Flight Safety Information February 20, 2018 - No. 037 In This Issue Incident: Skywest CRJ9 at Appleton on Feb 18th 2018, passenger bag fuming EVAS - Cockpit Smoke Protection Incident: United B737 near Washington on Feb 18th 2018, dual autopilot failure Incident: Southwest B737 near Houston on Feb 18th 2018, loss of cabin pressure Incident: Lufthansa Cityline E190 near Frankfurt on Feb 19th 2018, loss of communication Incident: Nok DH8D at Sakon Nakhon on Feb 18th 2018, engine shut down in flight JAL B777-300 Inflight Engine Shutdown USAF F-16 Engine Fire on Takeoff (Japan) NTSB blames pilot error for July 7 KHP helicopter crash at Billard O'Hare jet scare spurs talk of fines for fliers lugging bags during evacuations The role of language in air accidents FAA Budget Includes Aviation Safety Office Reduction Indonesia raises aviation warnings after Sumatra volcano emits ash cloud Transport Canada Introduces 'Targeted Inspections' DCA becomes CAAM as govt seeks to spur aviation sector (Malaysia) Sichuan Airlines Signs for 10 Airbus A350-900s These are the world's most punctual airlines for 2018 Stelia uses 3D printing to create self-reinforcing aircraft fuselage panel SpaceX Delays Next Falcon 9 Rocket Launch to Feb. 21 Medallion Foundation - Providing Assurance In Your Systems Positions Available: Check Airmen Wanted SASS 2018..The Singapore Aviation Safety Seminar (SASS) BASS 2018...The Business Aviation Safety Summit (BASS) Position Available: General Manager / Senior Flight Data Analyst Incident: Skywest CRJ9 at Appleton on Feb 18th 2018, passenger bag fuming A Skywest Canadair CRJ-900 on behalf of Delta Airlines, registration N802SK performing flight OO-4671/DL-4671 from Minneapolis,MN to Appleton,WI (USA), was about to land on Appleton's runway 21 when smoke began to emanate from a passengers carry on bag. The crew continued for a safe landing on runway 21, while taxiing to the apron the crew reported smoke in the cockpit prompting emergency services to respond. The passengers disembarked via stairs. The airport reported smoke began to come from a passenger's carry on suitcase upon landing, the passengers disembarked via stairs. The airport did not report what happened to the suitcase. The aircraft continued service the following morning as scheduled. https://flightaware.com/live/flight/SKW4671/history/20180219/0135Z/KMSP/KATW http://avherald.com/h?article=4b52173f&opt=256 Back to Top Back to Top Incident: Southwest B737 near Houston on Feb 18th 2018, loss of cabin pressure A Southwest Airlines Boeing 737-700, registration N7724A performing flight WN-289 from Belize (Belize) to Denver,CO (USA), was enroute at FL380 over the Gulf of Mexico about 250nm southeast of Houston Intercontinental Airport,TX (USA) when the crew initiated an emergency descent to 10,000 feet due to the loss of cabin pressure. The aircraft diverted to Houston Hobby Airport for a safe landing about 50 minutes after leaving FL380. A replacement Boeing 737-700 registration N7721E continued the flight and reached Denver with a delay of 3.5 hours. https://flightaware.com/live/flight/SWA289/history/20180218/2010Z/MZBZ/KDEN http://avherald.com/h?article=4b520fd3&opt=256 Back to Top Incident: Lufthansa Cityline E190 near Frankfurt on Feb 19th 2018, loss of communication, aircraft squawked unlawful interference on error A Lufthansa Cityline Embraer ERJ190, registration D-AECC perforing flight LH-975 from Aberdeen,SC (UK) to Frankfurt/Main (Germany), had already performed first descent towards Frankfurt/Main and was maintaining FL260 at about 07:48L (06:48Z), when communication with the aircraft was lost. The crew shortly afterwards transmitted the code for unlawful interference on their transponder changing the code to loss of communication a few minutes later while turning away from the aerodrome again. Two fighter aircraft were readied (but not yet launched) to intercept the Embraer, when communication was restored, the aircraft received vectors for the approach and turned around a second time now to the south again. The aircraft continued for a safe landing on Frankfurt's runway 07L about 36 minutes after the loss of communication. The occurrence aircraft returned to service after about 5 hours on the ground. The flight trajectory (Graphics: AVH/Google Earth): http://avherald.com/h?article=4b51f0ab&opt=256 Back to Top Incident: Nok DH8D at Sakon Nakhon on Feb 18th 2018, engine shut down in flight A Nok Air de Havilland Dash 8-400, registration HS-DQA performing flight DD-9407 from Sakon Nakhon to Bangkok Don Muang (Thailand) with 84 people, was climbing out of Sakon Nakhon when the crew needed to shut the left hand engine (PW150A) down. The aircraft returned to Sakon Nakhon for a safe landing on runway 23. Passengers reported there were two streaks of flames coming from the engine prior to the propeller stopping turning. The occurrence aircraft has not yet returned to service about 32 hours after landing back. Passenger Video (Video: Wee Boonsensa): http://avherald.com/h?article=4b51ed62&opt=256 Back to Top JAL B777-300 Inflight Engine Shutdown Date: 19-FEB-2018 Time: 11:15 LT Type: Boeing 777-381 Owner/operator: All Nippon Airways - ANA Registration: JA757A C/n / msn: 27040/442 Fatalities: Fatalities: 0 / Occupants: 524 Other fatalities: 0 Airplane damage: Minor Location: over Shizuoka prefecture - Japan Phase: En route Nature: Domestic Scheduled Passenger Departure airport: Tokyo International Airport /Haneda (HND/RJTT) Destination airport: Naha Airport (OKA/ROAH) Narrative: All Nippon Airways' flight ANA/NH469 from Tokyo/Haneda to Naha experienced a low oil pressure warning on the No. 2 engine at FL280 over Shizuoka. The troubled engine was shut down inflight, and the airplane made a safe landing back to Haneda at 11:45 LT. No personal injuries were reported. https://aviation-safety.net/wikibase/wiki.php?id=206355 Back to Top USAF F-16 Engine Fire on Takeoff (Japan) Date: 20-FEB-2018 Time: 08:40 LT Type: General Dynamics F-16CJ Fighting Falcon Owner/operator: United States Air Force Registration: C/n / msn: Fatalities: Fatalities: 0 / Occupants: 1 Other fatalities: 0 Airplane damage: Unknown Location: lake Ogawara, Tohoku town, Aomori