Flight Safety Information August 6, 2018 - No. 158 In This Issue 04-AUG-2018 - Ju-Air Junkers Ju-52/3mg4e accident: 20 dead Incident: Jet Airways B738 at Riyadh on Aug 3rd 2018, rejected takeoff from taxiway results in taxiway excursion Incident: Lufthansa A321 near Athens on Aug 4th 2018, electrical odour on board Incident: First AT42 at Igloolik on Jul 22nd 2018, smoke in cockpit EVAS - Cockpit Smoke Protection Incident: Austrian E195 at Vienna on Aug 4th 2018, defective cockpit indication Incident: Cathay Dragon 320 near Hong Kong on Aug 2nd 2018, nose wheel steering fault Preliminary report: Cessna 208B hit trees on approach to Nabire Airport (and landed safely!) Cessna 414 Fatal Accident (California) Russian airline says 18 killed in Siberian helicopter crash United Jet Flips Over Vehicle, Trapping Driver Inside, at Newark Liberty International Airport LIBIK Fire Suppression Kits for the Cabin and Flight Deck. Two Jet Airways pilots suspended for Riyadh incident Airline pilots protest a study on allowing cargo planes to be operated by only one pilot MH370 Becomes the Cold Case That Nobody Wants to Solve First A330-200 freighter conversion delivered to Egyptair Cargo Position: Assistant Manager, Safety Management Systems (Air Safety) POSITION: SAFETY ANALYST FLIGHT OPERATIONAL QUALITY ASSURANCE 2018 DFW ISASI Chapter Dinner ISASI 2018 2018 CHC SAFETY & QUALITY SUMMIT October 2nd - 4th, 2018 PROVIDING ASSURANCE IN YOUR SYSTEMS GRADUATE RESEARCH SURVEY 04-AUG-2018 - Ju-Air Junkers Ju-52/3mg4e accident: 20 dead Status: Preliminary Date: Saturday 4 August 2018 Time: ca 16:55 Type: Junkers Ju-52/3mg4e Operator: Ju-Air Registration: HB-HOT C/n / msn: 6595 First flight: 1939 Engines: 3 BMW 132A3 Crew: Fatalities: 3 / Occupants: 3 Passengers: Fatalities: 17 / Occupants: 17 Total: Fatalities: 20 / Occupants: 20 Aircraft damage: Destroyed Aircraft fate: Written off (damaged beyond repair) Location: Piz Segnas ( Switzerland) Crash site elevation: 2540 m (8333 feet) amsl Phase: En route (ENR) Nature: Domestic Non Scheduled Passenger Departure airport: Locarno Air Base (LSMO), Switzerland Destination airport: Dόbendorf Air Base (LSMD), Switzerland Narrative: A Junkers Ju-52/3m aircraft, operated by Ju-Air, was destroyed in an accident in a mountainous area in Switzerland. The aircraft crashed into the western slope of Piz Segnas at an elevation of 2540 m. All 17 passengers and three crew members were killed. The aircraft had departed Locarno, Switzerland, at 16:10 on a flight to it's home base at Dόbendorf. The STSB stated that the aircraft impacted the ground nearly vertically and at high speed. No evidence was found of a collision with a cable or other aircraft. Also, no evidence was found of an in-flight break-up. https://aviation-safety.net/database/record.php?id=20180804-0 Back to Top Incident: Jet Airways B738 at Riyadh on Aug 3rd 2018, rejected takeoff from taxiway results in taxiway excursion A Jet Airways Boeing 737-800, registration VT-JFS performing flight 9W-523 from Riyadh (Saudi Arabia) to Mumbai (India) with 141 passengers and 7 crew, was cleared for takeoff from from Riyadh's runway 33R at about 00:20L (21:20Z Aug 2nd), but lined up with taxiway K and commenced takeoff when the aircraft rejected takeoff, the aircraft veered right off the taxiway and came to a stop on soft ground about 2400 meters/7900 feet down the runway near taxiway G4. The aircraft was evacuated. No injuries are being reported, the damage to the aircraft is being assessed. The airline reported the aircraft rejected takeoff and departed the runway, everybody was evacuated. There were no injuries. The passengers were accomodated in the airport's terminal building. Local Authorities are investigating the occurrence. India's Media claim the airline filed a report with the DGCA India that the crew saw an object on the runway and rejected takeoff. On Aug 5th 2018 Saudi Arabia's AIB reported in a press release: "Initial factural information confirm that the aircraft attempted takeoff from taxiway (K), parallel to takeoff designated Runway (R33), while visibility was high and no obstacles or FOD were on the taxiway, the aircraft accelerated with full take off power and exceeded the taxiway onto unpaved area ending up close to the exit of taxiway (G4) north of taxiway (K)." The current aerodrome chart released by AIP Saudi Arabia does not show a taxiway K. http://avherald.com/h?article=4bbe6fd3&opt=0 Back to Top Incident: Lufthansa A321 near Athens on Aug 4th 2018, electrical odour on board A Lufthansa Airbus A321-200, registration D-AIDA performing flight LH-681 from Tel Aviv (Israel) to Munich (Germany), was enroute at FL340 about 90nm northeast of Athens (Greece) when the crew decided to divert to Athens reporting an electrical odour on board. The aircraft landed safely on Athens' runway 03L about 30 minutes later. The aircraft remained on the ground for about 10 hours, then continued the flight and reached Munich with a delay of 10 hours. The airline reported there was an unusual light electrical odour on board prompting the diversion. The aircraft was examined. http://avherald.com/h?article=4bbfd53e&opt=0 Back to Top Incident: First AT42 at Igloolik on Jul 22nd 2018, smoke in cockpit A First Air Avions de Transport Regional ATR-42-300, registration C-GKLB performing flight 7F-803 from Igloolik,NU to Iqaluit,NU (Canada) with 3 passengers and 3 crew, was in the initial climb when after retracting the landing gear the flight crew began to smell smoke. Shortly after passing 600 feet smoke emitted from the captain's left panel. The