederer Award for his leadership and extraordinary efforts to enhance air safety investigation in Singapore and to encourage international air safety cooperation well beyond the Asian region. Mr Chan Wing Keong Advisor, Transport Safety Investigation Bureau Ministry of Transport, Singapore Mr Chan Wing Keong is currently Advisor to the Transport Safety Investigation Bureau (TSIB) of the Ministry of Transport. He retired in November 2016 from the TSIB as its Director. Mr Chan Wing Keong joined the Projects Division of CAAS (then Department of Civil Aviation) in 1980. He was involved in the construction projects of Changi Airport Passenger Terminal 1 and Cargo Agents Buildings as well as the initial planning of Changi Airport Terminal 2. He joined the CAAS Airworthiness and Flight Operations Division in 1982 and headed the Division from 1992 to 1998. His areas of responsibility included aircraft registration and airworthiness, air operator certification, aerospace organization approval, flight crew and maintenance personnel licensing, air safety regulations and accident investigation. He was in charge of the CAAS Air Cargo Division from 1999 to 2002 and was involved in the creation of the Airport Logistics Park of Singapore. Mr Chan Wing Keong was elected First Vice Chairman at the ICAO Accident Investigation Group (AIG) Divisional Meeting 2008. He is currently the Chairman of the Asia Pacific Accident Investigation Group (APAC- AIG) of the Asia Pacific Regional Aviation Safety Team under the aegis of the ICAO Asia and Pacific Regional Office. Mr Chan Wing Keong has an aeronautical engineering degree from the Ecole Centrale des Arts et Manufactures in France and master degrees from the National University of Singapore and the Massachusetts Institute of Technology, USA. He is an Honorary Fellow of the Singapore Institute of Aerospace Engineers. The award was created to honor Mr. Lederer, bestowed as the "Father of Aviation Safety" by Congress in 1997. Mr. Lederer was hired in 1926 to oversee aircraft maintenance by the U.S. Post Office and from 1929 to 1940 served as chief engineer for aviation insurance underwriters. In 1940 he accepted an appointment as director of the Civil Aeronautics Board's Safety Bureau, resigning to become director of the Airlines War Training Institute in 1942, training airmen and mechanics for the Air Transport Command and safety consultant to the 2nd Air Force. In 1947 he organized the Flight Safety Foundation and was director through 1967 when he was appointed director of the Office of Manned Space Flight Safety for the Apollo Program, becoming the Director for all of NASA in 1970. Prior Recipients of the ISASI Jerome F. Lederer Award have been: * 2016 - Eugene A. (Toby) Carroll * 2015 - Ladislav (Ladi) Mika * 2014 - David King * 2013 - Frank S. Del Gandio and Myron P. "Pappy" Papadakis * 2012 - Dr. Curt Lewis, PhD, FRAeS * 2011 - Paul-Louis Arslanian * 2010 - Michael Poole * 2009 - Capt. Richard B. Stone * 2009 - Australian Transport Safety Bureau * 2008 - Don Bateman * 2007 - Tom McCarthy * 2006 - Richard H. Wood * 2005 - John D. Rawson * 2004 - Ron Chippindale (deceased 2/12/08) * 2003 - Caj Frostell * 2002 - Ronald L. Schleede * 2001 - John Purvis and The Transportation Safety Board of Canada * 2000 - Nora Marshal * 1999 - Capt. James McIntyre (deceased 11/19/01) * 1998 - A. Frank Taylor * 1997 - Gus Economy * 1996 - Burt Chesterfield * 1995 - Dr. John K. Lauber * 1994 - U.K. Aircraft Accidents Investigation Branch * 1993 - Capt. Victor Hewes * 1992 - Paul R. Powers * 1991 - Eddie J. Trimble * 1990 - Olof Fritsch * 1989 - Aage A. Roed (deceased 1/25/03) * 1988 - H. Vincent LaChapelle * 1987 - Dr. Carol A. Roberts * 1986 - Geoffrey C. Wilkinson * 1985 - Dr. John Kenyon Mason * 1984 - George B. Parker * 1983 - C.O. Miller (deceased 10/20/03) * 1982 - C.H. Prater Houge * 1981 - Dr. S. Harry Robertson * 1980 - John Gilbert Boulding * 1979 - Gerard M. Bruggink * 1978 - Allen R. McMahan * 1977 - Samuel M. Phillips www.isasi.org Back to Top POSITION: Manager of Safety Management Systems Job Purpose: The Manager of Safety Management Systems (MSMS) is responsible for performance of the safety- advancement tasks and programs comprising the Compass Airlines Safety Management System, including oversight and direction of the activities of the various Safety Specialists assigned to those programs. In this role, the MSMS supports the Director of Safety & Compliance (DOS) in the continued development of the Company's flight and ground safety programs. Job Qualifications: Required: * Bachelor's degree (BA or BS) or equivalent in Aviation Safety, Engineering or in a relatedprogram whose major emphasis is safety and systems analysis applicable to the major aviation technical areas; or an equivalent combination of education and experience. * Three or more years of airline and/or airline management experience is required, reflecting extensive operational experience in aviation and a broad knowledge of Federal Aviation Regulations. Normally this experience will be gained through a combination of formal education and experience gained through service in either an operational position requiring FAA certification, i.e. as a flight deck crewmember, aviation mechanic, dispatcher, safety investigator, or an airline position(s) providing equivalent exposure and