Flight Safety Information August 22, 2018 - No. 171 In This Issue Incident: Vueling A320 at Tenerife on Aug 15th 2018, cabin did not pressurize Incident: Iberia A319 at Barcelona on Aug 17th 2018, rejected takeoff due to bird strike Incident: Wizz A321 at Eindhoven on Aug 22nd 2018, slat problem Incident: ANA B763 near Tokyo on Aug 21st 2018, hydraulic failure Incident: Blue AT72 at Bucharest on Aug 22nd 2018, cabin pressure problems ATSB releases report on B777-300ER electrical short circuit and cargo compartment smoke incident EVAS - Cockpit Smoke Protection Piper PA-34 Seneca Fatal Accident (Costa Rica) Hughes 530FF (369FF) Lifter Fatal Accident - Wire Strike (Texas) Jet's landing gear collapses at Florida Air Force base The European Aviation Safety Agency (EASA) released the Annual Safety Review 2018 LIBIK Fire Suppression Kits for the Cabin and Flight Deck. Flight risk: how does the EU Air Safety List work? Foreign F-35 Users Spend Millions To Stop Jet's Computer From Sharing Their Secrets FAA reviews Vietnam's aviation safety standards Helicopter Online Ground School approved as FAA safety representative FAA issues emergency revocation for Sensenish MRO facility Bombardier Appoints Danny Di Perna Chief Operating Officer, Aerospace Delivery Target For Airbus A350: 105 Aircraft Japan Receives New "Air Force One" 60 Years Ago In Aviation Week: Gulfstream First Flight...Gulfstream G-1 Bangladesh Airlines takes first Boeing 787 GRADUATE RESEARCH SURVEY Scott Griffith Collaborative Solutions - Principles of Reliability - Free Trial Aircraft Accident Investigation from SCSI Operational Risk Management from SCSI AViCON 2018: General Admission Ends 8/31 Position Available: Director of Safety The CARM Collaborative Working Group NATA's 2018 Ground Handling Safety Symposium 2018 DFW ISASI Chapter Dinner ISASI 2018 2018 CHC SAFETY & QUALITY SUMMIT October 2nd - 4th, 2018 PROVIDING ASSURANCE IN YOUR SYSTEMS Incident: Vueling A320 at Tenerife on Aug 15th 2018, cabin did not pressurize A Vueling Airbus A320-200, registration EC-MVM performing flight VY-3209 from Tenerife North,CI to Barcelona,SP (Spain), was climbing out of Tenerife North's runway 30 when the crew stopped the climb at FL070 due to problems with the cabin pressure. The aircraft diverted to Tenerife's South Airport for a safe landing on runway 08 about one hour later. A passenger reported the captain announced cabin pressure issues, they were diverting to Tenerife South Airport. http://avherald.com/h?article=4bcb1cbc&opt=0 Back to Top Incident: Iberia A319 at Barcelona on Aug 17th 2018, rejected takeoff due to bird strike An Iberia Airbus A319-100, registration EC-LEI performing flight IB-2101 from Barcelona,SP to Madrid,SP (Spain), was accelerating for takeoff from Barcelona's runway 25L when the left hand engine (CFM56) ingested a number of birds prompting the crew to reject takeoff at around 80 knots. The aircraft slowed safely and returned to the apron. A passenger reported the captain announced a flock of ducks had been ingested by the #1 engine. The #1 engine was shut down and they taxied back to the apron on the #2 engine. The flight was cancelled, the passengers were rebooked onto other flights. http://avherald.com/h?article=4bcb13f9&opt=0 Back to Top Incident: Wizz A321 at Eindhoven on Aug 22nd 2018, slat problem A Wizz Air Airbus A321-200, registration HA-LXI performing flight W6-3071 from Bucharest Otopeni (Romania) to Eindhoven (Netherlands) with 228 people on board, was on approach to Eindhoven when the crew reported they had a flight controls problem and needed to level off and enter a hold. The crew subsequently reported they had a slats problem, sort of a flaps problem, they would land at a higher than normal speed, requested emergency services on stand by and declared PAN. The aircraft landed safely on Eindhoven's runway 21 at a higher than normal speed (168 knots over ground) about 30 minutes after aborting the first approach. The airport reported the aircraft suffered a flaps problem. The occurrence aircraft is still on the ground in Eindhoven about 13.5 hours after landing. http://avherald.com/h?article=4bcb1249&opt=0 Back to Top Incident: ANA B763 near Tokyo on Aug 21st 2018, hydraulic failure An ANA All Nippon Airways Boeing 767-300, registration JA618A performing flight NH-937 from Tokyo Narita (Japan) to Wuhan (China) with 214 people on board, was climbing out of Tokyo when the crew received indication the right hand hydraulic system lost pressure. The crew stopped the climb at FL200 and returned to Tokyo Narita for a safe landing about 50 minutes after departure. Emergency Services found hydraulic fluid leaking from the right hand side of the aircraft near the engine (CF6) driven hydraulic pump. A replacement Boeing 767-300 registration JA616A reached Wuhan with a delay of 2.5 hours. http://avherald.com/h?article=4bcb0ff7&opt=0 Back to Top Incident: Blue AT72 at Bucharest on Aug 22nd 2018, cabin pressure problems A Blue Air Avions de Transport Regional ATR-72-212A, registration YR-FVL performing flight 0B-3077 from Bucharest Otopeni to Oradea (Romania), was climbing out of Bucharest when the crew stopped the climb at 7000 feet due to a problem with the cabin pressure and returned to Bucharest for a safe landing about 20 minutes after departure. Passengers reported they were asked to disembark. Maintenance took care of the aircraft, they were subsequently told the problem was fixed and they boarded again. The captain however indicated the aircraft wasn't fit to fly, they were asked to disembark again, maintenance again worked on the aircraft. They embarked a third time. The occurrence aircraft departed Bucharest again and was climbing through FL090 when the crew stopped the climb due to the same problem again and returned to Otopeni Airport for another landing about 25 minutes after second departure and about 5 hours after first departure. A replacement Boeing 737-500 registration YR-AMC reached Oradea with a delay of 6.5 hours. The occurrence aircraft returned to service about 8.5 hours after second landing back and completed that flight. http://avherald.com/h?article=4bcb1f64&opt=0 Back to Top ATSB releases report on B777-300ER electrical short circuit and cargo compartment smoke incident Date: 14-OCT-2017 Time: 07:07 Type: Boeing 777-3FXER Owner/operator: Etihad Airways Registration: A6-ETR C/n / msn: 41701/1155 Fatalities: Fatalities: 0 / Occupants: Other fatalities: 0 Aircraft damage: Minor Category: Serious incident Location: 530 km NNW Adelaide, SA - Australia Phase: En route Nature: International Scheduled Passenger Departure airport: Abu Dhabi International