flight crew decided to return to Igloolik. During the downwind segment the smoke subsided, the smell remained. The aircraft landed safely and taxied to the apron. The Canadian TSB reported maintenance found wiring associated with the #2 FMS CDU chafed. The #2 FMS CDU circuit breaker was pulled and collared, then deferred under MEL requirements. The aircraft was returned to service. http://avherald.com/h?article=4bbe958e&opt=0 Back to Top Back to Top Incident: Austrian E195 at Vienna on Aug 4th 2018, defective cockpit indication An Austrian Airlines Embraer ERJ-195, registration OE-LWA performing flight OS-687 from Vienna (Austria) to Minsk (Belarus), was climbing out of Vienna's runway 16 when the crew stopped the climb at FL230 maintaining a speed over ground below 340 knots (approximately 220 KIAS) and returned to Vienna for a safe landing on runway 16 at a normal speed about one hour after departure. The aircraft remained on the ground for about one hour, then departed again and reached Minsk with a delay of 2 hours. The airline reported the aircraft returned due to a defective cockpit indication. The airline later added, that a service door was indicated open due to a defective indication. http://avherald.com/h?article=4bbf49cd&opt=0 Back to Top Incident: Cathay Dragon 320 near Hong Kong on Aug 2nd 2018, nose wheel steering fault A Cathay Dragon Airbus A320-200, registration B-HSJ performing flight KA-617 from Xiamen to Hong Kong (China) with 162 people on board, was descending towards Hong Kong when the crew advised they did have a problem with the nose wheel steering after takeoff, might not be able to vacate the runway after landing and requested emergency services on stand by for the landing . The aircraft landed safely on Hong Kong's runway 25R and was able to taxi to the apron. The occurrence aircraft returned to service about 10 hours later. http://avherald.com/h?article=4bbf4744&opt=0 Back to Top Preliminary report: Cessna 208B hit trees on approach to Nabire Airport (and landed safely!) Status: Preliminary - official Date: Monday 18 June 2018 Time: 14:52 Type: Cessna 208B Grand Caravan Operator: Spirit Avia Sentosa Registration: PK-FSL C/n / msn: 208B1254 First flight: 2007 Total airframe hrs: 11276 Cycles: 15519 Engines: 1 Pratt & Whitney Canada PT6A-114A Crew: Fatalities: 0 / Occupants: 2 Passengers: Fatalities: 0 / Occupants: 11 Total: Fatalities: 0 / Occupants: 13 Aircraft damage: Substantial Location: 6,7 km (4.2 mls) E of Nabire Airport (NBX) ( Indonesia) Phase: Approach (APR) Nature: Domestic Non Scheduled Passenger Departure airport: Bilogai/Sugapa Airport (ZGP), Indonesia Destination airport: Nabire Airport (NBX/WABI), Indonesia Narrative: The Spirit Avia Sentosa Cessna 208B was conducting unscheduled passenger flights. The flights of the day planned for the pilots were from Douw Aturure Airport (WABI), Nabire to Sugapa Airstrip (WAYB) and return for three times. The PIC acted as Pilot Flying (PF) and the SIC acted as Pilot Monitoring (PM) on all these flights. After the third flight from Nabire to Bilorai, the aircraft landed safely at Sugapa Airstrip. Prior to the departure to Nabire, there was no report or record of aircraft system malfunction and the aircraft was operated within the approved weight and balance envelope. On board the aircraft were two pilots and 11 passengers. The aircraft departed from in daylight conditions and cruised at an altitude of 10,500 feet. The aircraft was flying in an out through clouds when approaching Nabire. Over checkpoint BRAVO, the pilot made initial contact with Nabire Tower controller and advised that the aircraft was descending and passed altitude of 6,600 feet. During descent after checkpoint BRAVO, the pilot noticed development of clouds along the route and decided to avoid the clouds by deviating the aircraft track to the right of the GPS route. At about 4.5 Nm from NBR VOR/DME, the flight monitoring system of the Spirit Avia Sentosa recorded the aircraft altitude was 2,000 feet. The PM noticed yellow on the aircraft GPS which meant the terrain was between 1,000 feet and 100 feet below the aircraft altitude and advised the PF. The PF decided to disengage the auto pilot, reduced the rate of descend and continued to get visual reference on ground. The PM noticed an "X" symbol on the GPS which indicated a potential impact point and advised the PF. The PF was continuing the descent and then the second "X" appeared on the GPS. A few second later, the PF noticed terrain ahead and pulled the aircraft. The left side of the aircraft impacted a tree. At about 2 Nm, the pilot advised the controller of the aircraft position and requested to make a landing approach using runway 16. The controller approved the pilot request. The rest of the flight was uneventful and the aircraft landed safely using runway 16 at Nabire. No one injured in this occurrence and the aircraft was substantially damaged. Evidence of impact marks were found on the left side of the aircraft which were on the main landing gear strut, wing strut fairing, wing and horizontal stabilizer https://aviation-safety.net/database/record.php?id=20180618-0 Back to Top Cessna 414 Fatal Accident (California) Date: 05-AUG-2018 Time: 12:28 LT Type: Cessna 414 Owner/operator: Category III Aviation Corp Registration: N727RP C/n / msn: 414-0385 Fatalities: Fatalities: 5 / Occupants: 5 Other fatalities: 0 Aircraft damage: Written off (damaged beyond repair) Location: Bristol Street near John Wayne Airport, Santa Ana, CA - United States of America Phase: Approach Nature: Departure airport: Concord-Buchanan Field, CA (CCR/KCCR) Destination airport: Santa Ana-Orange County Airport, CA (SNA/KSNA) Narrative: The plane declared an emergency during approach then crashed nose down and impacted at least one car on a commercial center parking under unknown circumstances 3800 block of Bristol Street in Santa Ana. There was no fire. The twin plane engines was using jet fuel. 5 occupants died. There was no injurie on the ground. https://aviation-safety.net/wikibase/wiki.php?id=214088 Back to Top Russian airline says 18 killed in Siberian helicopter crash MOSCOW - A Russian helicopter crashed shortly after takeoff in Siberia on Saturday, killing all 18 people aboard. The Interstate Aviation Committee, which oversees civil aviation in much of the former Soviet Union, said the Mi-8 helicopter collided with the load being carried by another helicopter that had taken off from the same pad in Vankor, above the Arctic Circle about 2,600 kilometers (1600 miles) northeast of Moscow. The second helicopter was undamaged and landed safely, the committee said. Helicopters frequently carry loads in slings that hang below the craft. There were 15 passengers and three crew aboard the crashed helicopter, said a statement from the operator, UTair airlines. Russian news reports said all the passengers were believed to have been working for a subsidiary of the state oil company Rosneft. UTair, one of Russia's largest airlines, operates an extensive fleet of helicopters serving Siberian oil fields as well as fixed-wing flights within Russia and to international destinations, mostly in former Soviet republics. The helicopter that crashed was manufactured in 2010 and the pilot had nearly 6,000 hours of experience, including 2,300 as a captain, the UTair statement said. Russian air safety has improved since the 1990s, when poor aircraft maintenance, pilot training and official oversight in the wake of the collapse of the Soviet Union resulted in a high crash incidence. In February, a Saratov Airlines An-148 regional jet crashed about six minutes after takeoff from Moscow's Domodedovo Airport, killing all 71 people aboard. Investigators said the crew had failed to turn on a heating unit, resulting in flawed airspeed readings. A UTair ATR 72 crashed in Siberia in 2012, killing 33 of the 43 people aboard, after failing to be de-iced before takeoff. http://www.tribdem.com/news/russian-airline-says-killed-in-siberian-helicopter-crash/article_f85aaa18-a482-5ac9-b4ee-2935fae18ff5.html Back to Top United Jet Flips Over Vehicle, Trapping Driver Inside, at Newark Liberty International Airport • United Express Jet Knocks Over Food Service Truck at Newark Airport Trapping Driver • A United Express jet at Newark Liberty International Airport being pushed back from its gate by a tug struck a service truck, a source says • The impact caused the vehicle to flip over with the driver inside, an airport source tells NBC 4 • The driver was transported with an injured arm to a local hospital A United Express jet at Newark Liberty International Airport that was being pushed back from its gate by a tug struck a service truck, causing it to flip over with the driver inside, an airport source tells NBC 4. The incident occurred around 11:40 a.m. Friday near Gate 26 in Terminal A of the airport. According to the FAA, the ExpressJet Airlines Flight 4080, an Embraer E145 aircraft, was scheduled to depart for Richmond, Virginia. The jet aircraft involved had 47 people aboard the plane, along with two pilots and one flight attendant, according to United. The airline says none of the people on the plane were injured. The passengers retured to the gate, where they deplaned normally. Port Authority Police Aircraft Rescue Fire Fighter (ARFF) Unit responded and rescued the driver from the truck. The driver was transported to Beth Isreal Hospital in Newark with an injured arm, the source says. It is unclear if the vehicle was a food service truck belonging to its in-house catering operation. The incident is under investigation by the FAA and United. https://www.nbcnewyork.com/news/local/Jet-Flips-Over-Vehicle-at-Newark-Liberty-International-Airport-490002341.html Back to Top Back to Top Two Jet Airways pilots suspended for Riyadh incident The incident occurred early on Friday. The Directorate General of Civil Aviation (DGCA) has suspended two pilots of a Jet Airways flight which overshot the runway at Riyadh prior to take off on August 3, an official said on Monday. "The DGCA has suspended the licence of both the pilots involved in the runway excursion incident at Riyadh, pending investigations," said a top DGCA official on Monday. According to a Jet Airways statement, the incident occurred early on Friday when Flight 9W-523 aborted take-off and departed the runway at the King Khalid International Airport in the Saudi Arabian capital. There were no casualties and all the 142 passengers and seven crew members of the Mumbai-bound flight were evacuated safely and later flew to India. The Aviation Investigation Bureau (AIB) of Saudi Arabia has said that the Jet Airways Boeing 737 aircraft attempted to take-off from the taxiway K, parallel to Runway R33. "While visibility was high and no obstacles or FOD (foreign object debris) were on the taxiway, the aircraft accelerated with full take-off power and exceeded the taxiway, onto the unpaved area ending up close to the exit of taxiway G4, north of taxiway K," an AIB statement said. The AIB is probing the incident jointly with the Aircraft Accident Investigation Bureau of India. Jet had earlier said it had reported the