Flight Safety Information October 13, 2017 - No. 204 In This Issue Incident: Astana B752 at Xiamen on Oct 12th 2017, gear problem on departure Incident: Ryanair B738 at Malta on Oct 12th 2017, gear problem on departure Incident: Cathay Dragon A333 near Fuzhou on Oct 11th 2017, engine fire indication Incident: Easyjet A320 near Athens on Sep 29th 2017, smoke in cockpit EVAS - Cockpit Smoke Protection Eurofighter jet crashes in Spain, killing pilot TURKISH AIRLINES PLANE MAKES EMERGENCY LANDING IN MOMBASA (Kenya) FAA orders Airbus A380 engine inspections NTSB issues flight helmet cord safety alert Emergency Slides on Some Airbus Planes May Be Broken: Regulator Redefining The Runway Incursion Problem FAA Stymied Over Drone Tracking Rules Krista Haugen of Med-Trans Earns AAMS Jim Charlson Safety Award Civil Aviation cadres trained on air safety by IATA (Egypt) Ryanair Strikes Back at Norwegian Air in Pilot-Poaching Battle Aero Vodochody Reveals New Jet Trainer Plans Boeing passenger jets have falsely-certified Kobe Steel products: source NASA Subsonic X-plane Development Work Awarded Tiangong-1: Chinese space station will crash to Earth within months POSITION AVAILABLE: General Manager & Senior Flight Data Analyst Incident: Astana B752 at Xiamen on Oct 12th 2017, gear problem on departure An Air Astana Boeing 757-200, registration P4-MAS performing test flight KC-1392 from Xiamen to Xiamen (China) with 4 crew, was climbing out of Xiamen when the crew stopped the climb at 2400 meters (7900 feet) reporting a problem with the landing gear. The aircraft entered a hold while the crew worked the checklists. The aircraft subsequently performed a low approach to Xiamen for an inspection of the gear from the ground, then climbed to 3000 meters and entered a hold to burn off fuel. The aircraft landed safely back in Xiamen about 3:50 hours after departure. Xiamen Airport reported emergency services were called into their stand by positions after flight KC-1392 reported landing gear problems. The aircraft had undergone maintenance in Xiamen. http://avherald.com/h?article=4af9b110&opt=0 Back to Top Incident: Ryanair B738 at Malta on Oct 12th 2017, gear problem on departure A Ryanair Boeing 737-800, registration EI-DWZ performing flight FR-3775 from Malta (Malta) to Bristol,EN (UK), was climbing out of Malta when the crew reported problems with the landing gear, stopped the climb at FL140, entered a hold to burn off fuel and returned to Malta for a safe landing about 90 minutes after departure, turned off the runway and taxied to the apron. A replacement Boeing 737-800 registration EI-DPZ positioned to Malta, resumed the flight and delivered the passengers to Bristol with a delay of 6 hours. The occurrence aircraft is still on the ground about 13 hours after landing back. http://avherald.com/h?article=4af9ae07&opt=0 Back to Top Incident: Cathay Dragon A333 near Fuzhou on Oct 11th 2017, engine fire indication A Cathay Dragon Airbus A330-300, registration B-HLC performing flight KA-621 from Hangzhou to Hong Kong (China), was climbing out of Hangzhou when the crew stopped the climb at 8400 meters (FL276) about 140nm south of Hangzhou and about 120nm north of Fuzhou (China) after the crew received an engine fire indication for the right hand engine (Trent 772), shut the engine down and activated the fire suppression. The aircraft subsequently diverted to Fuzhou for a safe landing about 30 minutes later. http://avherald.com/h?article=4af9abc3&opt=0 Back to Top Incident: Easyjet A320 near Athens on Sep 29th 2017, smoke in cockpit An Easyjet Airbus A320-200, registration G-EZOC performing flight U2-2952 from Mikonos (Greece) to Milan Malpensa (Italy), was enroute at FL360 about 80nm northwest of Athens (Greece) when the crew noticed an odour and subsequently smoke in the cockpit obviously originating from underneath the first officer's rudder pedals. The crew declared emergency and diverted to Athens where the aircraft landed safely on runway 03L about 30 minutes later. Greece's AAIASB rated the occurrence a serious incident and opened an investigation. The odour and smoke originated from the electronics compartment underneath first officer's rudder pedals. The occurrence aircraft remained on the ground in Athens until Oct 1st 2017, then positioned to Milan Malpensa and resumed service on Oct 2nd 2017 about 70 hours after landing in Athens. http://avherald.com/h?article=4af9915a&opt=0 Back to Top Back to Top Eurofighter jet crashes in Spain, killing pilot MADRID (Reuters) - A Eurofighter combat jet plane crashed near a military base in southeastern Spain on Thursday, killing its pilot, an emergency services spokesman said. Smoke billows from the wreckage of a Eurofighter combat jet after it crashed near a military base in Albacete, in southeastern Spain, October 12, 2017 in this still images obtained from social media video. SILVIA AND JUANMI MONJE DE ALBACETE/ via REUTERS Local emergency services received a call at 1009 GMT informing them that the plane had crashed on farmland around the Los Llanos base near the town of Albacete, the spokesman said. The jet had been taking part in a military parade to commemorate Spain's national holiday and crashed on its return, a defence ministry spokesman said. The causes of the accident were being investigated, the ministry added in a note. https://www.reuters.com/article/us-spain-crash/eurofighter-jet-crashes-in-spain-killing- pilot-idUSKBN1CH1JN ***************** Date: 12-OCT-2017 Time: 12:07 LT Type: Eurofighter EF-2000 Typhoon Owner/operator: Ejército del Aire Registration: C.16-.. C/n / msn: Fatalities: Fatalities: 1 / Occupants: 1 Other fatalities: 0 Airplane damage: Written off (damaged beyond repair) Location: Albacete-Los Llanos Air Base (ABC) - Spain Phase: Approach Nature: Military Departure airport: Albacete-Los Llanos Air Base (ABC/LEAB) Destination airport: Albacete-Los Llanos Air Base (ABC/LEAB) Narrative: The Eurofighter crashed after returning from a fly past during a military parade of the Spanish National Day. The pilot did not eject and died in the accident. Cap. Borja Aybar (34) https://aviation-safety.net/wikibase/wiki.php?id=200352 Back to Top TURKISH AIRLINES PLANE MAKES EMERGENCY LANDING IN MOMBASA (Kenya) A Turkish Airlines plane made an emergency landing at Moi International Airport in Mombasa on Friday morning after developing a mechanical problem. Coast regional police boss Larry Kieng said the plane that was heading to Istanbul landed safely. The airline had spent more than two hours hovering in the air after it hit a bird which forced it to land, an employee at the airport told Nairobi News. Turkish Airlines operations manager Mohamed Said, said all the passengers were evacuated safely and taken to Whitesands Resort and will stay there until further notice."They will stay at the hotel until we get another plane. We will cater for all costs," he said http://nairobinews.nation.co.ke/news/turkish-airlines-plane-emergency-landing- mombasa/ Back to Top FAA orders Airbus A380 engine inspections By ANDY PASZTOR U.S. air-safety regulators have issued an emergency order requiring airlines to inspect engines on roughly 120 Airbus A380 superjumbo jets world-wide, prompted by an engine that violently broke apart during an Air France flight at the end of September. The safety directive issued Thursday by the Federal Aviation Administration covers all engines manufactured for Airbus SE A380s by a joint venture comprising General Electric Co. and United Technologies Corp.'s Pratt & Whitney unit. The partnership supplies engines for roughly 60 percent of the global A380 fleet, with Emirates Airline operating the majority of the affected four-engine, double-decker