Airport (AUH/OMAA) Destination airport: Sydney-Kingsford Smith International Airport, NSW (SYD/YSSY) Investigating agency: ATSB Narrative: On 14 October 2017, a Boeing 777-300 aircraft, registered A6-ETR and operated by Etihad Airways, was on a scheduled passenger service from Abu Dhabi, United Arab Emirates to Sydney, Australia. An augmented flight crew, consisting of two pilots in each crew (crew A and crew B) conducted the flight. At about 0407 Central Daylight-saving Time, while in the cruise and with flight crew B flying the aircraft, the flight crew noticed a burning smell coming from an air vent. In an attempt to establish the source of the smell, they requested that cabin crewmembers check the forward galley. The cabin crew confirmed that the forward galley was clear of any burning smells or smoke. The flight crew then requested two other cabin crewmembers enter the flight deck, who confirmed the burning smell. Around this time, the aural fire bell activated, a master warning light illuminated and a warning message 'FIRE CARGO FWD' was displayed on the engine-indicating and crew-alerting system. In response, the flight crew actioned the non-normal checklist, which included arming the forward cargo fire switches located in the flight compartment overhead panel. This action resulted in numerous mechanical and electrical actions, including de-energising the recirculation fan and closing the air vents in the forward cargo compartment. The flight crew then selected the cargo fire discharge switch, which discharged the two fire extinguisher bottles located in the forward cargo compartment. The flight crew declared a MAYDAY to air traffic control and advised of their intention to divert to Adelaide Airport, South Australia, as it was the nearest suitable airport for the aircraft type. Flight crew A had just completed their scheduled rest period and entered the flight deck where they were briefed by flight crew B of the situation. Flight crew A assumed control of the aircraft as they were the designated crew for landing. Flight crew B remained on the flight deck to provide assistance. A rapid descent to flight level 125 was conducted and the aircraft was diverted to Adelaide. During the remainder of the flight, the cabin crew, operator and passengers were informed of the situation and the diversion. The flight crew also advised air traffic control that, if smoke or fire from the forward cargo compartment was confirmed by emergency services upon landing, they would evacuate the aircraft on the runway. At 04:55, the aircraft landed uneventfully. The emergency services advised the flight crew that they did not observe any smoke or fire emanating from the aircraft. The aircraft was taxied from the runway to taxiway 'F6', where the emergency services inspected the aircraft externally with a thermal imaging camera. They confirmed that there were no identified hot spots indicating an on-going fire in the forward cargo compartment. Based on this information, as a precaution, the crew decided to conduct a rapid deplane of the passengers through passenger door 5L using mobile boarding stairs. All passengers and crew disembarked in a controlled manner and were transported to the passenger terminal. Nil injuries were reported during the disembarkation. Findings: During cruise, a burning smell was detected in the flight deck and the forward cargo compartment fire warning activated. The flight crew armed and set the forward cargo fire suppression system and diverted the aircraft to the nearest airport for a safe landing. A wiring loom situated above the forward cargo compartment about body station 508 was incorrectly routed, likely during manufacture of the aircraft. Over several years, wires in that loom chafed against the support structure and short circuited. Electrical arcing created smoke that activated the forward cargo smoke detector. FINAL REPORT https://aviation-safety.net/wikibase/wiki.php?id=214607 Back to Top Back to Top Piper PA-34 Seneca Fatal Accident (Costa Rica) Date: 22-AUG-2018 Time: Type: Piper PA-34 Seneca Owner/operator: Aerobell Air Charter Costa Rica Registration: TI-BDH C/n / msn: Fatalities: Fatalities: 1 / Occupants: 1 Other fatalities: 0 Aircraft damage: Written off (damaged beyond repair) Location: south of Cerro Burrito, La Fortuna de San Carlos - Costa Rica Phase: En route Nature: Private Departure airport: Pavas (MRPV) Destination airport: El Tanque, San Carlos (MRAN) Narrative: The aircraft crashed 3 miles from San Francisco de la Fortuna, Alajuela, Costa Rica. The pilot was fatally injured. https://aviation-safety.net/wikibase/wiki.php?id=214610 Back to Top Hughes 530FF (369FF) Lifter Fatal Accident - Wire Strike (Texas) Date: 21-AUG-2018 Time: 12:30 LT Type: Hughes 530FF (369FF) Lifter Owner/operator: Air-1 Sandpoint Helicopters Registration: N530FU C/n / msn: 0005F Fatalities: Fatalities: 2 / Occupants: 2 Other fatalities: 0 Aircraft damage: Written off (damaged beyond repair) Category: Accident Location: Williamson County between Granger and Circleville, TX - United States of America Phase: En route Nature: Training Departure airport: Georgetown Muni (KGTU) Destination airport: Georgetown Muni (KGTU) Investigating agency: NTSB Narrative: The helicopter struck powerlines and impacted open field terrain terrain in Williamson County, Texas, during a training flight. The helicopter was partially consumed by the post-impact fire subsequent to a wirestrike and both occupants onboard were fatally injured. An electric powerline was brought down. One of the occupants was lieutenant pilot Ahmad Al-Khawaldeh, a Jordanian Air Force pilot, the second occupant was an American pilot. https://aviation-safety.net/wikibase/wiki.php?id=214584 Back to Top Jet's landing gear collapses at Florida Air Force base EGLIN AIR FORCE BASE, Fla. - A U.S. Air Force jet suffered damage after landing at a Florida base. A 33rd Fighter Wing news release says an F-35A Lightning II experienced a ground incident shortly after noon Wednesday at Eglin Air Force Base, which is located between Pensacola and Panama City. Officials say the 58th Fighter Squadron jet had returned to Eglin after experiencing an in-flight emergency. The aircraft landed safely and parked when the front nose gear collapsed. Fire crews responded immediately, and no injuries were reported to the pilot, who was the only person aboard. An investigation into the circumstances surrounding the mishap is under way. http://www.startribune.com/jet-s-landing-gear-collapses-at-florida-air-force-base/491487861/ Back to Top The European Aviation Safety Agency (EASA) released the Annual Safety Review 