prefecture - Japan Phase: Initial climb Nature: Military Departure airport: Misawa Air Base (MSJ/RJSM) Destination airport: Narrative: An F-16 of 35th Fighter Wing, USAF, based at Misawa, Japan experienced an engine fire just after takeoff from Misawa at 08:39 LT. The pilot declared an emergency and jettisoned two external fuel tanks over the south part of lake Ogawara, which is located north of the base. F-16 made a safe landing at Misawa at 08:42 LT. No personal injuries were reported. At the time of the incident, Shijimi clamming boats were floating over the lake. https://aviation-safety.net/wikibase/wiki.php?id=206354 Back to Top NTSB blames pilot error for July 7 KHP helicopter crash at Billard In this July 7, 2017, file photo, a helicopter is pictured at Philip Billard Municipal Airport. Two KHP troopers were taken to a Topeka hospital after the helicopter had a hard landing. [2017 file photo/The Capital-Journal] Pilot error was responsible for last July's Kansas Highway Patrol helicopter accident in which two troopers suffered minor injuries at Philip Billard Municipal Airport, says a federal report released last month. "The National Transportation Safety Board determines the probable cause(s) of this accident to be: The pilot's failure to maintain clearance from a building during landing," the NTSB said in a Jan. 23 final report. A Kansas Highway Patrol accident report said Capt. Gregory S. Kyser and Trooper Ryan F. Nolte, both of Topeka, were taken to St. Francis Health Center after the tail rotor of the KHP helicopter struck the hangar where the KHP had been keeping that helicopter about 12:35 a.m. July 7, near the end of an early-morning flight. The impact caused the helicopter to make a "hard landing" on the hangar's west ramp at Philip Billard Municipal Airport, 3600 N.E. Sardou Ave., the accident report said. It indicated Kyser was piloting the 2005 Bell 407 helicopter and Nolte was serving as co-pilot when the crash occurred. Both were wearing safety restraints. The helicopter sustained substantial damage to the fuselage while both occupants suffered minor injuries, the NTSB report said. It indicated Kyser said that that as he flew about six feet above the ground carrying out "a hover taxi while using night vision goggles," he turned to face the west - away from the hangar - and was trying to land when his passenger said they needed to move forward. Kyser reported he then tried to move forward but felt a sudden jolt and heard the helicopter's tail rotor strike the hangar. The helicopter then struck the ground. The report listed apparent causes of the accident as being the aircraft's not attaining or maintaining the proper altitude; the pilot's not effectively monitoring his environment; and the airport structure's "effect on operation." "The pilot reported that there were no preaccident mechanical malfunctions or failures with the helicopter that would have precluded normal operation," the report added. http://www.cjonline.com/news/20180219/ntsb-blames-pilot-error-for-july-7-khp-helicopter-crash- at-billard Back to Top O'Hare jet scare spurs talk of fines for fliers lugging bags during evacuations Passengers evacuate American Airlines flight 383 after the plane caught fire upon takeoff Oct. 28, 2016, at O'Hare Airport. | Youtube After a number of passengers refused to leave their carry-on bags behind amid a chaotic evacuation of a burning American Airlines jetliner at O'Hare Airport in 2016, a flight attendant offered a federal investigator an idea for dealing with such potentially dangerous intransigence: "Maybe issue fines for passengers who take luggage." That's worth exploring, says Robert Sumwalt, chairman of the National Transportation Safety Board, which recently finished its investigation into the fiery incident in which the Boeing 767-300 safely screeched to a halt on an O'Hare runway after an engine blew during takeoff. "I have thought about that," Sumwalt told the Chicago Sun-Times. "People might be less inclined to worry about all their Gucci luggage." The Oct. 28, 2016, O'Hare incident was cited by the NTSB as one of four aviation emergencies in the United States in the past several years in which an evacuation was hampered by travelers grabbing carry-on luggage. In a separate incident, in January 2016, there was a baggage mutiny aboard a United Airlines jetliner that had slid from an O'Hare runway, records obtained by the Sun-Times show. With the plane's nose wheel on the grass, travelers had to disembark on the airfield and were told by the captain and flight attendants to leave luggage, but "several passengers" argued, and "several did not listen," records show. In the American Airlines engine fire, the NTSB blamed the near-catastrophe on an engine problem - microscopic "fatigue" cracks in a turbine disk caused it to break apart at incredible velocity, piercing a fuel line and tank and igniting one side of the aircraft. The pilots already were rolling to depart for Miami at roughly 150 miles an hour but made a split- second decision to hit the brakes, which probably saved the lives of the 170 people on board because, if the plane had gotten into the air, it might not have been able to get back on the ground safely. The evacuation was troublesome in part because the flight attendants had problems using in-plane phones to reach and get direction from the pilots, who didn't initially realize the scope of the problem. There was panic on board, with flames visible to many passengers and smoke pouring in. And yet, some passengers insisted on bringing carry-on bags and retrieving them from overhead compartments, according to federal records showing post-incident interviews with flight attendants. One of those flight attendants relayed a story about a passenger "running up the right aisle with a bag over his head," and, when a crew member tried "to get it away from him," he yelled, "I'm taking it with me." Another flight attendant saw a woman with a large bag who was "instructed . . . to leave the bag and evacuate the airplane. "The woman did not listen," so the flight attendant "tried to take the bag away," records show. After "a short struggle," the crew member "decided the woman