aircraft. The move by the FAA, which certified the engine as did European regulators 10 years ago, requires inspections to start as quickly as two weeks, depending on the number of trips they have flown. The directive follows a nonbinding service bulletin issued by the engine alliance. On September 30, one engine of an Air France A380 cruising at 37,000 feet over Greenland suffered a major failure with parts flying off and damaging nearby structures. The plane landed safely and nobody was injured, but the circumstances prompted an intense international probe. Pictures showed the guts of the engine exposed, with large sections in front missing. It is highly unusual for an engine to suffer such a serious malfunction as breaking apart in flight. Portions of the cowling, or inlet portion, and nearby rotating sections separated from the rest of the engine so violently that the sequence of events was akin to an explosion. According to the FAA, the fan hub on a "relatively high cycle" engine suddenly failed, a problem that can damage the engine and part of the plane. Some large fragments were found on the ground in Greenland, while others were retrieved on the runway after the plane, carrying more than 520 people on a flight to Los Angeles from Paris, made an emergency landing at Goose Bay, Canada. Portions of the pylon attaching the engine to the right wing also were damaged. The pilots declared a "Mayday" and fire crews checked for leaks as soon as the jet pulled off the runway. French investigators have been announcing the status of the probe, which includes Airbus officials and engine experts as well as U.S. and Canadian government investigators. The damaged engine is slated to be shipped to General Electric's overhaul facilities in Wales for detailed analysis. But in the interim, the FAA wants operators to inspect front fan hubs -- disks that hold rotating blades -- for possible defects or damage. The manufacturer said the checks take roughly two hours and can be done without removing engines from aircraft. Responding to questions for the alliance, a General Electric spokesman said in an email that the inspections are precautionary and "a root cause has not been established." The rest of the GP7200 engine fleet "powers the A380 around the clock," according to the statement, and "we aren't aware of any issues" that would threaten flight safety. As part of its inspection mandate, the FAA said it was taking interim action and "may consider additional rule-making" if warranted. The same family of engines experienced an unrelated safety problem five years ago, prompting a previous FAA airworthiness directive. In November 2012, an Emirates A380 departing Sydney had an engine shut down on its own at about 9,000 feet. The plane returned to the airport without any passengers injured. But a subsequent investigation by Australian authorities revealed that unexpectedly high temperatures stemming from a poorly designed nozzle resulted in significant internal damage. Two years earlier, the engine manufacturer had issued a service bulletin calling for a replacement of the suspect parts with new, more durable components. Following the incident, the FAA issued a mandatory directive requiring inspections and removal of damaged parts. Write to Andy Pasztor at andy.pasztor@wsj.com http://www.marketwatch.com/story/faa-orders-airbus-a380-engine-inspections-2017-10- 13 Back to Top NTSB issues flight helmet cord safety alert The U.S. National Transportation Safety Board (NTSB) has issued a safety alert to raise awareness of the potential hazards of direct-to-airframe flight helmet cord connections. According to the alert, the NTSB and Transportation Safety Board of Canada have investigated two accidents in which these type of connections have affected egress from the aircraft. In both cases, the occupants were able to exit the aircraft, but the NTSB said the incidents highlighted the potential for direct-to-airframe intercommunication system (ICS) cord connections to impede egress during an accident or emergency. "The cord connecting the flight helmet to the aircraft's ICS might not release readily from the airframe ICS port if the direction of egress is contrary to the direction needed to easily release the cord," the alert states. "For instance, if a cord needs to be pulled downward for release and an aircraft occupant is attempting a sideward egress, the cord may not release readily, which could cause excess delays in egress." One of the accidents highlighted in the alert involved a Canadian Coast Guard Airbus Bo.105, which hit the water while flying a low altitude over a bay in snowy conditions. The pilot and passenger were able to exit the aircraft in the water, but the passenger drowned while awaiting rescue, while the pilot died from hypothermia. A post-accident examination of the pilot's flight helmet revealed that the end fitting of the ICS cord was fractured where it attached to the port. Metal remnants showed that the cord was being pulled sideways toward the pilot's door (as opposed to downward for release) when it fractured. A test of a similar fitting required a 70-pound pull before the cord failed. The alert calls for pilots to ensure they, and their passengers, understand and are proficient with the egress procedures of the aircraft before takeoff, and suggests using an intermediate cord between the ICS cord and the airframe ICS port to help ease separation during egress. https://www.verticalmag.com/news/ntsb-issues-flight-helmet-cord-safety-alert/ **************** NTSB Safety Alert Flight Helmet Cords Can Impede Egress: Understand the hazard of direct-to- airframe cord connections Written version (.pdf): https://www.ntsb.gov/safety/safety-alerts/Documents/SA-068.pdf Back to Top Emergency Slides on Some Airbus Planes May Be Broken: Regulator FRANKFURT - Pumps used to inflate emergency slides on some Airbus A330 and A340 aircraft may be damaged due to improper folding by maintenance crews that caused cracks or leaks in shutoff valves, Europe's aviation regulator warned. "The slide may not perform as required in an emergency evacuation scenario," the European Aviation Safety Agency said in a bulletin published on its website. It said it did not consider the issue to cause unsafe conditions on the affected aircraft but said it wanted to remind airlines and maintenance crews to follow instructions for folding and packing the emergency slides. https://www.nytimes.com/reuters/2017/10/13/business/13reuters-europe-airlines.html Back to Top Redefining The Runway Incursion Problem * FAA and industry take a fresh look at how to avoid runway incidents * Incursion Proofing FAA Last February, a controller at San Francisco International Airport mistakenly cleared an Embraer 175 to land on Runway 28L while an AirbusA320 was waiting to depart at the end of the same runway. A surface surveillance system safety net caught the error and alerted the controller, who commanded the E175 to go around. A catastrophe was averted, but barely: The two aircraft had come within less than 100 ft. of colliding. The incident became one of four "Category A" runway incursions-the type with the most potential for loss of life and limb-that have occurred so far this year. The classification is the result of a laborious process in which an FAA panel ranks individual incursion events as Cat. A (the worst) through Cat. D (the most benign) and attributes the events to pilots, controllers, vehicle operators or pedestrians. The FAA defines an incursion as the incorrect presence of an aircraft, vehicle or person on a runway. The ranking system and preventatives are getting a second look as the most severe types of incursions-Cat. A