2018. Back to Top Back to Top Flight risk: how does the EU Air Safety List work? The European Union operates a list of carriers that are banned from entering European airspace due to safety deficiencies. How does the system work, how is it enforced, and what's the path for countries and airlines working to have their names taken off the blacklist? In many ways, the modern world was invented in the aftermath of the Second World War. The post-war years saw states come together to establish the United Nations, setting out a framework for peaceful international relations and economic cooperation. The same is true for international commercial aviation, the framework of which can be traced back to the Chicago Convention on International Civil Aviation, which was signed by 52 states in December 1944 and came into effect in April 1947. The convention created the International Civil Aviation Organization (ICAO) as an international air travel regulator and coordinator, and set out the rights and regulations relating to airspace, aircraft registration, safety, and more. "This landmark agreement laid the foundation for the standards and procedures for peaceful global air navigation," the ICAO states on its website. The internationally binding air safety standards set out by the Chicago Convention still hold sway today, enforced by the ICAO. Article 40 of the convention also gives countries the right to deny permission for aircraft to enter their airspace. "No aircraft or personnel with endorsed licenses or certificate will engage in international navigation except with the permission of the state or states whose territory is entered," the article reads. With hundreds of commercial airlines operating around the world, and an inevitable spectrum of safety performance across operators, many countries and regions have exercised their right to issue blanket bans against airlines that are deemed to fall short of minimum standards in air safety. In the US, the Federal Aviation Authority maintains a list of 24 countries whose airlines are banned from operating in American airspace, including Cote D'Ivoire, the Philippines, Paraguay and Ukraine. The European Union (EU), meanwhile, operates the EU Air Safety List. This is a regularly-updated blacklist of 120 commercial airlines that are either banned or heavily restricted from entering European skies. So how does the list work, and what does it take for an airline to get its name taken off? EU Air Safety List: how does it work? The EU Air Safety List has three main goals. The first and most obvious is achieving the highest possible safety standards in European skies, which represent one of the most well-regulated aviation jurisdictions in the world. The second is to provide publicly available information to Europeans so they can make informed choices about which airlines to book with when they are outside EU territory. The third is providing a means for blacklisted countries, airlines or aviation authorities to improve their safety record and be taken off the list, or never added in the first place. "[The Air Safety List] helps affected countries to improve their levels of safety, in order for them to eventually be taken off the list," the European Commission noted in a recent statement. "In addition, the EU Air Safety List has become a major preventive tool, as it motivates countries with safety problems to act upon them before a ban under the EU Air Safety List would become necessary." European carriers are vetted against EU safety rules, a bolstered version of international regulations, while carriers outside of the continent are checked for compliance with the international rules set out by the Chicago Convention and its annexes. Criteria for banning airlines If the EU or a member state receives credible evidence that an airline or national aviation authority has deficiencies in safety or oversight, an update to the blacklist will be requested and evidence on whether a country or airline should be added to the list will be studied. The list is frequently updated, with newly- compliant airlines taken off and non-compliant carriers added. Criteria for inclusion includes documented evidence of poor results from ramp checks at European airports, the use of poorly-maintained or obsolete aircraft, and an inability of airlines and their supervisory bodies to rectify safety issues identified during inspections. The list is made up of two annexes: A and B. Airlines listed under Annex A of the EU Air Safety List are banned entirely from entering EU airspace, with some exceptions, including flying non-compliant planes into Europe for maintenance - possibly to resolve outstanding safety issues - with no passengers or payload, or if the banned airline is using the staff and aircraft of another airline through a so-called 'wet- lease' agreement. Annex B airlines may operate in European airspace under restrictions, such as only allowing particular aircraft in an airline's fleet to operate. There are 15 countries with all airlines banned from European entry under Annex A, including Afghanistan, Eritrea, Libya and the Kyrgyz Republic. Only six airlines are currently listed under Annex B restrictions: TAAG Angola Airlines; Air Service Comores; Gabon's Afrijet Business Service and Nouvelle Air Affaires; Iran Air; and North Korea's Air Koryo. In terms of enforcement, in June air traffic management supervisor Eurocontrol introduced a new system to prevent unauthorised and potentially unsafe aircraft from entering European airspace. The system alerts the air traffic controllers of all member states when an aircraft without the requisite third country operator authorisation is attempting to enter the EU, making it easier to coordinate and deny access to non-compliant flights. Indonesian airlines: cleared for take-off In line with the European Commission's (EC) goal for the Air Safety List to act as an incentive to improve safety standards around the world, the list has been getting shorter in recent years, rather than longer. In 2012, there were 287 banned airlines on the list, while today the number stands at just 120. One particularly large nation to be taken off the list is Indonesia. The country was subjected to a wholesale European ban of its airlines in 2007 due to "unaddressed safety concerns". Seven individual airlines, including Garuda Indonesia, have since been removed from the list, but on 14 June this year, the EC announced that all carriers from the country had been cleared for entry "following further improvements to the aviation situation that was ascertained in the country". "I am particularly glad that after years of work, we