was causing a delay in the evacuation and instructed her to exit the airplane with the bag." The NTSB issued safety recommendations to the Federal Aviation Administration, urging it to, among other things, conduct research to "measure and evaluate the effects of carry-on baggage on passenger deplaning times and safety during an emergency evacuation" and "identify effective countermeasures to reduce any determined risks, and implement the countermeasures." National Transportation Safety Board chairman Robert Sumwalt. The State via AP Sumwalt said, "I think the best people to determine" whether fines ultimately should be implemented are with the FAA, which regulates airports, airspace and airlines. Industry reaction to the idea of new fines was lukewarm, and the FAA wouldn't comment on the issue, with a spokesman saying only, "We will review and consider the NTSB's recommendations and findings." In the past, the FAA has stressed the importance of leaving bags and getting to safety. In a 2016 informational video aimed at air travelers, then-FAA Administrator Michael Huerta said that "in the unlikely event that you need to evacuate, please, leave your bags and personal items behind. Your luggage is not worth your life. Opening an overhead compartment will delay evacuation and put the lives of everyone around you at risk." Among other ideas discussed in the aviation industry for speeding up evacuations: Having overhead bins automatically lock in emergencies - something that the union representing 50,000 flight attendants from 20 airlines said could bring "unintended safety consequences including interfering with access to emergency equipment stored in overhead bins." The union - the Association of Flight Attendants-CWA - said implementing new fines was less important than enforcing and publicizing existing laws. Sara Nelson: "Apparently the threat of death by incineration fueled by thousands of gallons of jet fuel isn't enough of a deterrent to stop passengers from taking time to grab carry-on bags during an emergency evacuation." | Association of Flight Attendants "Apparently the threat of death by incineration fueled by thousands of gallons of jet fuel isn't enough of a deterrent to stop passengers from taking time to grab carry-on bags during an emergency evacuation," said the group's president, Sara Nelson. "The FAA should use existing laws to crack down on passengers endangering themselves and countless others as they put computers, cosmetics and clothing ahead of human life." Nelson noted that the FAA already can pursue criminal charges and fines up to $250,000 - plus civil fines of as much as $25,000 - "for interfering with the flight attendants' ability to perform their duties, depending on the severity of the interference." Aviation experts said they're unaware of anyone ever being punished by the FAA for refusing to leave behind a carry-on bag during an evacuation. "Our union is calling for enforcement of this law as it relates to passengers grabbing carry-on bags during an emergency evacuation," Nelson said. "It's just that serious. And something has got to make these people listen to crew instructions." An FAA official said the agency has sought civil penalties against more than 150 passengers in the past five years for interfering with a flight crew, but it's unclear whether any of those incidents involved baggage. https://chicago.suntimes.com/news/ohare-jet-scare-spurs-talk-of-fines-for-fliers-lugging-bags- during-evacuations/ Back to Top The role of language in air accidents Elizabeth Mathews, a former linguistic consultant for the International Civil Aviation Organization, believes that language factors have played a role - and in different ways - in more accidents than is generally acknowledged. Students in an English for visual flight rules (VFR) class at Embry-Riddle's Daytona Beach Campus, which prepares students to interact with air traffic controllers by focusing on listening and speaking strategies. Credit: ERAU. On 25 January 1990, the Avianca flight from Bogota, Colombia, to JFK Airport in New York, was running out of fuel in the most appalling weather conditions. After being kept in a holding position by air traffic control (ATC) in New York, the plane's fuel tank was running dangerously low. The National Transportation Safety Board's accident report shows that at no point was the word "emergency" or "mayday" communicated to ATC. The captain, Laureano Caviedes, reportedly told first officer Mauricio Klotz to "tell them we are in an emergency", yet the word "emergency" was not communicated to ATC. "We're running out of fuel", Klotz told ATC instead. With air traffic control unaware of the gravity of the problem, the plane crashed just nine minutes later. Out of the 158 people on board, 73 died, including the pilot and the co-pilot. "One of the factors was the failure of the pilot communicating with ATC to state the word 'emergency' or 'Mayday' explicitly," explains Elizabeth Mathews, a former linguistic consultant for the International Civil Aviation Organization (ICAO) and assistant professor at Embry-Riddle Aeronautical University (ERAU) in Florida. "'Emergency' has a specific meaning in ICAO phraseology," Mathews says. "It clues controllers to initiate a specific set of emergency procedures, such as clearing all other aircraft and giving priority to the aircraft in an emergency situation." She explains that while the Avianca pilot referred to their increasingly dangerous fuel situation several times, it was never in "a manner in which the controller understood they were in a fuel emergency". Although ICAO language standards existed at the time, Mathews says they were not as clear as the strengthened 2008 ICAO Language Proficiency Requirements. Since 5 March 2008, pilots' English language proficiency must be at least ICAO level 4 (tested every three years). Plain language is only to be used when "standardised phraseology cannot serve an intended transmission". 