and B events-appear to be occurring at the same or possibly higher rates for the past several years despite the introduction of a wide range of corrective measures. Among the technological preventatives are ground surveillance systems like ASDE-X (Airport Surface Detection Equipment-Model X) and airport surface surveillance capability (ASSC)-the type of system that saved the day in the San Francisco incursion- and runway status lights, banks of red lights that alert a pilot not to proceed when a runway is occupied. ASDE-X is now operational at 35 large airports, ASSC will expand to nine airports, and runway status lights will be operational at 20 airports by year-end. Procedural preventatives typically include aids to boost situational awareness, including airport diagrams on moving map displays in the cockpit. New Takes on an Old Problem: Safety advocates say incursion classification system too narrowly defined Airlines using electronic flight bags and adopting more common sense procedures as preventatives FAA putting larger focus on human factors in designing and deploying incursion barriers "The categories are not designed on who to blame, but what collection of mitigations are available for that type of event," says Chris Devlin, senior principal systems engineer at Mitre Corp.'s Center for Advanced Aviation System Development. At an NTSB runway incursion forum in Washington in September, Devlin said safety data over the past two decades shows a "significant" reduction in the rate of runway incursions in 2000-08, but since then, "it's not clear if there's been a reduction or not." He joins a broader chorus of safety advocates calling for additional data collection surrounding the most serious incursions and a more comprehensive classification system. "We're chasing a few events each year trying to understand the true risk in the system," says Devlin. "My argument is that risk actually exists on a continuum, and we need to start looking at runway safety as part of this continuum." Analysts are faced with several problems when trying to gauge runway incursion trends and predictions. Given the low number of Cat. A and B events-generally fewer than 20 per year-it can be difficult to decide if performance has been improving or worsening over time. Devlin says a weighted Bayesian curve fit of the data since 2008 suggests virtually no change in rate, while an exponential curve fit suggests the numbers are on the upswing. The total number of reported and verified incursions has been growing since 2011. There were 1,560 last year, based on the FAA's fiscal year (October through September), and 1,219 this year through the end of August. One caveat to consider when discussing incursion rates-an incursion must be reported to be counted. Making a judgment based on the sheer number of events also can be problematic. James Fee, the FAA's manager for runway safety, says the number of incursions has increased over the past decade in part because of culture changes initiated by the FAA. The agency in 2008 launched a voluntary safety reporting program for controllers, the Air Traffic Safety Action Program (ATSAP). Pilots, flight attendants and other aviation workers have similar programs that offer immunity from FAA penalties when employees voluntarily submit a report on an accident or incident, providing there was no criminal activity, substance abuse, alcohol or intentional falsification involved. In 2008-14, the FAA said it had received more than 73,000 ATSAP reports resulting in more than 200 safety improvements to the air traffic control system. Fee, speaking at the NTSB forum, said in the past decade 66% of all runway incursions were attributed to pilot deviations (pilots not adhering to FAA rules or ATC instructions); 19% were tied to vehicle or pedestrian deviations and 15% to ATC. General aviation aircraft are involved in 80% of all incursions. For the more severe Cat. A and B incursions, 67% were attributed to ATC and 33% to pilot deviations. Many of the ATC events resulted in "fly-overs," as was the case in the San Francisco incident in February. The FAA and industry recently reviewed more than 700 Cat. A, B and C incursions to assess what prevented them from becoming accidents, says Fee. The primary cause of incursions (63%) was ATC clearing an aircraft to land or depart on an occupied runway-an error that can cause a "fly-over" event. It was found that one of the leading contributing factors was misjudging the closure rate or separation rate between two aircraft. Of the 361 pilot deviations studied, the top cause was failing to hold short of an active runway; the largest contributing factor was miscommunication. In 20% of the ATC incidents, go- arounds were used as the "barriers," or preventatives; in another 40%, the FAA could not tell "which barriers were in place or which were the most effective," says Fee. Based on the problem of fly-overs, the FAA has begun requiring tower controllers to use "memory aids" to help them recall exact "actions, items, places and sequences," says Mike Moreau, the FAA's central service area runway safety program manager. Memory aid toolboxes, which can be as simple as a pad of paper with a check mark next to an aircraft's call sign or as sophisticated as a touch-screen tablet, have to cover six operational scenarios: runway closed or inactive; runway crossing taking place; vehicle, personnel or equipment on an active runway; land and hold-short operations; line-up- and-wait commands; and landing clearances issued. The requirement also applies to contract towers. Serco, an operator of 59 contract towers in the western U.S. and Alaska, and one non-federal control tower in California, created what it calls the tower traffic management board (TMB) in response. "It's a poor man's radar," says David McCann, senior program manager for Serco. "Many of our facilities have radar, but there is an FAA requirement to have the runway incursion avoidance memory aids in place." TMB is a magnetic dry-erase board with a diagram of the airport printed on it. Controllers use color-coded magnetic chips on the board to indicate an aircraft or vehicle on the runway, taxiways or approach paths. "Each [TMB] is unique to a facility and has standard operating procedures for that facility," says McCann. "They're all geared toward quick recognition by the controller so they can figure out what's going on and get back to looking out the window. In the past, you'd have a legal pad and write down the numbers as they call you. That's not very efficient." Airlines are also deploying their own customized solutions while sharing insights with rivals through the FAA's InfoShare gatherings twice per year. Delta Air Lines says its rate of runway incursions over the past four years has been "flat," meaning no appreciable increases or decreases. "We don't take that lightly," says Patricia DeMasi, manager of Aviation Safety Action Programs (ASAP) for the carrier. "We watch the industry trends and have a heightened awareness because of that." ASAPs are part of a broader safety management system structure within airlines. Key preventive measures include options for electronic flight bags (EFB) in the cockpit. Included are own-ship position on airport moving maps, depictions for closed areas, Delta-specific airport familiarization pages and a capability so pilots can create a highlighted overlay of their expected or assigned taxi route. Along with using ASAP reports to flag potential problems, Delta is working with its flight operational quality assurance (FOQA) service provider to set up a "trigger" to "highlight possible incursions that our FOQA team can follow up on," says Josh Migdal, Delta's