matter to the DGCA. https://www.khaleejtimes.com/region/saudi-arabia/two-jet-airways-pilots-suspended-for-riyadh-incident Back to Top Airline pilots protest a study on allowing cargo planes to be operated by only one pilot with remote help A ground control station cockpit for remotely piloting aircraft is pictured at Creech Air Force Base in Indian Springs, Nev. (Isaac Brekken / Getty Images) Unions representing nearly 50 commercial airlines have launched a protest against federal legislation to study the idea of putting cargo planes in the hands of only one pilot with the help of remote-control pilots on the ground. But this dispute includes a big mystery: Officials of pilots unions don't know who put the language in the Federal Aviation Administration funding bill to study the idea of one pilot per cargo plane or for what reason. The FAA bill sets aside $128.5 million to research the concept, along with other topics of research. The pilots unions, representing more than 100,000 pilots, say they are opposed to the idea of eliminating a co-pilot from a commercial cargo plane because the task of flying a jet, communicating with air traffic controllers and monitoring weather changes requires two trained pilots. The unions also say remote-control flying is vulnerable to glitches and computer hackers. "Anything less than two pilots physically in the cockpit will significantly increase risk, especially during emergency operations, when timely actions are coordinated and implemented by each crewmember based on real-time information," said Robert Travis, president of the Independent Pilots Assn., the collective bargaining unit for UPS. The FAA funding package for 2017-2018, adopted by Congress in April, includes a line that says, "The FAA, in consultation with NASA and other relevant agencies, shall establish a research and development program in support of single-piloted cargo aircraft assisted with remote piloting and computer piloting." The legislation does not explain the motivation for the study. Kara Deniz, a spokeswoman for the International Brotherhood of Teamsters, which represents pilots that fly for Aloha Air Cargo and Southern Air Cargo, among other carriers, said the union doesn't know who put the language in the FAA bill but suspects that the study is the first step in a move to propose requiring only one pilot on commercial passenger airlines. "It's possible that this is the way to get the camel's nose under the tent," she said. Representatives for FedEx Corp. and Atlas Air, two of the nation's biggest cargo airlines, declined to comment on the matter. http://www.latimes.com/business/la-fi-travel-briefcase-remote-pilots-20180804-story.html Back to Top MH370 Becomes the Cold Case That Nobody Wants to Solve • How can a plane vanish? Five years later, we still don't know, which means it could happen again. This isn't just a mystery-it's a scandal. • Could this disaster happen again? In the case of Malaysia Airlines Flight 370 the answer is we don't know. And that is a dangerous answer because it's a religion with air crash investigators never to quit until they have the answer. And yet, as we saw this week, the Malaysians have peremptorily shuttered their investigation into the disappearance of their Boeing 777 with 239 aboard without being able to explain what happened. That is contrary to the diligence expected of every investigation. There is an obligation to discover whether a crash revealed a flaw, either human or mechanical (or a combination of both) that could recur. Why is this so important? Because flying has only become as remarkably safe as it is because over many decades this question has been successfully answered in an unforgiving process. One crash after another has been relentlessly scrutinized until its cause could be explained beyond any reasonable doubt. This is what makes the case of MH370 so disturbing. Nearly five years after the flight disappeared without trace it has now joined a gallery of ghosts. It has assumed a new cultural dimension, moving from the tangible to the invisible under the marquee title of The World's Greatest Aviation Mysteries. In the future this will attract numerous narratives, from the rational to the insane Obviously, this is not a happy place to be. Nobody wants to be part of this kind of enduring mystery story. The list of victims stretches back into the earliest days of flight and includes many names long since forgotten and one that is never forgotten, Amelia Earhart. Most of these are the ghosts of a time when aviation safety was on a steep and sometimes wobbly learning curve. The machines were relatively primitive. The risks taken were often reckless. Many parts of the process of flying were fallible. The science was slow in evolving-every death held a lesson for the future. No other form of transportation produced such spectacularly shocking ways of dying in the course of its growth. The sudden, apparently arbitrary and violent nature of air crashes gave them an impact on public awareness that made air travel seem more dangerous than it actually was-road accident death rates were always much higher in aggregate but nobody ever coined the phrase "fear of driving." It is a mark of how much has changed since then that the level of risk acceptable in commercial aviation during its first five decades would be unthinkable now. Every year more than four billion passengers board a scheduled commercial flight across the world with an almost complete certainty that no risk is involved. Indeed, 2017 was the first year on record when nobody died on a