'Language as a Human Factor in Aviation Safety' initiative launches Last year, ERAU launched the Language as a Human Factor in Aviation Safety (LHUFT) initiative to heighten awareness, improve aviation safety and enhance future investigations. " Communication is universally acknowledged to be critical to aviation safety." "While communication is universally acknowledged to be critical to aviation safety, industry understanding of communication and language as fundamental aspects of aviation safety has not kept pace with our understanding of other human performance factors," says Mathews. She strongly believes that language issues are not investigated with the same degree of systematic and expert thoroughness with which other human and operational factors are considered. "Embry-Riddle hopes to provide an organisational focus to support human factors specialists, accident investigators and safety experts to better consider communication and language factors," she says, "and to build a bridge between the field of human factors in aviation and applied linguistics." Working as an applied linguist in the aviation industry for over 20 years, Mathews has scoured databases of aircraft accidents all over the world to determine the role communication deficiencies may have played. Investigators lack linguistic tools to identify language errors A team of applied linguists and aviation operational human factors specialists at ERAU recently analysed 30 years' worth of accident investigation reports in the Aviation Safety Network Database. "It is clear that accident investigators lack the tools and background linguistic familiarity to identify any, but very blatant, language problems," she says. Mathews is co-authoring a book, English in Civil Aviation, in which she provides a linguistic review of the American Airlines accident in Colombia on 20 December 1995. "When American 965 crashed into a mountainside near Cali, Colombia in 1995, the last controller in communication with the English-speaking US pilots admitted to accident investigators that he had suspected, from the pilot communications, an anomaly in their position," explains Mathews. The controller also said that if the pilots had spoken Spanish, he would probably have sought to clarify the situation. "In that case, clarification of their position would have required the use of plain language beyond the standard phraseology provided in ICAO documents," says Matthew. "In other words, the controller was apparently proficient in English phraseology, but did not have adequate plain language English proficiency to communicate his concerns to, or seek to clarify their position with, the pilots of American 965." "How to understand, manage and improve English communications is a hot topic." Despite this, the Colombian accident investigation team determined that the controller's use of ICAO phraseology was in compliance with ICAO Standards at that time. However, Mathews explains that a closer review of ICAO language-related Standards and Recommended Practices, and a more nuanced understanding of language use in aviation, would have made apparent that controllers were required to have plain language proficiency. With international air travel growing exponentially and more non-native English pilots and air traffic controllers likely to come into the industry, how to understand, manage and improve English communications is a hot topic. The International Air Transport Association predicts that 7.2 billion passengers will travel in 2035 - double the 3.8 billion passengers in 2016. To meet this demand, Airbus forecasts that 534,000 new pilots will be required. Last year the UK's Civil Aviation Authority released a report by Dr Barbara Clark, which investigated the "state of the English language in the aviation system". The area flagged up as "most troubling" was "the under-reporting of language-related miscommunication which contributes to incidents and accidents". During an 18-month period, 267 Mandatory Occurrence Reports were found to be related to miscommunication. The biggest language problems were identified as: the UK pilot misunderstanding the non-UK ATC (30%); and pilots (origins unclear) misunderstanding the UK ATC (18%). Controlling language and culture in the cockpit When different cultures and nationalities have to work together in the cockpit, there are thousands of different miscommunications that can arise. Another issue that plays out in the cockpit when native and non-native English speakers need to communicate is described by Captain Enrique (Rick) Valdes, a retired United Airlines Captain with more than 40 years' commercial flying experience. "There is an urgent need to focus on aviation communications from the perspective of applied linguistics." Along with Mathews, Valdes has been one of the aviation industry's driving forces pushing for the enforcement of English language standards over the last 20 years. From 2000 to 2013, Valdes was the International Federation of Air Line Pilots' Associations representative to the ICAO study group: Proficiency Requirements In Common English Study Group. It focused on creating the English language proficiency requirements for pilots and controllers, which strengthened language standards in 2003 and were adopted by the ICAO in 2008. In 2006, Valdes was awarded the ALPAI Presidential Citation for his work with the ICAO. Valdes refers to a study that he and Mathews worked on in a simulation environment with a group of pilots. "We had two different nationalities who both spoke Spanish as a native and we presented them with a Line Oriented Flight Training scenario," he explains. "We swapped the crews around, and replaced the first officer with a native English speaker and gave them a similar scenario, and it was amazing to see how differently the scenarios played out." When the native Spanish-speaking captain was with the native Spanish-speaking co-pilot, the captain was extremely domineering and assertive; yet when the same native Spanish-speaking captain was paired with the native English-speaking co-pilot, he let the co-pilot make all the decisions. "It was like having two different men in the cockpit - the cultural differences that you bring into the cockpit are significant," he says. Another safety gap starting in the classroom? An area that Valdes has always advocated for is reading and writing proficiency, as well as speaking. Originally, when