senior air safety investigator. "Human factors is a big piece we're looking at." Southwest Airlines would not discuss its incursion rate trends but noted that over the past four years 21% of its runway incursions resulted in a go-around, and 1% caused a rejected takeoff. Causal factors included cockpit distractions, loss of situational awareness, similar call-sign confusion and timing of the before-takeoff checklist, says George Hodgson, manager of ATC systems for Southwest. Preventive measures include airport "cover pages" in pilot documents that detail special areas of concern at airports. At the Hollywood Burbank Airport in California, a new cover page describes a new hold point to help with incursion problems the airport was having for one runway. In the cockpit, pilots are instructed to confirm ATC instructions between each other and to "suspend discretionary tasks" when needed. United Airlines has determined that causal factors for its runway incursions largely revolve around situational awareness and communications. "Situational awareness starts with a taxi plan, threats [along the path to the runway] and being aware of their present position," says Jerry Tsujimoto, United's senior investigator for flight safety investigations. The carrier uses a VVM (verbalize, verify and monitor) aid to keep both pilots from being "heads-down" at the same time looking at EFBs or other documentation during taxi. Pilots are graded on their understanding of runway incursion prevention measures and on their performance in handling complex airport layouts in simulator training. The FAA is putting more focus on the human factors aspect on the continued occurrence of runway incursions. The agency's nine-person human performance team, comprising experts in fatigue, human factors and health and wellness, will be developing the tools needed "to achieve a high level of human performance in the National Airspace System," says Sabrina Woods, an FAA human factors scientist on the team. Woods says access to all available data has been a roadblock in coming up with the most effective runway incursion mitigations. "We're building mitigations on one-quarter or one- half of the story and hoping the outcome of that safety action is moving the safety needle," says Woods. "We are uncertain if corrective actions are solving the problem; we are not even sure we are asking the right questions." The problem, she says, is that analysts do not have access to information about the same incident from multiple databases, including ATSAP, ASAP, the NASA aviation safety reporting system and others. "All the mitigations we create and all the devices we develop to carry out the mitigations are based on what can sometimes be incomplete data," she says. "It's not because the data does not [help]; it's because our level of accessibility is not there yet." www.aviationweek.com Back to Top FAA Stymied Over Drone Tracking Rules Advisory panel split over applicable categories WASHINGTON-An FAA advisory panel on drone regulations is split on whether to implement rules on tracking and identifying unmanned aerial vehicles (UAV). According to the Wall Street Journal, the committee agreed that adequate tracking technology currently exists, or could be developed rapidly, but couldn't agree on what categories of drones should be covered under remote monitoring rules. One sector of the panel recommended that all drones be covered under tracking requirements, while another part of the panel would exclude drones that fit in the "model airplane" category. A a third faction prefers requiring remote identification on larger drones used for advanced imaging and longer flights. The committee, made up of more than 70 industry, labor and security experts, drafted and submitted its nonbinding report to the FAA, which has not been released to the public. Objections about the drone rules appear to stem from security officials concerns over the ability to track drones that could be used in potential terrorist attacks. The use of drones in a variety of sectors, from agriculture to defense, and especially for emergency and relief efforts and newsgathering, has gained more traction in light of the recent hurricanes in Texas, Florida and the Caribbean. "I don't think it's an exaggeration to say that the hurricane response will be looked back upon as a landmark in the evolution of drone usage in this country," said FAA Administrator Michael Huerta said in remarks to a drone conference in Las Vegas last month. Huerta emphasized, however that regulations covering UAVs should not necessarily be the sole purview of the federal government. "Legally, the Federal Aviation Administration has regulatory authority over all U.S. airspace," he said. "But successfully blending unmanned aircraft into busy airspace will require state, local, and tribal governments to build upon existing federal efforts to develop and enforce safety rules." http://www.tvtechnology.com/news/0002/faa-stymied-over-drone-tracking-rules/282049 Back to Top Krista Haugen of Med-Trans Earns AAMS Jim Charlson Safety Award The 2017 prestigious Jim Charlson Safety Award presented by the Association of Air Medical Services has been given to Krista Haugen, the Director of Patient Safety and Medical Risk Management for Med-Trans Corporation. The Jim Charlson Safety Award is the highest safety award presented by the Association of Air Medical Services, and is sponsored by Airbus Helicopters Inc, recognizes individuals who make significant contributions to the enhancement, development, and promotion of aviation safety. Haugen, who herself survived a Helicopter Emergency Medical Service crash in Olympia, Washington in 2005, which was only one month after three of her colleagues perished in another crash, found herself in what she called uncharted territory. Becoming aware that the magnitude of resources needed after this type of emotional trauma was not available. That's when Haugen, a flight nurse, reached out to flight nurses Megan Hamilton, Teresa Keeler, and Jonathan Godfrey who were also HEMS crash survivors. They shared their post-crash experiences and realized that there was a gap in the air medical transport industry that needed to be filled. With this new friendship, the Survivors Network for the Air Medical Community was born. "With more than 25 years in emergency critical care and flight nursing, and as a helicopter EMS crash survivor, Krista is passionate about mitigating the human cost of trauma stemming from incidents, accidents, illnesses and injuries," said AAMS President and CEO Rick Sherlock. "We are proud of her concern and passion for air medical transport safety." Now, Haugen participates in many industry activities, is an outspoken writer on the subject, and travels the countyr speaking as a safety advocate. Her commitment to critical care transport reverberates in her own words: "Because we're human, we can be deeply impacted by the day-to-day work we do as we care for other people, and that deeply impacts our personal lives, as well as our professional lives as we as individuals are at the very heart of the human factors model. Our safety, and that of our patients, depends heavily on our own health and well-being. And just as importantly, so does our ability to find joy in our own lives." Med-Trans President Rob Hamilton said, "We are so proud of Krista Haugen and her commitment to HEMS safety. She has brought that passion and concern to Med-Trans and for that our entire company and the industry we serve are grateful." http://www.heliweb.com/krista-aams-charlson-safety-award/ Back to Top Civil Aviation cadres trained on air safety by IATA (Egypt) CAIRO - 13 October 2017: Fifteen cadres