are today able to clear all carriers from Indonesia," said European Commissioner for Transport Violeta Bulc. "It shows that hard work and close cooperation pay off." Indonesia's removal from the list follows marked improvements in safety noted by ICAO inspectors. In recent years the international regulator had scored Indonesia poorly in safety assessments, noting particular issues with regulatory oversight and aircraft inspection training. But in November last year, the ICAO raised the country's global flight safety rank from 151st to 55th among ICAO members, with a safety compliance level of 81.15%. The EU Air Safety List may be burdensome for airlines and countries that are denied the right to fly to and from one of the world's foremost aviation markets, but Indonesia's clearance is a testament to the safety improvements it incentivises, and the potential for all banned operators to raise their safety game and have their names taken off the list. Carrier bans are part of an intricate tapestry of flight safety regulations that has helped make 2017 the safest year in aviation history, with only 10 fatal accidents and none involving a passenger jet. As safety standards improve along with the oversight of aviation authorities worldwide, it's likely that airline blacklists will grow ever-shorter in the decades to come. https://www.airport-technology.com/features/flight-risk-eu-air-safety-list-work/ Back to Top Foreign F-35 Users Spend Millions To Stop Jet's Computer From Sharing Their Secrets Operators will now be able to block the F-35's systems from sending data back to the United States, but other security concerns may remain. Lockheed Martin has received a multi-million dollar contract for work on a firewall that will allow F-35 Joint Strike Fighter operators to prevent the transfer of potentially sensitive information that the jet's sensors and computer brain scoop up and send back to the United States via a cloud-based network. The development comes as foreign partners in the project become increasingly worried about the data that the aircraft is collecting and storing, but concerns could remain about security breaches or if the links to the system gets cut altogether, especially in the middle of a crisis. The Pentagon announced the deal, which came through the U.S. Navy, the service that is presently in charge of the main F-35 Joint Program Office (JPO), on Aug. 17, 2018. The Maryland-headquartered defense contractor is set to receive more than $26 million - all of which is funding from the program's international partners - to craft what the U.S. military is calling the Sovereign Data Management (SDM) system for the Joint Strike Fighter's Autonomic Logistics Information System (ALIS). The contract covers work through June 2020, but it's not clear if a final version of the new data transfer setup will be ready for operational use by then. "This effort provides F-35 international partners the capability to review and block messages to prevent sovereign data loss," the Pentagon's daily contracting announcement explained. "Additionally, the effort includes studies and recommendations to improve the security architecture of ALIS." As it exists now, ALIS harvests an immense amount of data on the aircraft's systems, which is supposed to help ground crews identify and fix problems. It also sends that information back to the F-35 JPO and Lockheed Martin's offices so that specialists can see if parts are wearing out as expected or if there are previously unknown, but common points of failure that might need some sort of modification or upgrade down the line. Lockheed Martin sends out critical software patches via ALIS, as well. But it also handle mission data packages. When the jets return to base, personnel on the ground extract that and other additional information that the aircraft's sensors may have recorded. during the sortie for debriefing and other analysis. This could include a host of national security secrets, including records of the plane's flight path and mission profile, communications data, video imagery, electronic signatures and locations of friendly and opposing radars and other emitters, and potential details about a country's tactics, techniques, and procedures. There has been a separate concern that once any information ended up on Lockheed Martin's servers, that it could be vulnerable to a cyber attack, either directly against the company or against one of many subcontractors scattered across 45 states and Puerto Rico. Testing in 2017 revealed that known vulnerabilities in F-35 related networks had gone unaddressed, according to the most recent routine review of the program from the Pentagon's Office of the Director of Operational Test and Evaluation. I have laid out the worst case scenario for a breach of ALIS in the past: "The nightmare scenario would involve an opponent causing a disruption during an actual crisis by either actively feeding bad information into the ALIS system or otherwise disabling some portion of it or its overarching architecture. The interconnected nature of the arrangement might allow a localized breach to infect larger segments of the F-35 fleet both in the United States or abroad or vice versa. It's not hard to imagine the time and energy needed to sort out real inputs and outputs from fake ones hampering or halting operations entirely under the right circumstances. Given the jet's low-observable characteristics, advanced defensive systems, and other sensors, a cyber attack would be an attractive option for any enemy force. Why would an enemy use a $500,000 air-to-air or surface-to-air missiles and put their personnel and equipment at risk in an attempt to down an F-35 when a simple worm may be able to do the same to a whole fleet of F-35s? It could also do so with plausible deniability, something kinetic weapons are far less adept to." So, not surprisingly, the foreign members of the F-35 program are wary of exactly what ALIS might be grabbing and sending back not only to the U.S. government, but to a private company, and then possibly putting at even greater risk of compromise. Even allies don't typically share all of their secrets and they usually exchange any sensitive information in a way where they can sanitize it to protect their own sources and methods. "Italy, in [this] specific case, wants to preserve its sovereignty on some information, avoiding any unnecessary disclosure," an unidentified member of the Italian Air Force told FlightGlobal at the Dubai Air Show in 2017. "In order to do so, like other partners do, Italy took some actions to grant an effective use of the weapon system, without