he first started working with ICAO, it was related to the text communications between ATCs and pilots known as Controller-Pilot Data Link Communications. Valdes says that back in 2003 the ICAO preferred to focus on implementing the English standards for phraseology. Yet it was only six months ago that he realised, while working on a project with Mathews, that most of the English as a Second Language pilots who are at ICAO level 4 may not be able to fully understand the English language manuals that describe in detail how to use the aeroplane's systems. This could also potentially contribute to an aircraft emergency situation in the future. "They might be able to speak at level 4, but for non-native English speakers sitting in a classroom and simulator for a 28 day-type rating course, these English manuals are not aimed at English as a Second Language speakers," he says. "Of course, they have to pass the same exams, as the same curriculum is taken by non-native English-speaking pilots that is given to native English-speaking pilots." Urgency to focus on aviation communications Valdes continues to support the LHUFT initiative alongside Mathews. Jennifer Roberts, a faculty member for LHUFT in ERAU Worldwide, says that Embry-Riddle funds two full-time applied linguists and provides annual grants and budgets specifically designated for LHUFT projects. "Currently, the team is developing an English for Flight programme which can be offered both in the classroom and online, training solutions for English teachers who wish to become aviation English teachers," Roberts says. ERAU also has a memorandum of understanding with Georgia State University Department of Applied Linguistics, led by Dr Eric Friginal, who is guiding linguistic research into aviation communications, and is hosting the International Civil Aviation English Association Conference in May. Mathews says there is an urgent need to focus on aviation communications from the perspective of applied linguistics. "Without an accurate perception of the problem, appropriate resources are not allocated, creating a growing safety gap in an increasingly multicultural industry," she says. https://www.airport-technology.com/features/role-language-air-accidents/ Back to Top FAA Budget Includes Aviation Safety Office Reduction More UAS work will test certification, oversight resources. FAA's fiscal 2019 budget request trims Aviation Safety Office (AVS) funding by 1.7%, but a reading of the agency's detailed budget documents suggests that resources will be stretched beyond the fiscal cutbacks. The $1.276 billion AVS budget request calls for 7,187 direct full-time equivalents (FTEs), compared to 7,266 in fiscal 2017, the most recent budget approved by Congress. The agency plans to use "restricted hiring to achieve savings through attrition," it explained. It also transfers $14.7 million in funding and 30 FTEs supporting "Flight Program Operations" to the Air Traffic Organization. FAA says traditional certification and oversight work will not increase much next year. But it sees a spike in unmanned aircraft system (UAS) work, as well as an increase in the level of complexity that some of these projects will bring. While FAA's staffing plan calls for adding AVS personnel "in the future," its fiscal 2019 strategy is to redirect existing resources. "The number of UAS aviation products requiring certification and approvals services is anticipated to expand within the system and products as well as operational complexity is anticipated to increase as new technologies are introduced," FAA said. "These factors are driving the need in the short- term to reprioritize some of AVS existing resources for certification services and UAS integration." FAA's internal data "indicates that the time to complete certifications for the design of new aviation products and airworthiness directives issued to correct aircraft safety deficiencies remained relatively constant," it said. FAA's $16.1 billion overall request is about 1.9% below its fiscal 2017 budget. The U.S. Congress is still working on a 2018 budget; FAA and most other agencies are working based on the approved 2017 figures. http://www.mro-network.com/maintenance-repair-overhaul/faa-budget-includes-aviation-safety- office-reduction Back to Top Indonesia raises aviation warnings after Sumatra volcano emits ash cloud JAKARTA (Reuters) - Indonesia on Monday raised flight warnings around the Mount Sinabung volcano on Sumatra island to their highest level after it sent a towering plume of ash more than 7 kilometers (4.4 miles) into the air, its biggest eruption this year. Ash from Mount Sinabung volcano rises to an approximate height of 5,000 meters during an eruption as seen from Brastagi town in Karo, North Sumatra, Indonesia February 19, 2018 in this photo taken by Antara Foto. Antara Foto/Tibta Peranginangin/ via REUTERS Areas around the crater of the volcano, located about 1,900 km (1,181 miles) northwest of the capital, Jakarta, have been off-limits for several years because of frequent volcanic activity. The Bureau of Meteorology's Volcanic Ash Advisory Centre (VACC), in Australia's northern city of Darwin, issued maps on Monday showing an ash cloud heading in three directions from Sinabung, to the north, northwest and south-southeast. Indonesia also upgraded its Volcano Observatory Notice for Aviation (VONA) to red, its highest warning, and said the ash-cloud top had reached 23,872 feet (7,276 meters), according to a ground observer. Sinabung is about 75 km (47 miles) southwest of Kualanamu International Airport in Medan. Nur Isnin Istianto, head of the regional airport authority, said Kutacane airport in Aceh province had been closed, but the wind direction allowed the airport of Kualanamu, Meulaboh and Silangit to remain open. Sutopo Purwo Nugroho, a spokesman for Indonesia's Disaster Agency, said the eruption began on Monday morning, accompanied by multiple earthquakes and showering surrounding villages with small rocks. "In five districts it became dark with a visibility of about 5 metres," he said in a statement. No casualties were reported. The agency urged the public to stay out of a 7-km (4-mile) exclusion zone around