from the air inspection field at the Civil Aviation Authority are receiving training by the International Air Transportation Association to be granted a diploma in December. International experts in the field of air safety are delivering five courses comprising the diploma over three months, ending in December, according to a Thursday statement by the Civil Aviation Authority. Employees at Egypt Air and private Egyptian airliners attended the first course, which was about the Operational Safety Audit (IOSA) standards of air safety. The remaining courses will discuss monitoring and inspection. Head of the Civil Aviation Authority, Hany Salama, said the authority prioritizes strengthening the expertise of its employees to achieve the highest international standards of air safety. http://www.egypttoday.com/Article/9/27369/Civil-Aviation-cadres-trained-on-air-safety- by-IATA Back to Top Ryanair Strikes Back at Norwegian Air in Pilot-Poaching Battle Ryanair Holdings Plc is looking to poach pilots from Norwegian Air Shuttle ASA as the Irish discounter hits back after aircrew defections contributed to its flight-cancellation fiasco. Europe's biggest budget carrier has been seeking to bolster pilot ranks after Norwegian Air and U.K. competitor Jet2, which operate Boeing Co. 737 planes similar to Ryanair's, successfully lured away employees. The effort includes sending recruiters to Brazil and the United Arab Emirates as well as retaliating against rivals with its own poaching. The carrier has added about 830 pilots to its ranks this year, including 210 over the last three months. With promises of "at least 25,000 euros" ($29,600) in higher annual pay, "we are now targeting direct-entry 737 pilots from both these competitor airlines this winter," Ryanair's Chief People Officer Eddie Wilson said in a letter to pilots on Thursday, a copy of which was obtained by Bloomberg. Ryanair is battling back after a shortfall of flight crews prompted the cancellation of more than 20,000 flights affecting more than 700,000 customers. The crisis revealed the limits to the Dublin-based company's bare-bones operations and exposed strains in relations with pilots, which are seeking to organize companywide labor representation. To placate aircrew concerns, Ryanair will double the number of managers at its 86 bases, Wilson said. The successor for Chief Operations Officer Michael Hickey, who resigned last week, will be someone who can "lead our operations into the future and transform the way we interact with and create career progression" for pilots, the personnel chief said. Wilson's letter follows a similar plea by O'Leary last week that crews accept new pay offers, and warned that the deal on the table may expire if not agreed to by the end of October. Ryanair's pilots, emboldened by the crisis and opportunities available at airlines in Europe, the Middle East and Asia, are asking for full-time contracts and better working conditions. Meanwhile, Ryanair has sent teams to Dubai, Rio de Janeiro and Sao Paulo in search of recruits with European Union passports and more than 3,500 flying hours, according to postings on its website. Pilots were promised the "top choice of bases" in the U.K., Ireland, Spain, Italy and Poland, and benefits such as hours that allow crew to get "home to the family at the end of the day." https://www.bloomberg.com/news/articles/2017-10-12/ryanair-strikes-back-at- norwegian-air-in-pilot-poaching-battle Back to Top Aero Vodochody Reveals New Jet Trainer Plans L159T2 jet trainer assembly The first new L159T2 is now in production at Aero Vodochody's factory in the Czech Republic. (Photo: Alan Warnes) Czech company Aero Vodochody is assembling three new two-seat L-159T2 advanced jet trainers in its factory at Prague. This is the latest version of an aircraft that serves the Czech Air Force and two export customers: the Iraqi air force and the contract air service provider Draken International. The company has also provided more detail on its plans to produce a new version of its original L-39 jet trainer, and to upgrade those still serving with various air forces. Like the single-seat L159 light combat aircraft that Aero produced in the late 1990s, the L159T2s will carry a Leonardo Grifo radar, but they will have improved software as well as four five-by-seven-inch multifunction displays (MFDs) and wet wings. These three new- production aircraft will enter Czech service, and the five two-seat L-159Ts in service with the Czech air force will also be upgraded to the T2 standard, by the end of 2019. The Czech Air Force also operates 16 single-seat L-159s, out of the 72 that it originally planned to acquire. Of the remainder, 10 were sold to Iraqi and 21 to Draken. Iraq also acquired a sixth L159T that was previously in Czech air force service, and a new-build two-seater. Both these two-seaters are currently based at Aero's Prague facility to train Iraqi pilots, but they will move to Iraq soon. Aero Vodochody is offering the Czech Air Force a comprehensive upgrade for its single- seat L-159s, which entered service in 2000. Massimo Ghione, Aero's chief business officer, said the work could include "a complete new fourth generation-plus avionics package, a targeting pod, Grifo radar software improvements, a new self-defense suit, a wet wing, wingtip air-to-air missile launchers, a fixed air-to-air refueling probe, full night vision goggle [NVG] configuration in the cockpit and a helmet mounted display." It is unlikely the Czech Air Force will go for the full upgrade on offer, but would certainly be interested some aspects. The targeting pod is of particular interest, since the Rafael Litening is already in service on the Czech Air Force's Saab Gripen fighters. Meanwhile, Aero Vodochody is now flying a prototype of the L-39NG ("New Generation") version of the original L-39 jet produced in large numbers from 1968 to 1997 as the standard trainer for the former Warsaw Pact and some other countries. The L-39NG has a Williams FJ44 turbofan and a glass cockpit. The prototype has been converted from an old L-39, but three new-build L-39NGs are now being assembled at the Prague factory. The first of these three L-39NGs is expected to fly in the third quarter of 2018, and to be delivered in late 2019 as a trainer to LOM Praha. But Aero also plans to add light attack capability to the L-39NG. The first flight of such an aircraft is expected in January 2020. Marco Venanzetti, who recently joined Aero from Alenia Aermacchi to head the L-39NG program, said: "It will have five hard points: one on the centerline and two under each wing; two 350-liter fuel tanks; Mk 81 [250-pound]/82 [500-pound]) laser-guided/free-fall bombs; CRV-7 unguided/guided rocket launchers and a single/twin barrel gun-pod which will be available on the centerline as well as on two under wing pylons, should the customer need more fire power. This configuration will satisfy 80 percent of our customers." Aero Vodochody's offer to upgrade existing L-39s to the L-39NG is now designated the L- 39CW version. https://www.ainonline.com/aviation-news/defense/2017-10-12/aero-vodochody-reveals- new-jet-trainer-plans Back to Top Boeing passenger jets have falsely-certified Kobe Steel products: source TOKYO (Reuters) - Boeing Co, the world's biggest maker of passenger jets, has used Kobe Steel products that include those falsely certified by the Japanese company, a source with knowledge of the matter told Reuters. Boeing does not as yet consider the issue a safety problem, the source stressed, but the revelation may raise compensation costs for the Japanese company, which is embroiled in a widening scandal over the false certification of the strength