commercial jet worldwide. Statistically the chance of a fatal accident is one in every 16 million flights. "MH370 has assumed a new cultural dimension, moving from the tangible to the invisible under the marquee title of The World's Greatest Aviation Mysteries." Survivability in a crash has become a big factor in this improvement of safety. A few days ago this was demonstrated when an Aeromexico jet crashed just after takeoff from Durango, Mexico. The Embraer 190 was loaded with fuel and the impact was violent yet all 103 people aboard survived. Everybody was evacuated before the cabin was consumed in fire. Evacuation was made easier because the Embraer cabin has only two seats each side of the aisle, not three, and also because the cabin crew were exemplary in how they handled the emergency. Set against this background of a vastly improved safety record, MH370 is an anomaly-and, as a mystery, intolerable. In some way the highly sophisticated system that has given us an all but impeccable safety culture has failed. And we still have no idea which part or parts of that system, either singly or in combination, failed. In every air crash there is a rush to assign blame. In the course of covering this story from the beginning I have seen the urge to assign blame surface, as it always does, from a variety of motives, from those anxious to escape responsibility to the anguished families who lost loved ones. There seemed plenty of blame to go around when confronted with the serial incompetence of the Malaysian authorities. And, understandably, deep in their own irremediable grief, the families of the victims, frequently treated by the Malaysians as an unwanted nuisance, were handed a good target to blame. But blame without information is a blunt instrument. And that applies particularly to the pilots involved. When I began covering air crashes 20 years ago, a veteran air-crash investigator cautioned: "Always remember, blame has no place in an investigation. Pilot error, for example, is a symptom of other problems and not a cause of accidents. Errors happen all the time. "It is absolutely vital to get behind the error and ask what contributed to that person making the mistake. Was it the design? The training? The procedures? Most errors are part of being human." As it happens, that wisdom was later to be borne out by the disaster that, in some ways, is a direct precursor to the loss of Flight MH370. In 2009 Air France Flight 447 from Rio to Paris disappeared in the south Atlantic, taking 228 souls with it. This was the first loss of a modern jet over an ocean where its final resting place was elusive: it took two years to locate the wreckage. Once the wreckage was examined and the flight data recorders disclosed the final fatal minutes of the flight, an alarming picture emerged that combined a flawed technology with a poor response from the pilots. An instrument that recorded the air speed had fed wildly erratic data into the computers that directed the airplane's autopilot system (the system normally flying the Airbus A330 at cruise as this was). The computers, confused, began to shut down. The two pilots were unprepared to recover control from the computers and, because of the false air speed readings, were just as confused as their instruments. If they had correctly recognized the problem they could-and should-have flown themselves out of trouble. Instead, their handling errors magnified the jet's instability and it fell rapidly into the ocean. "Always remember, blame has no place in an investigation." - Veteran air-crash investigator The original fault with the air speed instrument had been caused by icing in unusual climatic conditions. The decisively lethal fault was human. As a result, pilots now get regular training in simulators for the specific skill required, "upset recovery." And the instrument was redesigned so that icing would not take it out. So the case of Air France Flight 447 began as a preventable disaster but concluded as a classic exercise in how to learn from a crash and make flying safer. But one vital lesson of that disaster remained unheeded: it should not take two years to find the remains of a jet lying at the bottom of the ocean. Most people were shocked to discover that in many parts of the world there was no effective way of keeping track of an airliner over oceans. French investigators vigorously demanded a remedy, but were ignored-until Flight MH 370 vanished over water. In truth, this reveals a scandalous example of recidivism on the part of those charged with overseeing airline safety, both the regulators and the airlines themselves. To prevent an airliner disappearing when beyond radar range over water, and to know in an emergency what had gone wrong, two measures needed to be taken, both readily available. The first was flight tracking, a secure automatic system that kept constant track via satellites of where the airplane was at all times. The second was a data streaming system that could be triggered in an emergency to describe what was happening to the airplane's systems. The failure to take these steps after such a clear red flag was raised by Air France 447 was partly psychological and partly venal. The airlines simply believed that this had been a one-off combination of errors that would never happen again. (The errors of piloting were, in any case, being remedied.) And, because of that, they decided that it wasn't worth spending the money to provide dependable tracking and monitoring. That same complacent mindset is, incredibly, apparent in the response to the loss of