experience. * Working knowledge of 14 CFR Part 5 Safety Management Systems and airline safety programs. * Excellent verbal and written communication and presentation skills are required. * The ability to lead large and small groups with assurance and clarity is an absolute requirement, as is the ability to take the initiative in sometimes intellectually and emotionally trying situations. * The ability to speak for the Company and in professional and public forums relating to aviation safety and regulatory activities is a further requirement. * Experience with advanced database, root cause analysis, and aviation control, scheduling and tracking software systems is also required Preferred: * Proficiency with database management and Excel software. * Experience with publishing software, IE Publisher or Adobe Pro. Physical Demands: * The position involves prolonged periods during which individuals are either working with their computer while seated at a desk or standing in front of a group of people teaching and/or leading discussions. * However, the position also involves extensive travel and the performance of investigation and audit duties in airline terminals and aircraft hangars and on airport ramps and incident/accident sites that may require stamina and dexterity for their successful accomplishment. Job Knowledge, Skills, & Abilities: Overall Knowledge of Aviation Safety: * Flight Operations Safety * Ground Operations Safety * Maintenance Operations Safety * FAA Regulations with regard to Aviation Safety and Safety Management Systems * Fatigue and Fatigue Risk Mitigation Communication Skills * Must be adroit in ability to communicate verbally in written and electronic form at all levels, inside and outside the company. * Must display advanced leadership skills appropriate to all organization levels, inside and outside the company. Organizational and Leadership Skills * Must have effective interpersonal and organizational skills. * Must have above average skills in the planning and organization of analyses and investigations and similar level skills regarding attention to timetable and detail in the performance of such activities. Problem Solving/Analytical/Reasoning Ability * Must have ability to apply knowledge and common sense in understanding and dealing with employees and customers. * Must deal with all situations diplomatically and professionally. * Must possess above average analytical and organizational skills. Professional Attributes: * The position demands a meticulous approach, the ability to work independently, and the ability to cope with rapidly changing circumstances. * The MSMS must possess the highest degree of personal and professional honesty and integrity, as the jobholder will be asked to provide information and advice to the DOS and to Company Senior Management on all matters relating to the safe operation of company aircraft and equipment, input that will often become the basis for the company direction. Job Responsibilities: The MSMS is accountable for performance of the tasks and programs comprising the Compass Airlines' Safety Management Program. He/She will keep the DOS informed on a regular basis as to the safety "health" of the airline, will assume a proactive stance in investigating and performing root-cause analysis of all safety-related symptoms, incidents, and accidents, and will provide safety concerns, audit findings, and recommendations for remedial corrective actions to the DOS and appropriate senior operations managers. * The MSMS is responsible for supporting the Company's adherence to "Just Safety Culture" standards in all that it does and with regard to all company employees * The MSMS perform and/or lead the performance of a safety analysis and investigation effort that continuously monitors all company operations to ensure that they are safe, in compliance with government regulations, and performed on par with or above industry standards with regard to safety. He/She will ensure that all safety program elements are performed and properly integrated and coordinated throughout the Company. Specific responsibilities with regard to performance of the tasks and programs comprising the Compass Safety Management System include but are not limited to the following: * Maintaining an extensive safety reporting system that is open to all employees and that provides for a timely and free flow of flight safety related information to the places in the company's organization needing that information to continuously improve the safety of the company's operation. * Conducting safety surveys as may be necessary to support the operation: i.e. hangar safety, new station and service openings, and the like. * Actively soliciting, processing and directing responses to flight and ground safety improvement suggestions. * Monitoring industry flight safety programs and concerns to assist Compass in staying at the forefront of aviation safety with regard to flight and ground operations. * Maintaining a close liaison with the FAA and industry safety associations. * Monitoring the response and measuring the results of flight and ground safety initiatives. * Performing other duties as assigned by the DOS * Interacting with department heads throughout the company to encourage and achieve integration of all activities. * Respond to internal and external customers