and durability of components supplied to hundreds of companies. The U.S. airline maker is carrying out a survey of aircraft to ascertain the extent and type of Kobe Steel components in its planes and will share the results with airline customers, said the source who has knowledge of the investigation. The source asked not to be named because of the sensitivity of the issue. Even if the falsely certified parts do not affect safety, given the intense public scrutiny that airlines operate under they may opt to replace suspect parts rather than face any backlash over concerns about safety. Any large-scale program to remove those components, even during scheduled aircraft maintenance, could prove costly for Kobe Steel if it has to foot the bill. Kobe Steel's CEO, Hiroya Kawasaki, on Thursday said his company's credibility was at "zero." The company, he said, is examining possible data falsification going back 10 years, but does not expect to see recalls of cars or airplanes for now.. Also in the U.S., General Motors said it is checking whether its cars contain falsely certified components from Kobe Steel, joining Toyota Motor Corp and around 200 other firms that have received falsely certified parts from the company. Boeing does not buy products such as aluminum composites, used in aircraft because of their light weight, directly from Kobe Steel. Its key Japanese suppliers, including Mitsubishi Heavy Industries, Kawasaki Heavy Industries and Subaru Corp, however, do. These Japanese companies are key parts of Boeing's global supply chain, building one fifth of its 777 jetliner and 35 percent of its carbon composite 787 Dreamliner. "Boeing has been working closely and continuously with our suppliers since being notified of the issue to ensure timely and appropriate action," Boeing said in a statement earlier this week after Kobe Steel's bombshell announcement over the weekend. "Nothing in our review to date leads us to conclude that this issue presents a safety concern," it added. Work for the U.S. planemaker employs around 22,000 Japanese engineers, or 40 percent employed in the nation's aerospace business. https://www.yahoo.com/finance/news/boeing-passenger-jets-falsely-certified-kobe-steel- products-021244749--sector.html Back to Top NASA Subsonic X-plane Development Work Awarded NASA/Boeing Aurora's proposed XD8 will be a 52%-scale demonstrator driven by fans powered by a single buried engine, the inlets for which are mounted on the fuselage sides. Credit: NASA/Aurora Flight Sciences Facing continuing budget constraints over its future subsonic X-plane flight-demonstrator plan, NASA has awarded a limited series of risk-reduction contracts to help industry contenders reduce technology risk and maintain momentum over the intervening years before the first demonstrator takes to the skies in the mid-2020s. When the agency unveiled its New Aviation Horizons initiative in 2016, it planned to follow the first all-new X-plane of the 2020s-the Quiet Supersonic Technology (QueSST) low- boom demonstrator-with a sequence of subsonic X-plane programs initiated as frequently as 18 months apart. But NASA did not receive the increase in aeronautics funding it requested, and although the $624 million sought for 2018 is sufficient to safeguard QueSST, the follow-on subsonic X-planes will be rolled out at a slower rate than expected over the late 2020s and beyond. The five Ultra-Efficient Subsonic Technology (UEST) X-plane demonstrator concepts studied so far are the Aurora Flight Sciences' "double-bubble" D8, Boeing's blended-wing body (BWB) and transonic truss-braced wing (TTBW), Dzyne Technologies' regional-jet BWB and Lockheed Martin's hybrid-wing body. In 2016, working with NASA, the contenders performed system requirements definition for each of the concepts, and established the associated risk posture, cost and schedule estimates. NASA X-Plane Preparation Risk-reduction contracts awarded for three of five initial Ultra-Efficient Subsonic Technology concepts Work awarded to Aurora Flight Sciences for D8 double-bubble design prior to recent merger with Boeing Boeing receives study contracts for both Blended-Wing Body and Transonic Truss-Braced Wing concepts Work helps preposition NASA and companies for follow-on X-plane development in 2020s. Following the conclusion of this work in May, NASA requested risk-reduction proposals from Aurora, Boeing, Dzyne, and Lockheed. "The evaluations are complete and we made immediate awards to Aurora, on the double-bubble concept, and to Boeing, focused on both TTBW and BWB concepts. It is possible we may revisit the proposals from Dzyne and Lockheed," says Fay Collier, NASA's associate director for Flight Strategy. It remains unclear how-if at all-the Boeing acquisition of Aurora, announced on Oct. 5, will impact the overall competition for UEST. Aurora will operate as a subsidiary of Boeing Engineering, Test and Technology, the company's central research and development organization, but is expected to continue operating as a broadly independent unit. Under current plans, NASA expects to issue a draft request for proposals (RFP) for the "UEST1" X-plane in fiscal 2018, with a final RFP the following year. The intent is to select two concepts to take through to preliminary design reviews, with a finalist to be chosen for the first UEST X-plane. First flight would occur sometime in the mid-2020s, with a second "UEST2" X-plane due to follow five years later. "The risk-reduction tasks are focused on design and analysis activities to be conducted over the next 12 months by the industry partner that are deemed crucial by them to reduce the overall technical, cost and schedule risk of their concept X-Plane that we studied last spring," adds Collier. The task areas of interest include configuration aerodynamics, propulsion-airframe integration and structures. However, Collier stresses that "no one has been eliminated from the future X-Plane competition. Once approved, that solicitation will be open competition, and may attract more than the concepts and companies we have had engaged to date," he says. Some new details of the five current concepts, and the key challenges for each, have also emerged. Boeing's proposed BWB X-plane will be a roughly half-scale demonstrator of a full-scale aircraft capable of ranges up to 8,000 nm. Key priorities for the Boeing demonstrator include proving the blended-wing design will meet targeted lift/drag objectives at transonic speeds. "Boeing will also want to demonstrate that noise shielding [with engines mounted on top of the aircraft] really works. They're expecting 38.4 dB [below current Stage 4 noise levels]," says Tony Washburn, aerosciences lead at NASA Langley Research Center. Designed for cruise speeds of Mach 0.85, the BWB configuration benefits aerodynamically from area ruling and structurally from a significant degree of span loading. "However, one of the challenges is it doesn't have a cylindrical pressure vessel. We think the Prseus (Pultruded Rod Stitched Efficient Unitized Structure) infused composites is a good solution for that," says Washburn, referring to the Boeing-developed material designed for non- cylindrical cross-sections. Testing will therefore also focus on the damage tolerance of the composite material, as well as stability and control characteristics of the BWB at this much larger scale. For the TTBW demonstrator, which Boeing plans to produce at 90% scale based on a heavily modified DC-9/MD-80 or 717, the test focus will be on the performance of the concept's truss-supported high-aspect-ratio wing. Commenting at the recent SAE Aerotech conference in Fort Worth, Washburn says: "At this time, it looks like a Mach 