disclosing some data that are deemed sensible." At that time, Italy and Norway had already established a shared software laboratory at the U.S. Air Force's Eglin Air Force Base in Florida to develop an interim firewall. The SDM, which includes various outside "studies and recommendations," looks to be the culmination of that effort and others. The Royal Australian Air Force has been pursuing its own separate plans, as well. However, there's still a question of how much autonomy the additional data transfer system will give F-35 operators. Though Lockheed Martin had reportedly approved countries putting their own initial systems into place and is now designing these new tools, the firm has also been highly protective of ALIS' code and other associated F-35 systems. As of October 2017, the U.S. military was still locked in deliberations with the company over what information would and wouldn't be in the jet's official operator's manual. So far, only Israel has been able to secure the rights to operate its F-35I Adirs completely independently of ALIS if necessary and to add its own software on top of the system. Other Joint Strike Fighter users will remain dependent on the system even with the SDM. The F-35's interconnectedness already gives the U.S. government or Lockheed Martin an unprecedented level of export control. ALIS offers a way to cut off the distribution of software updates and important mission data to foreign operators, as well as possibly serve as an entryway for an offensive cyber attack to completely disable certain jets. Since ALIS identifies maintenance issues and helps order spare parts, it could make maintaining the already complex jets difficult, if not impossible. These are all things we at The War Zone discussed at length in the past here. The most obvious example of how the U.S. government might seek to use this capability is in its present diplomatic spat with Turkey, which includes a dispute over the latter country's purchase of Russian S-400 surface to air missile systems. The U.S. military, as well as other F-35 operators, particularly other NATO members, are concerned that this could expose secrets about the Joint Strike Fighter's capabilities to the Russians. In the U.S. defense spending bill for the 2019 Fiscal Year, which President Donald Trump made law earlier in August 2018, Congress demanded a halt to any cooperation with the Turkish government on the F-35, among other weapon systems, until the Pentagon submits a report that includes "an assessment of the operational and counterintelligence risks ... and the steps required to mitigate those risks." One step could be to use ALIS to limit or block Turkey's access to Joint Strike Fighter software patches or other data. Of course, Turkey would still need some baseline software to operate the aircraft at all, which Russian technicians could seek to acquire access to, and there might just be opportunities to see how capable the S-400's radars are or aren't at spotting and tracking the stealthy jets. Another option might be to use ALIS as a sort of counterintelligence tool to more tightly monitor Turkish activities with the jets, such as when, where, and how they're flying them, for potential threats. The Pentagon, which remains publicly supportive of continued cooperation with its Turkish counterparts, will likely present legislators with a variety of step to try to safeguard sensitive details about the F-35s. These same issues could crop up if the U.S. government decides to allow additional countries to join the Joint Strike Fighter program. The United Arab Emirates, Saudi Arabia, and India have all expressed interest in the jets in the past and the latter two countries are buying S-400s, as well. There have also been separate concerns that allowing the UAE and Saudi Arabia to buy F-35s could threaten Israel's qualitative military edge in the region, despite warming ties between the three countries. ALIS could give the U.S. government enhanced safeguards to curtail Emirati or Saudi Joint Strike Fighter operations should the geopolitical situation change. So, with or without the SDM, this arrangement continues to present a potential national security concern for any of the foreign F-35 operators. Now that they have secured the new data transfer rights from Lockheed Martin, operators might pursue greater leeway being able to use their jets independent of ALIS. This might just involve developing a mechanism to allow countries to temporarily work around the cloud- based network locally to continue conducting operations in the event of a broad cyber attack or another catastrophic fault in the system or protracted loss of connectivity, all of which could be serious threats during a major conflict. Lockheed Martin could set a time or flight hour limit on how long a country would be able to operate free of ALIS before needing to reconnect or seek some sort of extension from the company. Lockheed Martin has been steadfastly opposed to any plan that might de-link ALIS from the Joint Strike Fighter, which could allow F-35 operators to hire other defense contractors to provide various services during the type's lifecycle. Still, the new data transfer deal shows that it is willing to make some compromises and might be inclined to try and find further middle ground, especially if it decides to try and entice other countries to join the program. All told, the SDM is an indication that the U.S. government and Lockheed Martin are aware of the need to address security concerns about ALIS among foreign partners in the F-35 program. But it's also an indication that there may still be a lot of work left to do to meet the demands of all the parties involved in the project. http://www.thedrive.com/the-war-zone/23052/foreign-f-35-users-spend-millions-to-stop-jets-computer- from-sharing-their-secrets Back to Top FAA reviews Vietnam's aviation safety standards The FAA sent a team to Vietnam earlier this month to conduct a safety assessment, according to Vietnamese regulators. The Civil Aviation Administration of Vietnam (CAAV) said the FAA delegation was in Vietnam from Aug. 13. Vietnam is attempting to gain a Category 1 safety rating from the FAA, which is required for any Vietnam-based airlines to launch service to the US. Some countries, such as Thailand, have been downgraded by the FAA to Category 2. However, Vietnam is not in this category as it has not been rated by the FAA before. "The FAA will make an announcement if Vietnam is assigned a rating under the International Aviation Safety Assessment (IASA) program in the future," an FAA spokesman said. "To achieve a Category 1 rating