APPLY HERE Back to Top Back to Top POSITION SUMMARY The SMS Manager develops, executes and administrates the OneSky Flight SMS for both Flexjet and Flight Options. Designs, plans and coordinates with all departments the details of the OneSky Flight SMS in compliance with industry guidelines and Federal Regulations. In addition, this position will be responsible for the Internal Evaluation Program and SMS database used by the safety program. This position is located in Cleveland, Ohio. DUTIES & RESPONSIBILITIES * Assists the Chief Safety Officer (CSO) in development and implementation of an SMS in accordance with the guidance contained in Federal Aviation Administration (FAA) 14 CFR Part 5 and Advisory Circular (AC) 120-92B * Administrates, plans and leads all risk working groups * Assists the CSO in planning and administration of Safety Review Boards * Manages relationships with representatives from all operational departments, regulatory authorities/governing bodies (FAA, NTSB, ICAO, etc.) regarding the development and management of the OneSky SMS * Acts as company coordinator for all external third party audits (e.g. - ARGUS, ACSF, IS-BAO) * Responsible for the research, analysis and development of hazard identification processes to enhance the OneSky SMS * Manages, develops and coordinates change management, risk assessments and safety analysis within the OneSky SMS * Develops, compiles and distributes analysis, trends and statistics based upon SMS data and makes recommendations based upon a data driven approach to safety * Responsible for ensuring the Safety Risk Profile is updated, monitored and distributed * Tracks safety recommendations, hazards, risks, findings, corrective actions, contributing factors, and root causes to ensure accuracy, reporting and follow-up as necessary * Assists in event-specific investigations into all safety related aspects of company operations, including, but not limited to aircraft accidents, incident, irregular events, OSHA, EPA, etc. and as assigned * Develops and administrates reporting as necessary for executive management to include safety and risk findings, corrective actions, and evaluations of the effectiveness of those actions as well as SMS status updates * Provides safety, security and SMS training to employees * Work as an Assistant Aircraft Operator Security Coordinator (AOSC) as assigned * Manages and assists the CSO with the Emergency Response Plans within the OneSky network * Responsible for the management and monitoring of the Just Culture program and its effectiveness * Ensures all manuals that safety has responsibility for are reviewed on an annual basis and kept up to date and distributed properly * Represent the safety team at industry and company meetings, industry conferences and events as well as any industry working groups as assigned * Any other duties as assigned by the CSO EDUCATION & EXPERIENCE * Bachelor's degree in an Aviation or Safety discipline, Business Management, or related degree; three (3) or more years' experience in aviation safety; or equivalent combination of education and experience * Commercial Pilot certificate, A&P certificate, and/or FAA Dispatcher certificate desired * Previous experience with SMS management or oversight * SMS Certification and/or Just Culture Certification desired * Prior experience managing an Emergency Response Program within an organization desired * Strong knowledge in aviation risk management * Proven experience developing and facilitating training programs and presenting to both small and large audiences in various levels of leadership * Prior experience in managing complex projects and initiatives REQUIRED SKILLS * Must have knowledge of air carrier operations disciplines and administration * Strong knowledge of aviation safety principles, quality management fundamentals, and regulatory agencies and their function as related to air carrier operations (FAA, DOT, OSHA, etc) desired * Must possess knowledge of NTSB and ICAO functions as it relates to air carrier operations * Proven project management experience, management of complex projects and initiatives, and databases as it relates to safety operations * Ability to act as a Safety Ambassador for the organization both internally and externally * Must be able to speak publicly and present on the individual level, senior management level, and to large audiences, including all employees within the OneSky network, industry professionals and federal agencies * Possess a high degree of proficiency with MS Office products (including Word, Excel, PowerPoint, and Outlook) * Excellent interpersonal, verbal, and written skills are necessary to perform the job at the expected level with the ability to provide exceptional customer service to all levels of the organization * Must be able to write effective reports, business correspondence, and manuals * Must have strong analytical and problem solving skills with the ability to respond calmly and handle many customer demands in a fast paced environment with constantly shifting priorities * Must possess be a self-starter with passionate attention to detail and the ability to work in a team atmosphere APPLY HERE https://recruiting.ultipro.com/ONE1009/JobBoard/0aa58b71-9fb7-48cf-9747- e68f944c79cd/OpportunityDetail?opportunityId=358d3226-f926-4d6f-9492-5df727b55517 Curt Lewis