0.8 cruise vehicle, and that's pretty phenomenal. So there will be a lot of work on aerodynamic optimization and the structural benefit of the truss. Boeing wants to demonstrate a 100% increase in aspect ratio-that's an incredible number." The short chord wing produces higher lift without increasing induced drag and is also "more amenable to natural laminar flow," says Washburn. "But you have all these non- linear aeroelastic effects going on there and that's where all the risks are that need to be retired. Then there is the question of how do you certify a nonstandard structure like that?" The wing will also fold to permit use of existing single-aisle airport gates, though Boeing does not expect to incorporate this feature into the X-plane. For the Aurora D8 demonstrator, the test will focus on proving the viability of the lightweight structural concept, which is used in the design to combine two circular cross- sections to form a flattened fuselage. The final design incorporates partial-height upper and lower webs running the length of the cabin and tied together at every other frame by tension rods. The 52%-scale demonstrator will also evaluate the performance of the boundary-layer ingestion (BLI) concept at the heart of the fuel-saving configuration. In this design, dubbed XD8 by Aurora, distortion-tolerant fans embedded between twin vertical tails will ingest slow-moving air over the upper surface of the fuselage and reenergize the wake, reducing drag. "The reduced drag of the integrated configuration makes this concept very positive," says Washburn. However, "there are some serious integration challenges," he adds. The design places the powerplants side-by-side on the tail, an arrangement unlikely to be approved by regulatory authorities under current rules because of the risk of an uncontained failure in one engine damaging the other. Although the Aurora design avoids this with canted engine cores, the demonstrator "will require a special propulsion system to be developed. They will use a regular engine to provide power and then decouple the fans from it. On the X-plane they have inlets in the side of the fuselage to provide air for the propulsion system." The key test priority for Dzyne Technologies' BWB will be on the pitch-pivoting landing gear, says Washburn. Set further back on this design compared to Boeing's larger multi- deck BWB, the aft location of the gear is configured to enable the Dzyne configuration to be sized with a single deck for regional airliner applications. For Lockheed Martin, the main focus for tests of the hybrid wing body will be on the performance of the overwing engine nacelles. Cantilevered on struts over the trailing edge, the overwing positioning enables higher-bypass-ratio engines and is predicted to produce 5% less drag than conventional underwing engines. The configuration also provides acoustic shielding and, at low speed, increases aircraft lift without a thrust or drag penalty. www.aviationweek.com Back to Top Tiangong-1: Chinese space station will crash to Earth within months * Pieces weighing up to 100kg could make it to the surface, says expert, when out-of- control 8.5-tonne laboratory breaks apart in the atmosphere Tiangong-1 was launched in 2011 but is expected to plummet to earth in the next few months. Photograph: Shutterstock/REX/Shutterstock An 8.5-tonne Chinese space station has accelerated its out-of-control descent towards Earth and is expected to crash to the surface within a few months. The Tiangong-1 or "Heavenly Palace" lab was launched in 2011 and described as a "potent political symbol" of China, part of an ambitious scientific push to turn China into a space superpower. It was used for both manned and unmanned missions and visited by China's first female astronaut, Liu Yang, in 2012. But in 2016, after months of speculation, Chinese officials confirmed they had lost control of the space station and it would crash to Earth in 2017 or 2018. China's space agency has since notified the UN that it expects Tiangong-1 to come down between October 2017 and April 2018. Since then the station's orbit has been steadily decaying. In recent weeks it has dipped into more dense reaches of Earth's atmosphere and started falling faster. "Now that [its] perigee is below 300km and it is in denser atmosphere, the rate of decay is getting higher," said Jonathan McDowell, a renowned astrophysicist from Harvard University and a space industry enthusiast. "I expect it will come down a few months from now - late 2017 or early 2018." Although much of the craft is expected to burn up in the atmosphere, McDowell says some parts might still weigh up to 100kg when they crash into the Earth's surface. The chance that anyone will be harmed by the debris is considered remote but China told the United Nations "Committee on the Peaceful Uses of Outer Space" in May that it would carefully monitor the craft's descent and inform the United Nations when it begins its final plunge. Predicting where it is going to come down would be impossible even in the days ahead of its landing, McDowell said. "You really can't steer these things," he said in 2016. "Even a couple of days before it re- enters we probably won't know better than six or seven hours, plus or minus, when it's going to come down. Not knowing when it's going to come down translates as not knowing where it's going to come down." McDowell said a slight change in atmospheric conditions could nudge the landing site "from one continent to the next". There have been many uncontrolled re-entries of larger spacecraft and none have ever been reported to have caused injuries to people. In 1991 the Soviet Union's 20-tonne Salyut 7 space station crashed to Earth while still docked to another 20-tonne spacecraft called Cosmos 1686. They broke up over Argentina, scattering debris over the town of Capitán Bermúdez. Nasa's enormous 77-tonne Skylab space station came hurtling to Earth in an almost completely uncontrolled descent in 1979, with some large pieces landing outside Perth in Western Australia. https://www.theguardian.com/science/2017/oct/13/tiangong-1-chinese-space-station- will-crash-to-earth-within-months Back to Top POSITION AVAILABLE: General Manager & Senior Flight Data Analyst Job Description Job Location: Phoenix, AZ, USA Supervision: 4 current staff members (3 in office, 1 remote) Salary: Competitive base wage with outstanding benefits Job Title: General Manager & Senior Flight Data Analyst This position combines the freedom to run and develop a business in the US with potential to make a real impact on aviation safety. It will suit a pilot who is keen on aviation but tired of hotels. Based in Phoenix, customers are based from Canada to Venezuela and you will be supporting operators around the world as a part of the Flight Data Services group of companies. This position is open to all aviation safety professionals keen to manage a business at the forefront of safety technology. Desirable qualifications include: * flight deck experience * an aviation or business-related degree * experience of voluntary safety programs * commercial experience * competence in business software (MS Word, Excel, internet use, email, etc.) Main Purpose of Job: As General Manager you will have overall charge of the business of FDS Inc, including: 1. Management of the Company's affairs and administration. 2. Management of the staff of FDS Inc. 3. Management of customer interfaces, including annual visits, monthly reports and ad hoc communications. 4. Promotion of the Company within the continents of North and South America. 