under the [IASA] program, a country must adhere to the safety standards of ICAO." Vietnam was last audited by ICAO under its Universal Safety Oversight Audit Program in 2016. Vietnam Airlines has revealed tentative plans to launch flights to the US west coast in 2019, assuming Vietnam gains a Category 1 rating from FAA. The airline has said it would have to operate a one-stop flight to the US using its existing fleet types. http://atwonline.com/safety/faa-reviews-vietnam-s-aviation-safety-standards Back to Top Helicopter Online Ground School approved as FAA safety representative Helicopter Online Ground School has announced that it will be providing free helicopter training webinars in the name of helicopter safety. The first Federal Aviation Administration (FAA) webinar is scheduled for Sept. 5, 2018, at 2 p.m. EDT. Rex Alexander will be the guest speaker presenting "Heliport Accident Prevention" This webinar will be an advanced knowledge credit for the WINGS program. Helicopter Online Ground School invites all interested parties to join the live interactive webinar. https://www.verticalmag.com/press-releases/helicopter-online-ground-school-approved-as-faa-safety- representative/ Back to Top FAA issues emergency revocation for Sensenish MRO facility WASHINGTON, D.C. -- The U.S. Federal Aviation Administration has issued an Emergency Order of Revocation of its repair station certification for Sensenish Propeller Service, Inc.'s facility in North Windham, Conn. According to a statement from the FAA issued yesterday, the agency said Sensenish falsified maintenance records and approved for return-to-service parts that had been improperly serviced. The FAA also issued an Emergency Order of Revocation for the company's accountable manager's repairman certificate for the same reasons. "The FAA alleges that between March 2015 and at least February 2017, Sensenich and the accountable manager knowingly and intentionally performed maintenance on 47 propellers for 45 separate aircraft that was contrary to the instructions in the manufacturer's overhaul manuals," the agency said in a statement. The FAA said that "due to the seriousness of the alleged violations" it had determined emergency actions were immediately required. Sensenish has not appealed the emergency revocation, and it's other maintenance facilities were not subject to the FAA order. https://www.intelligent-aerospace.com/articles/2018/08/faa-issues-emergency-revocation-for-sensenish- mro-facility.html Back to Top Bombardier Appoints Danny Di Perna Chief Operating Officer, Aerospace Bombardier (BBD.B) today announced the appointment of Danny Di Perna as Chief Operating Officer, Aerospace, effective September 15, 2018. In this new position, Danny will report directly to Alain Bellemare, President and Chief Executive Officer, Bombardier Inc. and assume responsibility for leading the company's aerospace engineering, procurement and transformation functions. Bombardier's Aerostructures and Engineering Services segment will also report to Danny. "We are thrilled to welcome Danny to the Bombardier leadership team," said Bellemare. "He is an exceptional and engaging leader, with deep aerospace experience and a proven track record of success improving operational efficiency at leading industrial and aerospace companies." "Danny will work closely with me, David Coleal, President, Bombardier Business Aircraft, Fred Cromer, President, Bombardier Commercial Aircraft and the rest of the senior leadership team to execute an industrial strategy that supports our production ramp-up, improves our competitive position and accelerates our transformation," Bellemare continued. "Danny will also play a key role in optimizing our aerospace engineering and product development capabilities to ensure long-term sustainable growth." Danny brings more than 30 years of aerospace and industrial experience to Bombardier. Most recently, he served as Vice President of Global Sourcing for GE Power. In this role, Danny was responsible for strategic sourcing, procurement and supplier quality. Prior to that, Danny held a number of senior leadership positions, with United Technologies Corporation, including Senior Vice President of Operations for UTC's Pratt & Whitney Division and Vice President and General Manager of the Auxiliary Power Division for the Hamilton Sundstrand Division. Before that, Danny held the position of Senior Vice President, Aircraft and Engine Maintenance at Air Canada Technical Services. Danny began his career at Pratt & Whitney Canada, where he held positions of increasing responsibility within engineering, manufacturing and operations. He earned a bachelor's degree in Mechanical Engineering from Concordia University and a Masters of Business Administration from McGill University. "Driving operational excellence and delighting customers with the highest quality and performance is critical to Bombardier's long-term success," stated Bellemare. "With Danny's appointment, and Laurent Troger's recent appointment of Jim Vounassis as Chief Operating Officer at Bombardier Transportation, we now have the right operational leadership talent to ensure we deliver on our growth potential across the entire portfolio." About BombardierWith over 69,500 employees across four business segments, Bombardier is a global leader in the transportation industry, creating innovative and game-changing planes and trains. Our products and services provide world-class transportation experiences that set new standards in passenger comfort, energy efficiency, reliability and safety. Headquartered in Montreal, Canada, Bombardier has production and engineering sites in 28 countries across the segments of Transportation, Business Aircraft, Commercial Aircraft and Aerostructures and Engineering Services. Bombardier shares are traded on the Toronto Stock Exchange (BBD). In the fiscal year ended December 31, 2017, Bombardier posted revenues of $16.2 billion US. News and information are available at bombardier.com or follow us on Twitter https://www.marketwatch.com/press-release/bombardier-appoints-danny-di-perna-chief-operating- officer-aerospace-2018-08-22-17184140 Back to Top Delivery Target For Airbus A350: 105 Aircraft Airbus has not set a public delivery target. Program ramping up toward a production and delivery rate of 10 aircraft per month by the end of 2018. Uptick in deliveries required to book satisfying numbers for the Airbus A350 program. The Boeing 787 (BA) and Airbus (OTCPK:EADSF) A350 are the newest clean sheet designs of the two biggest jet makers in the world. The Boeing 787 has been plagued with delays and teething problems after