the crater, and watch for further warnings, which could cover floods. The 2,460-metre (8,071-ft) tall volcano is among Indonesia's most active. When Sinabung erupted in 2014, more than a dozen people were killed and thousands were evacuated. Prior to recent times, its last known eruption was four centuries ago. https://www.reuters.com/article/us-indonesia-volcano/indonesia-raises-aviation-warnings-after- sumatra-volcano-emits-ash-cloud-idUSKCN1G3193 Back to Top Transport Canada Introduces 'Targeted Inspections' Transport Canada is scheduled to start so-called "targeted inspections" of various aviation segments in a move the agency describes as a "new process to evaluate specific safety priorities." Between April 2018 and March 2019, Transport Canada will conduct targeted inspections of turbine- powered business aircraft operators, as well as heliports, aerial work and general aviation. Sean Borg of the Transport Canada's standards office said the purpose of these targeted inspections as they pertain to business aviation is to "evaluate the effectiveness of the newly introduced Part 6, Subpart 4 of Canadian Aviation Regulations (CAR) Part 604." This section is a relatively recent consolidation and update of the operating rules that apply to private and charter operators of mainly turbine business aircraft. "As we look to the future of the targeted inspection program, we expect to make better use of data to focus in on risk areas," said Borg. "In other words, surveillance planning will be less about frequencies and much more about zeroing in on what the risk information is telling us." According to the Canadian Business Aviation Association (CBAA), this new inspection process is a "significant departure from Transport Canada's previous approach." CBAA said it is "working with Transport Canada to provide as much information and support to members as possible before, during, and after these inspections." The association contends some 65 private operators will be subject to the targeted inspections. "There is little doubt in aviation there is a role for the regulator. No one wants an unsafe industry," said CBAA president and CEO Jim Facette. "If Transport Canada wants to partner with us to promote safety and education, it has a willing partner here." https://www.ainonline.com/aviation-news/business-aviation/2018-02-19/transport-canada- introduces-targeted-inspections Back to Top DCA becomes CAAM as govt seeks to spur aviation sector (Malaysia) PUTRAJAYA: The Department of Civil Aviation (DCA) has been transformed into the Civil Aviation Authority of Malaysia (CAAM) effective yesterday in line with the government's commitment to spur the nation's aviation industry to greater heights. Transport Minister Datuk Seri Liow Tiong Lai said the statutory body, which will be overseen by his ministry, would regulate the safety and security aspects, besides playing a vital role in maintaining the nation's competitive edge within the global aviation sector. As an independent regulatory body, he said the CAAM's responsibilities would include safeguarding civil aviation operations in the country, exercising safety regulatory oversight of the civil aviation and regulating the operation of aerodrome services and facilities in Malaysia. "The body will also be responsible to provide air navigation services within the Kuala Lumpur dan Kota Kinabalu Flight Information Region, cooperate with any authority in charge of investigation of aircraft accident and serious incident," he said in a statement here yesterday. Beyond the regulatory and oversight functions, Liow said the CAAM would also encourage, promote, facilitate and assist in the development and improvement of civil aviation capabilities, skills and services in the country. Liow said the CAAM, which commenced its operation yesterday, was being helmed by its chairman Datuk Seri Azharuddin Abdul Rahman and chief executive officer Ahmad Nizar Zolfakar. http://www.theedgemarkets.com/article/dca-becomes-caam-govt-seeks-spur-aviation-sector Back to Top Sichuan Airlines Signs for 10 Airbus A350-900s China's Sichuan Airlines has signed a purchase agreement with Airbus for 10 Airbus A350-900s. The deal, still subject to government approval and valued at 200 billion yuan ($31.56 billion), amounts to the largest aircraft signing ever by the Chengdu-based airline. Meanwhile, Sichuan Airlines awaits its first A350-900 of three leased from AerCap and another from Air Lease Corporation. The four airframes were destined for the debt ridden SriLankan Airlines, which canceled its order last year. The first Sichuan A350-900 (MSN 52) appeared in September 2017 with a panda livery and has completed three test flights. Last September, Sichuan signed for Airbus's Flight Hour Services (FHS) and Airbus Real Time Health Monitoring Service (AiRTHM) to provide components and predictive maintenance support for the A350. Sichuan Airlines expects the A350 to serve the so-called "Panda Route," attracting tourists and passengers to Sichuan province, the home of China's giant pandas. The airline also told Chinese media that the aircraft would increase its competitiveness in the international market, and has applied for nonstop service from Chengdu to Los Angeles. Partially owned by the provincial government as well by China Southern, China Eastern, and Shandong Airlines, Sichuan ranks as the largest Airbus operator in China, flying more than 130 aircraft, including A320neos, A321s, and A330-200/300s, which carry out most of its long-haul flights to Moscow, Vancouver, and Auckland. It has also placed a firm order for 20 Comac C919 narrowbodies. https://www.ainonline.com/aviation-news/air-transport/2018-02-19/sichuan-airlines-signs-10- airbus-a350-900s Back to Top These are the world's most punctual airlines for 2018 An Alaska Airlines jet passes the air traffic control tower at Los Angles International Airport (Photo by David McNew/Getty Images) We've all experienced the pains of crowded airports, unbearably long security lines, and cramped seating. But when it comes to flight delays, some airlines really are better than others. Analysts at travel intelligence firm OAG examined 57 million flight records from 2017 to find out which airlines are truly the world's most punctual. The U.K.