5. Responsible for Company compliance with state and federal law. As Senior Flight Data Analyst your tasks are: 1. Provide leadership for US analysts by: a. Providing training and guidance as needed. b. Task distribution & workload management. 2. Routine analysis of downloaded data. a. Review of abnormal operations and determine the cause. b. Report on findings to airlines. c. Compilation of monthly customer reports. d. Occasional emergency customer support and call-out on a roster basis. e. Responding to ad hoc requests for analysis or supply of data. 3. Contributing to the Safety Seminar a. Preparation and delivery of presentations. b. Attendance at the seminar. c. Ad hoc training of attendees. 4. Depending upon specialization, one or more of the following: a. Preparation of new Analysis Specifications. b. Amending analysis procedures to change thresholds etc. in consultation with the customer and Analysis Manager c. Customer training d. Support to Marketing 5. Liaise with IT Support on software maintenance. 6. Liaise with Software Development team on the POLARIS project. The above is not an exhaustive list of duties and you will be expected to perform different tasks as necessitated by your changing role within the organization and the overall business objectives of the organization. IMPORTANT NOTES: Please send your Resume with cover letter to jobs@flightdataservices.com * All resumes must be received by midnight November 5th. * Successful candidates will be required to complete testing prior to scheduling for interview. * Interviews will be scheduled November 13th & 14th and must be attended IN PERSON at the Phoenix, Arizona office. ************** About Flight Data Services Flight Data Services is an industry-leader in flight safety innovation. Our expert knowledge of flight data, aviation safety, and information technology is delivered to aircraft operators globally. We are the largest dedicated provider of flight data analysis services and our qualified and experienced flight safety specialists include the highest ratio of analysts to aircraft in the aviation industry. Flight Data Services are proud to be a global, independent and private company. In 2015 we were accredited with the 'Investors in People' award and in 2017 we earned ISO 9001:2015 accreditation. Associate Air Safety Coordinator The Air Line Pilots Association, International (ALPA), the largest airline pilot union in the world and the largest non-governmental aviation safety organization in the world seeks an Associate Air Safety Coordinatorfor our Herndon, Virginia, office. ALPA represents over 57,000 pilots at 33 U.S. and Canadian airlines. The Associate Air Safety Coordinatorworks on different aspects of safety, security, and pilot health, particularly in regard to the Federal Aviation Administration (FAA) and Transport Canada (TC) on matters related to proactive safety/security programs and Safety Management Systems (SMS). S/he provides staff coordination and acts as a liaison to government, industry, and professional groups on behalf of the Air Safety Organization (ASO), other Association committees and MECs, and the Engineering & Air Safety department, as assigned by the department Director or Manager. S/he provides coordination and support for a wide variety of areas across proactive initiatives such as the safe introduction of Unmanned Aircraft Systems, air traffic control modernization, and proactive safety programs such as Aviation Safety Action Programs (ASAP), Flight Operations Quality Assurance (FOQA) programs, and Safety Management Systems. S/he must be able to learn, understand, and communicate the benefits and concerns that emerge from changes in safety data programs; effectively represent the Association by interacting with government and industry safety officials on a continual basis and build and maintain a network of contacts; and, in coordination with pilots, department management, and other staff, develop and coordinate written communications to membership, government, and industry groups outlining ALPA positions on a wide variety of air traffic-related and other issues. Local, national, and international travel: 5 - 10 %. Minorities, veterans, and people with disabilities are encouraged to apply. Minimum Requirements: * Bachelor's degree in relevant area, e.g., unmanned aircraft systems, air traffic control, airline management, aviation safety, aviation science, or other related discipline, from an accredited college or university; or, the equivalent combination of education and practical experience. Additional airline-related experience may be substituted for the academic requirement. * Minimum three (3) years of related experience in the aviation industry, five (5) years preferred. * Knowledge of aviation and flight terminology as well as airline operations environment strongly preferred. * Basic understanding of the SMS concept and ASAP and FOQA programs preferred. * Former employment at airlines and/or the FAA in a relevant capacity a plus. * Special expertise in U.S. and Canadian Aviation Regulations (FARs and CARs) and knowledge of ICAO and/or international safety data systems a plus. * Understanding of aviation safety concepts; air traffic control; the airline industry, domestic and international; airline pilots; and, the laws that affect aviation safety and the airline industry desired. * Knowledge of FAA/TC regulations and guidance helpful. * Understanding of how safety initiatives and data analysis processes are used for advancing safety is beneficial. * Ability to learn quickly and adapt to changing demands required. * Excellent interpersonal and communication skills, oral and written, for effective interaction with staff, pilot members, and external contacts. * A pilot's license and/or air traffic control certification is preferred. * Software: Microsoft Word, Outlook, PowerPoint, and Excel. Physical Demands: Note: The physical demands described herein are characteristic of those that must be met to successfully perform the essential functions of this position. Reasonable accommodations may be made to enable individuals to perform the essential physical activities of this position described below. Constantly operates a computer/smartphone/tablet. Regularly required to maintain a stationary position, move about the office and the local metropolitan area, determine what others have said or written, and converse with others and exchange accurate information. Regularly required to sit, stand, bend, reach, and move about the office and travel (locally, nationally, and sometimes internationally). Also includes occasional bending, stooping, squatting, and/or pushing and pulling or moving, e.g., to pack, unpack, and/or move cases. Occasionally required to move, raise, reach, and/or retrieve binders, books, boxes, and files up to ten (10) pounds (lbs.). While on travel, could be responsible to move, raise, reach, and/or retrieve binders, boxes, cases, and/or files weighing as much as 50 lbs. (Assistance may not always be available.) Please apply online at https://jobs-alpa.icims.com/jobs/1266/associate--air- safety-coordinator/job ALPA offers competitive salaries with excellent benefits, including: * 26 days paid vacation and holidays per year; * Generous sick and bereavement leave; * Generous health care benefits - PPO, two HMO's (where available) and a High Deductible Health Plan which includes coverage for medical, dental, and vision benefits for employee, spouse, and/or dependent children; * Company-paid premiums for disability and life insurance; * $2 for $1 matching 401(k) retirement savings plan; Roth 401k; * Flexible Spending and Health Savings accounts; and * Retiree health plan. The Air Line Pilots Association is an Equal Opportunity Employer. Relocation Not Provided Curt Lewis