service entry, but is doing well now and Boeing is looking to increase production of the Dreamliner to levels that have not been seen before on wide body programs. When looking at the Airbus A350, we often see that people point at the production and orders and say that the Airbus A350 is the inferior product. I recognize that since I'm writing on a US-focused investment research platform, Airbus can't count on a lot of credit and I'd agree that the Boeing 787 for many airlines might be a better fleet solution, since the Airbus A350 is a little bit bigger and it carries the range-induced weight penalties. That, however, does not mean that the Airbus A350 is a bad aircraft. I do think that much of the absence of an order inflow has to do with timing, the Airbus A350 can be considered a Boeing 777-300ER replacement and that aircraft's replacement cycle has yet to spool up and Airbus is still in the process of ramping up production after quality issues with cabin equipment. Once production is fully established, it becomes much more appealing for airlines to place repeat orders. In this report, I want to have a look at how many Airbus A350 deliveries can reasonably be expected this year and we will use various methods for that. https://seekingalpha.com/article/4201351-delivery-target-airbus-a350-105-aircraft Back to Top Japan Receives New "Air Force One" The first of two Boeing 777s for Japanese governmental transport duties is seen after its delivery flight from Basel to Chitose AB. (photo: JASDF) The Japan Air Self Defense Force (JASDF) has taken delivery of its first Boeing 777-300ER, which will be used for VIP transport. The aircraft arrived at the home base of the Special Airlift Group, 701st Squadron, at Chitose on August 17, and on August 20 received its JASDF registration, 80-1111. The aircraft retained U.S. civilian registration N509BJ for its delivery from Jet Aviation in Basel, Switzerland, where the interior outfitting was completed. Following modification for government transport duties, the 777 now has fewer windows along the forward fuselage than a typical airliner, likely indicating the location of the secretary cabin, meeting rooms, and administrative office. Other visible fittings include satellite communications domes on the top fuselage. Sometimes known as "Japan Air Force One," the aircraft is one of a pair of 777s that were acquired in August 2014 to replace two 747-400s. The JASDF has contracted All Nippon Airways as the maintenance service provider. The 747s have been in service since 1991 and served fourteen prime ministers. They often fly as a pair on official duties, with the second aircraft acting as a spare and to carry maintenance and support staff. The 777 is not expected to enter service until the new Japanese fiscal year, which begins on April 1, 2019. The JASDF expects to receive the second 777 in December this year. https://www.ainonline.com/aviation-news/defense/2018-08-22/japan-receives-new-air-force-one Back to Top 60 Years Ago In Aviation Week: Gulfstream First Flight Gulfstream G-1 Our Aug. 25, 1958, cover featured the first flight of the Grumman Gulfstream, marking Grumman Aircraft Engineering Corp.'s return to the commercial field after a nearly seven-year hiatus. Designed specifically for business travel, the turboprop aircraft could carry up to 12 passengers a range of 2,200 nm at a maximum speed of 350 mph (563 kph). It was powered by two Rolls-Royce Dart R.Da. 7/2 engines. The success of the Gulfstream led Grumman to develop a jet-powered corporate aircraft, the GII, and separate its civil and military aircraft production to improve efficiency. In 1978, Grumman sold the Gulfstream line and its Savannah, Georgia, plant to American Jet Industries. The business was acquired by its current owner, General Dynamics, in 1999. http://aviationweek.com/business-aviation/60-years-ago-aviation-week-gulfstream-first-flight Back to Top Bangladesh Airlines takes first Boeing 787 Biman Bangladesh Airlines has taken delivery of its first Boeing 787-8. The Bangladeshi flag carrier ordered four of the type in 2008. The second aircraft will arrive in the Asian nation later this year and the remaining two in September 2019. Their arrival will mark the conclusion of a complete re-fleeting exercise that has seen the carrier replace several elderly types. In 2014, it was the last remaining national carrier to retire the McDonnell Douglas DC-10. The airline now operates an all-Boeing fleet, with a mix of 737-800NGs, 777-300ERs and now the 787-8. Greeting the arrival of the new aircraft at Dhaka, Biman GM Shakil Meraaj said the 787 will initially operate flights on the Dhaka-Singapore and Dhaka-Kuala Lumpur routes. The first commercial flight will be to Kuala Lumpur on Sept. 1. Biman will operate the 787-8 in a two-class, 271-seat layout, with 24 business-class and 247 economy- class seats. http://atwonline.com/aircraft-orders-deliveries/bangladesh-airlines-takes-first-boeing-787 Back to Top GRADUATE RESEARCH SURVEY My name is Kate Fraser and I am currently pursuing my Master of Science in Human Factors in Aerospace at Embry-Riddle Aeronautical University's Worldwide campus. I am writing my thesis on automation trust and reliance and have prepared a research survey questionnaire. The link to the survey can be found here: https://www.surveymonkey.com/r/RYWG3JH The objective of this thesis is to better understand if automation trust and perception differs by age. Obtaining a better understanding of how trust varies by age will enable a closer examination of any side effects, specifically complacency. Additionally, this survey will enable additional exploration of the pilot's role in the aircraft depending on if perception of automation has changed. To be eligible to complete this survey, you must be over the age of 18 and at least hold a student pilot certificate. This questionnaire should not take longer than five minutes to complete and is both anonymous and confidential. Should you choose to participate, please take a minute to read the informed consent form linked to the first survey question. Thank you so much for your time. Regards, Kate Fraser Embry-Riddle Aeronautical University fraserk@my.erau.edu Back to Top Scott Griffith Collaborative Solutions Principles of Reliability - Free Trial Access Who We Are Captain Scott Griffith is the Founder and Managing Partner of SG Collaborative Solutions, LLC. He initially came to prominence in the field of aviation, and is widely recognized as the father of the airline industry's highly successful Aviation Safety Action Programs (ASAP). In 1998, he received the Admiral Luis de Florez Award