the Malaysian 777. But it's even worse. Flight MH370 has now become, uniquely in the history of modern air travel, a cold case that nobody wants to solve. They just can't be bothered. That is, I believe, because once more the aviation industry's attitude is that this was a freak event with its own peculiar causes that cannot possibly bother us again. Not worth spending any more money to pursue. Some of this attitude is based on a belief widely held among airline chiefs that the Malaysian pilots were involved. But even the Malaysian officials who were the first to have promoted this theory have now had to conclude that there is no evidence to support it, and never was. In the absence of that theory there is no other credible evidence of deliberate human involvement: no terrorist claim, no evidence of a hijacking and no sinister takeover of the controls by remote means. At least, steps have finally been taken to equip airline fleets with new flight tracking systems. By November this year all jets carrying 19 or more passengers must be capable of reporting their position every 15 minutes. By 2021 they must be able in an emergency to report every minute. The cost of not having such a system in place when Flight MH370 took off from Kuala Lumpur on the red-eye run to Beijing that night is enormous - both in money and in human suffering. The insurance costs and liabilities are in contention because, without knowing the cause, responsibility for the crash cannot be assigned. Soon after the disaster experts at Credit Suisse estimated that the loss of the airplane itself would amount to a cost of $100 million. They also estimated the total liability costs to the relatives of passengers would be around $500 million, but that has turned out to be impossible to calculate. Liability varies according the nationality of the victims and the national laws governing settlements. According to the Malaysian government, within two years of the disaster 42 families who lost members on the flight had settled for payments of $175,000 for each close relative, as was required by the airline's legal obligations. But many other claims and lawsuits will drag on. Initially French insurers paid out $750 million to relatives of those lost on Air France 447, but numerous law suits have since been settled without the amount being disclosed. All along, one nation involved in the consequences of the crash has been strangely silent: China. There were 152 Chinese passengers on the flight, by far the largest of any nationality. The Chinese have never publicly voiced any criticism of the way the Malaysians dealt with the aftermath or the lengthy deep sea searches. China made the smallest contribution to the search costs, $20 million in search equipment and financial contribution. Australia, which had only six passengers aboard, committed $60 million and Malaysia, with 50 passengers aboard, contributed at least $100 million. Quite clearly, nobody wants to spend another penny with the formal investigation wound up. It's like a murder mystery without a body to explain it. Or, rather, without 239 bodies that lie somewhere in the dark depths of a distant ocean unable to tell their story, possibly forever. https://www.thedailybeast.com/flight-mh370-becomes-the-cold-case-that-nobody-wants-to-solve Back to Top First A330-200 freighter conversion delivered to Egyptair Cargo Egyptair Cargo has taken delivery of an Airbus A330-200 Passenger-to-Freighter (P2F) converted aircraft from Elbe Flugzeugwerke (EFW). The delivery comes following the successful completion of test flights in June and awarding of the Supplemental Type Certificates (STCs) by the European Aviation Safety Agency (EASA) and Egyptian Civil Aviation Authority (ECAA) in July. The A330 conversion programme is largely seen as a successor to the Boeing 767 programme, which will begin to see feedstock dry up over the coming years just as A330s reach the right age for conversion. For Egyptair, the order is part of plans to expand its fleet and launch new services. The A330P2F conversion programme, launched in 2012, is a collaboration between ST Engineering Aerospace, Airbus and their joint venture EFW. The companies said: "The timely redelivery of MSN 600 is a result of the excellent spirit of cooperation between the partners EFW, ST Engineering Aerospace and Airbus and the remarkable support by EASA, Launch Customer Egyptair and the ECAA. To date Egyptair Cargo has firm orders for three A330-200P2F units." ST Engineering Aerospace, as the programme and technical lead for the engineering development phase, is responsible for applying for the STCs from EASA and the US Federal Aviation Administration (FAA). Airbus contributes to the programme with OEM data and certification support, while EFW leads the industrialisation phase as well as sales and marketing for the freighter conversion programme. The re-delivery of the A330-200P2F marks the successful inauguration of the all new A330P2F family with the larger -300P2F being certified and delivered to Launch Customer DHL by end of 2017. "Both types are ideal aircraft for serving the international regional and medium range cargo and e-commerce express markets," EFW said. "The A330P2F can carry up to 61 metric tonnes of structural payload over up to 3,900 nautical miles, while offering significant volumetric capabilities with up to 26 main deck and up to 32 lower deck positions. "This and the new P2F generation efficiency are supposed to lower cost-per-tonne compared other available freighter aircraft types in this size segment." While this is the