-based firm defined on-time performance (or OTP) as flights that arrive or depart within 14 minutes and 59 seconds of their scheduled times. With 90.01 percent of OTP flights, the most punctual mainline airline in the world is Latvian flag carrier airBaltic, the report found. Atlanta-based Delta Air Lines came in at No. 11 on the mainline list with an OTP rate of 82.76 percent. However, when it comes to the most punctual airlines with 30 million-plus seats (also referred to as mega airlines), Delta ranked third overall. Last year, the U.S. Bureau of Transportation Statistics also ranked Delta third in on-time performance with an overall on-time arrival rate of nearly 86.5 percent in 2016. Hawaiian Airlines and Alaska Airlines took the top spots in the federal ranking. Other U.S. majors among OAG's top 10 mega airlines by OTP include United Air Lines (No. 7) and American Airlines (No. 9). In addition to being highly punctual, many of the top-ranked airlines are also low-cost carriers. "This year, six of the Top 20 airlines are LCCs, up from four last year and two in 2015," OAG reported. Here are the top 10 mega airlines by OTP, according to OAG: Japan Airlines (85.27 percent) All Nippon Airways (83.81 percent) Delta Air Lines (82.76 percent) IndiGo (81.22 percent) Alaska Airlines (81.06 percent) SAS (80.90 percent) United Airlines (79.86 percent) LATAM Airlines Group (79.39 percent) American Airlines (78.97 percent) Southwest (78.55 percent) And the top 10 mainline airlines by OTP: airBaltic (90.01 percent) Hong Kong Airlines (88.83 percent) Hawaiian Airlines (87.24 percent) Copa Airlines (86.39 percent) Qantas Airways (86.18 percent) Japan Airlines(85.27 percent) Aer Lingus (84.46 percent) Singapore Airlines (84.07 percent) All Nippon Airways (83.81 percent) Qatar Airways (82.95 percent) Explore the full study and its methodology at OAG.com. http://www.daytondailynews.com/news/national/these-are-the-world-most-punctual-airlines-for- 2018/idNusKNnKXlU4bgk9arXMN/ Back to Top Stelia uses 3D printing to create self-reinforcing aircraft fuselage panel The printed fuselage panel showing the rough printed surface on the left and the polished and painted surface on the right(Credit: Stelia Aerospace) Stelia Aerospace believes 3D printing has the potential to go large when it comes to aircraft construction. The French-based company has unveiled the first printed self-reinforcing fuselage panel in an effort to demonstrate the potential of additive manufacturing to deliver cheaper, lighter and more environmentally-friendly components. Aerospace manufacturing is a complex, expensive, and time consuming affair that involves a huge logistical army bringing together hundreds of thousands of parts, which all need to be fitted together just so if the final product is an aircraft safe to fly and not an overpriced hunk of scrap. Fuselages, for example, are often nothing but tubes of thin-rolled aluminum alloy that couldn't hold its shape against its own weight. For that reason, the hull of an aircraft is reinforced by a spider's web of stiffeners that act as a supporting skeleton. The problem is that these stiffeners need to be set in place, fitted, then secured using screws or welding. Not only does this cost time and money, but every additional part and step means one more thing to inspect and one more thing that can go wrong. Diagram of a fuselage with 3D-printed stiffeners Working in conjunction with Constellium aluminum, engineering school Centrale Nantes and the CT Ingénierie group, Stelia has come up with a much simpler fuselage panel that incorporates its own reinforcements. The one-piece, 1 m˛ metal demonstrator was created by a programmed robotic tool using a process called Wire Arc Additive Manufacturing (WAAM). This is similar to 3D printing techniques that melt strands of plastic and deposit it to build up an object. Only in this case, the plastic is replaced by aluminum wire that's melted by an electric arc, which means the stiffeners can be directly printed on instead of being added later. Stelia hopes that the new panel will show the potential for large-scale additive manufacturing, which will make constructing complex components much simpler. In addition, the process has less environmental impact, allows for new designs, integrates various functions in a single part, uses less material, and provides saving both in weight and costs. "With this 3D additive manufacturing demonstrator, Stelia Aerospace aims to provide its customers with innovative designs on very large structural parts derived from new calculation methods," says Cédric Gautier, CEO of Stelia Aerospace. "Through its R&T department, and thanks to its partners, Stelia Aerospace is therefore preparing the future of aeronautics, with a view to develop technologies that are always more innovative and will directly impact our core business, aerostructures." The panel was constructed as part of the DEveloppement de la Fabrication Additive pour Composant TOpologique (DEFACTO) project to demonstrate the viability of large-scale 3D printing in aerospace design and manufacturing. Source: Stelia Aerospace https://newatlas.com/stelia-3d-printing-fuselage-panel/53470/ Back to Top SpaceX Delays Next Falcon 9 Rocket Launch to Feb. 21 A SpaceX Falcon 9 rocket stands atop Space Launch Complex 4E at Vandenberg Air Force Base in California in this file photo. SpaceX's next Falcon 9's launch is now aimed for Feb. 21, 2018. Credit: SpaceX SpaceX has delayed the launch of its next Falcon 9 rocket to no earlier than Wednesday (Feb. 21) to allow final checks of the rocket's upgraded nose cone. The Falcon 9 rocket was scheduled to launch early Sunday (Feb. 18) from a pad at California's Vandenberg Air Force Base to send SpaceX's first Starlink broadband satellites and the Paz radar- imaging satellite for Spain into orbit. The mission had already been delayed 24 hours to allow extra checks. On Saturday, SpaceX representatives announced that more time was needed for final checks of the Falcon 9 rocket's upgraded payload fairing, the clamshell-like nose cone at the top of the rocket that protects