first A330-200P2F converted aircraft delivered by EFW, it placed its first larger A330-300P2F with DHL in late 2017. https://www.aircargonews.net/news/airline/freighter-operator/single-view/news/first-a330-200-freighter-conversion-delivered-to-egyptair-cargo.html Back to Top Assistant Manager, Safety Management Systems (Air Safety) Main purpose of the Job: Support the Manager, Safety Management Systems with the development, implementation and maintenance of the Safety Management Systems (SMS) in flight and cabin operations. Directly responsible to: • Manager, Safety Management System (MSMS) Directly responsible for: • Supervisor, Safety Management Systems (Air Safety) • Officer, Safety Management Systems (Air Safety) Main Areas of Responsibility: • Responsible for routine review and processing of safety reports submitted to Quality, Safety & Security Department. • Responsible for conducting investigations (in conjunction with the FOQA specialist) into accidents, incidents and/or irregularities affecting the safety of operations. Conduct investigation interviews and debriefing accordingly to include the use of FOQA data. Produce investigation reports and make recommendations to prevent recurrence. • Support the MSMS in managing the day-to-day activities of the Safety Management Systems in flight and cabin operations. • Assist MSMS in the maintenance and development of the electronic safety reporting system. • Support the MSMS in maintaining the currency and relevance of the Safety Management System Manual by proposing and drafting amendments. • Conduct inspections / surveys / assessment / analysis as and when directed by the MSMS and produce reports to ascertain operational safety is achieved. • Communicate and interface with appropriate departments to track the safety actions arising from investigations / Safety Action Group (SAG) / routine safety assessments and ensure they are implemented in a timely and appropriate manner. • Responsible for production and dissemination of safety promotion material through company intranet, notice board, newsletter and any other suitable media. • Assist the MSMS in conducting SMS related trainings and briefings to company employees. • Participate in IOSA program as and when directed by the MSMS. • Participate in various safety meetings and provide administrative support as required. • Assist in performing safety risk assessment and change management as required. Qualifications / Requirements: • Minimum 5 years relevant working experience in the airline industry, preferably in flight or cabin operations. • Aviation safety investigation qualification or equivalent experience. • Comprehensive knowledge and experience with Safety Management System. • Bachelor's degree required, preferably in a technical, aviation or engineering discipline. • Flying experience desirable. • Strong analytical capabilities. • Well-developed interpersonal and communication skills. • Proven command of spoken and written English. Knowledge in Chinese (Cantonese and Putonghua) is an added advantage. • Good computer literacy. APPLY HERE Back to Top POSITION: SAFETY ANALYST FLIGHT OPERATIONAL QUALITY ASSURANCE POSITION PURPOSE Processes day-to-day raw data using Flight Operational Quality Assurance (FOQA) and program Ground Data Replay Analysis System (GDRAS) and routine data analysis. Creates weekly and monthly deliverables in addition to working with Gatekeepers and other members of FOQA and FOQA Management Team (FMT). ESSENTIAL DUTIES 1. Supports the FOQA Program Manager with daily administration of the FOQA efforts to ensure analysis of flight data for improved flight safety. 2. Oversees data collection process of aircraft fleet in conjunction with Maintenance and Engineering. 3. Performs data analysis, root cause analysis and determine corrective actions of digital flight data to determine adverse events, trends in flight and maintenance operations. 4. Coordinates, develops, verifies and validates aircraft specific event definitions. 5. Prepares flight operations trending analysis charts and reports. 6. Compiles and presents FOQA data summaries for use by senior management, regulators, pilots and union officials. 7. Performs specialized studies and fulfills special data requests. 8. Creates safety and FOQA department publications. 9. Prepares reports, presentations, and statistical data required to keep the FOQA community informed of the status and programs of the FOQA information. 10. Reviews corrective action responses to inspections and internal evaluations findings for adequacy. 11. Maintains FOQA database, write database queries, program new FOQA events, and manage documentation supporting these functions. 12. Coordinates with other airlines FOQA departments, governmental and academic institutions regarding FOQA. 13. Performs others duties as assigned. REQUIRED KNOWLEDGE, SKILLS AND ABILITIES The requirements listed below are representative of the knowledge, skill, and/or ability necessary to perform this job. EDUCATION and/or EXPERIENCE • Bachelor's degree in aviation, flight technology, engineering, or related area or a combination of education and experience. • FAA Commercial Pilot License. • Previous work experience, preferably in 14CFR Part 121 air carrier operations; quality control, maintenance, operations, safety or a combination of these areas. • Previous experience maintaining and enhancing corporate safety standards and safe operation practices. • Understands turbine-aircraft systems and knowledge regarding Part 121 operations. • Extensive working knowledge of Microsoft