its payload during flight. [6 Surprising Facts About SpaceX] "Team at Vandenberg is taking additional time to perform final checkouts of upgraded fairing," SpaceX representatives wrote on Twitter. "Payload and vehicle remain healthy. Due to mission requirements, now targeting February 21 launch of PAZ." SpaceX has been upgrading its payload fairings as part of a project to recover and reuse the components, but whether those efforts played a role in the launch delay is unclear. SpaceX CEO Elon Musk has said the fairings alone cost about $5 million, so the ability to reuse them could represent a substantial savings. Earlier this month, Musk said SpaceX is getting closer to recovering its payload fairings. The company has been experimenting with parachutes on its fairings and built a giant ship equipped with metal arms (which Musk has described as a "catcher's mitt in boat form") to eventually catch the fairings before they splash into the ocean. After SpaceX's successful Falcon Heavy test flight on Feb. 6, Musk told reporters that Falcon 9 rocket fairing recovery has been difficult since fairing parachutes tend to get twisted during descent. But Musk was optimistic that a solution would be found this year. "I'm pretty sure we'll solve fairing recovery in the next 6 months," Musk said. SpaceX's next Falcon 9 rocket will use a previously flown first stage booster that also launched the Taiwanese Formosat-5 satellite in August 2017. The mission's primary goal is to launch the Paz radar-imaging satellite for the Spanish company Hisdesat. The Paz satellite is designed to capture sharp radar imagery of Earth for a variety of customers, including the Spanish government, over the course of its 5.5-year mission. SpaceX is also expected to launch two prototype satellites, called Microsat-2a and Microsat-2b, as part of its Starlink broadband satellite constellation. The company has not commented on the Starlink prototypes publicly, but their inclusion on the launch was laid out in SpaceX documents filed to the Federal Communications Commission. You can watch the next Falcon 9 launch here courtesy of SpaceX, or directly via SpaceX's website. The webcast will begin about 20 minutes before liftoff. Email Tariq Malik at tmalik@space.com or follow him @tariqjmalik and Google+. Follow us @Spacedotcom, Facebook and Google+. Original article on Space.com. https://www.space.com/39736-spacex-rocket-launch-paz-satellite-delay.html Back to Top Check Airmen Wanted - $45,000 (Phoenix, AZ) Main Responsibility: * Conducting FAR 141 recurrent training, check out flights on new hire CFIs, spot checks on line CFIs, perform remedial training, and observation flights. Qualifications: * High School Diploma or equivalent required * Must hold at least an FAA Commercial Pilot Certificate with Instrument Rating * Must have CFI, CFII, and MEI certificates * 6 months experience as a CFI required * Demonstrated success as a CFI with commensurate pass rate SKILLS AND ABILITIES * Ability to pass a Part 141 stage check pilot proficiency check for both single and multi-engine airplanes * Proficient on Microsoft Office (word, power point, excel) * Excellent oral and written communication skills * Excellent interpersonal skills, professional demeanor * Dependable, reliable and pays extreme attention to detail Benefits AeroGuard offers a variety of benefits: Paid PTO, medical, dental, vision and 401K with company match!!! SUBMIT RESUME TO: recruiter@flyaeroguard.com OR FOR MORE INFORMATION CALL: 623-580-7913 Back to Top SASS 2018 Building on the success of previous years, the Singapore Aviation Safety Seminar (SASS) will be held March 26-29, 2018, and will feature presentations from local and international speakers. The theme for SASS 2018 is "Stepping Up Safety: Enabling Growth, Embracing New Technologies." The program focuses on topics relating to recent safety challenges, human factors issues, organizational safety issues, lessons learned from recent accidents and the latest technological improvements for safety. Registration and program agenda can be found on the SASS event website. Back to Top BASS 2018 The Business Aviation Safety Summit (BASS) is a forum for the industry to meet in a collaborative environment to identify safety concerns, devise approaches to reduce risk and implement initiatives to improve safety. The summit, in its 63rd year, is organized by Flight Safety Foundation in partnership with the National Business Aviation Association. Content covers safety, training, practical solutions, management, human factors and other issues for every segment of the business aviation industry. The program agenda and registration information can be found on our event website. Back to Top Job Title: General Manager / Senior Flight Data Analyst 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 in voluntary safety programs * commercial experience Job Description 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. The office is based in Phoenix, Arizona and customers are based from Canada to Venezuela. You will also be supporting operators around the world as a part of the Flight Data Services group of companies. Location: The job holder must be based Monday to Friday on site at our Phoenix office. Supervision: 4 current staff members (3 in office, 1 remote) Salary: The range for this role is $50,000 to $70,000 per annum dependent on skills and experience. There is also a comprehensive benefits package. IMPORTANT NOTES: * Resume and Cover Letter must be received by midnight March 31st 2018 at hr@flightdataservices.com * Successful candidates will be required to complete testing prior to scheduling for interview. * Interviews will be scheduled April 9th thru 11th and must be attended IN PERSON at the Phoenix, Arizona office. Main Purpose of Job: As General Manager you will have overall charge of the business of Flight Data Services 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 you will promote aviation safety through: 1. Providing 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 and Training Courses 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. ************** 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. Curt Lewis