Office Programs, including spreadsheet and database applications. • Strong work ethic, ability to work in a fast-paced environment and a positive attitude toward teamwork. PREFERRED EDUCATION and/or EXPERIENCE • At least 3 years related experience. • Additional certifications: Dispatch, Airframe and Powerplant and/or ATP license. • Basic computer programming and statistical methods experience preferred. • Prior experience with Sagem AGS or equivalent GDRAS platforms is preferred. LANGUAGE SKILLS Ability to read, analyze, and interpret general business periodicals, professional journals, technical procedures, or governmental regulations. Ability to write reports, business correspondence, and procedure manuals. Ability to effectively present information and respond to questions from groups of managers, clients, customers, and the general public. REASONING/PROBLEM SOLVING ABILITY Ability to define problems, collect data, establish facts, and draw valid conclusions. Ability to interpret an extensive variety of technical instructions in mathematical or diagram form and deal with several abstract and concrete variables. Proven project management and analytical skills. Ability to handle numerous projects at one time and meet deadlines. Self-motivated and able to work with minimal supervision in support of the Safety Department. DECISION MAKING Makes day to day decisions used to support strategic direction. Decisions often require some thought and are somewhat structured. Decisions tend to be short term and usually moderate cost. PHYSICAL DEMANDS The physical demands described here are representative of those that must be met by an associate to successfully perform the essential functions of this job. Able to move about the work environment. Frequently required to stand, walk, sit, talk and hear. WORK ENVIRONMENT The work environment characteristics described here are representative of those an associate encounters while performing the essential functions of this job. Typically not exposed to extreme environmental conditions. TRAVEL REQUIREMENTS Travel up to 10% of the time, including overnight stays. APPLY HERE Company Overview: At Republic Airline, our mission is to provide a safe, clean and reliable flying experience. We believe this is best accomplished by focusing on our vision, "With the BEST people, products, and performance, we will be America's Regional Airline of choice." Republic Airline is a regional airline headquartered in Indianapolis, operating fixed-fee flights for American Airlines, Delta Air Lines, and United Airlines. The Company's fleet consists of nearly 190 Embraer 170/175s, offering approximately 950 flights daily to 100 cities in the U.S., Canada, the Caribbean and Central America. Our crew bases include Chicago, IL (ORD), Columbus, OH (CMH), Indianapolis, IN (IND), Kansas City, MO (MCI), Miami, FL (MIA), Newark, NJ (EWR), New York, NY (LGA), Philadelphia, PA (PHL), Pittsburgh, PA (PIT) and Washington, D.C. (DCA). We have 10 maintenance bases: Charlotte, NC (CLT), Chicago, IL (ORD), Columbus, OH (CMH), Indianapolis, IN (IND), Louisville, KY (SDF), Newark, NJ (EWR), New York, NY (LGA), Philadelphia, PA (PHL), Pittsburgh, PA (PIT) and Washington, D.C. (DCA). With more than 5,500 talented aviation professionals, Republic Airline is a great place to get your career off the runway! For more information, please visit our website at www.rjet.com. Back to Top Back to Top ISASI 2018 Intercontinental Hotel, Festival City, Dubai. 30 October to 1 November, 2018 "The Future of Aircraft Accident Investigation" ISASI is pleased to announce that the preliminary Technical Program for ISASI 2018 is now posted. It is, of course, subject to change between now and the end of October. All up to date information, including registration forms for the seminar and a reservation link for the hotel can be found at http://isasiannualseminar.com/ We look forward to seeing all of you in Dubai. Back to Top Back to Top Back to Top GRADUATE RESEARCH SURVEY Dear pilots, My name is Michail Karyotakis, F-16 Fighter Pilot and postgraduate student 'Air Safety Management' at City University of London. Currently, I am working on my research project, which is the final part of my studies at City to gain a Master of Science (MSc) degree. My research project, entitled 'Unmanned Aircraft Systems (UAS) in the 21st century. On attaining safer UAS flights based on current and future challenges and considerations.', aims to determine how UAS flights can become safe enough, so manned and unmanned air operations could be conducted simultaneously without compromising the safe performance of the entire aviation industry. To support my project research with data I have created a web survey for pilots, and via this way, I kindly ask your help by participating in the survey. The survey is not affiliated with any airline, training organisation, or any other. Participation in the survey is voluntary and anonymous (if desired by the participant). The survey will take about 12 minutes of your time to complete and is open for participation until 13 August 2018. Also, I would be very grateful if you could forward this message to other pilots in your contact list or spread the word in the airline or air force you are working for. Please click the link below to enter the survey: SURVEY WEB LINK: https://www.surveymonkey.com/r/LC6RXZN Thank you in advance for your time and patience. Your participation is highly appreciated. Kind regards, Michail Karyotakis • Mobile phone number: +30 6983514058 • Student email: michail.karyotakis@city.ac.uk Curt Lewis