from the Flight Safety Foundation for his outstanding contribution to aviation safety. In 2006, he embarked on a professional journey to bring ASAP, Just Culture, and other high reliability applications to other industries, including healthcare, EMS/first responders, the transportation and energy sectors. Griffith gained his reputation for world-class collaborative skills through success in working with high-consequence organizations across the globe. Co-founded with Paul LeSage, SG Collaborative Solutions is an enterprise reliability management firm specializing in high-consequence industries and organizations. We are the pioneers of the Sequence of Reliability model of socio-technical improvement. Ours is a service-centered, platform-supported business, augmented by a suite of highly adaptive and customizable tools to guide your success. Combining world-class expertise with unrivaled collaboration skills, we specialize in designing optimal reliability solutions for your organization. What Is the Sequence of Reliability™? The term HRO - High Reliability Organization - has been around since the late eighties, and was originally applied to aircraft carriers, airlines, and nuclear power plants. However, there are two problems: 1) HROs are not immune to catastrophes, and 2) Your organization may look nothing like these HROs. So the questions are: * How do we translate the success of HROs from one organization to another? * How do we begin the journey to high reliability in my unique organization? The Sequence of Reliability is a transformational approach to managing socio-technical improvement combining principles of systems engineering, behavioral and organizational psychology, and the legal and ethical principles guiding individual accountability. Sustainable reliability equals performance over time. Organizations are complex combinations of systems and people. Our Sequence of Reliability guides you in seeing, understanding, and managing performance to produce sustainable results. Free Trial Access to Principles of Reliability Click here to learn more and then click Trial to self-register for free 14-day access. Begin your personal and organizational journey to sustainable high reliability here. Principles of Reliability is the prerequisite for all other courses. This fast-paced online course is organized into five sections, each containing a group of related learning modules which can be viewed on any device, including mobile phones. Each module is short, typically 3 minutes in length, and can be viewed repeatedly. The sections and modules in this course are progressive and sequenced to help you quickly acquire the skills needed to become highly reliable. Healthcare professionals who complete this online course will be awarded 2.75 Contact Hours. SGCS is approved by the California Board of Registered Nursing, Provider CEP17030. Contact Us to Learn More and Schedule Additional Courses SG Collaborative Solutions, LLC Email: info@sg-collaborative.com Office Phone: 682-237-2340 Fax: 888-223-5405 Website: www.sg-collaborative.com -------------------------------- CONFIDENTIALITY NOTICE: This e-mail, including any attachments, is for the sole use of the intended recipient and may contain information that is confidential, protected and/or privileged under state and Federal privacy laws. If you received this e-mail in error, be aware that any unauthorized use; disclosure, copying, or distribution is prohibited. Please contact the sender immediately and destroy all copies of this message. -------------------------------- Back to Top Back to Top Back to Top Back to Top Helicopter Association International (HAI) is dedicated to providing its members with services that directly benefit their operations, and to advancing the international helicopter community by providing programs that enhance safety, encourage professionalism and economic viability while promoting the unique contributions vertical flight offers society. HAI has more than 3,800 member organizations and annually produces HAI HELI-EXPO®, the world's largest trade show and exposition dedicated to helicopters. Director of Safety Department: Operations Reports to: Vice President of Operations Status: Full Time, Exempt Overview: The Director of Safety is responsible for managing the association's existing aviation safety programs, and developing new safety initiatives to benefit HAI's membership and the international helicopter community. Essential Functions of the Position Include, but Are Not Limited To: * Serving as the HAI safety representative on various industry, government, and international boards, task forces, and meetings * Developing responses to proposed safety-related regulations and legislative initiatives * Collecting, researching, and analyzing helicopter safety and accident data for subsequent statistical reporting * Developing and implementing new HAI industry safety initiatives * Routinely interacting with the full spectrum of aviation related agencies and organizations in support of the rotorcraft industry * Managing all aspects of HAI's accreditation program that assists helicopter operators to reduce accident rates and improve safety cultures * Providing safety supervision for all flight activities at the association's annual trade show and exposition, HAI HELI-EXPO® * Managing and mentoring the deputy director of safety * Serving as staff liaison for assigned HAI committees * Contributing content for use in HAI's printed and electronic publications * Other duties as assigned The above statements are intended to describe the general nature and level of work being performed. They are not intended to be an exhaustive list of all duties and responsibilities. Desired Qualifications for the Position Include: * College or advanced degree related to aviation safety and/or management * Seven or more years of related helicopter safety background, training, and experience * Certificated helicopter pilot and/or maintenance technician * Previous experience with helicopter or other aviation-related organization(s) * Experience with auditing protocols and accreditation programs * A passionate commitment to the promotion of helicopter safety * Previous association or not-for-profit experience * Excellent written and verbal communication skills with significant experience in creating and delivering written proposals and public presentations * Advanced computer skills and proficiency with the Microsoft Office Suite * Team player, with proven ability to manage, mentor, and motivate staff * Detail oriented, self-starter, with strong organizational and time management skills * Ability to travel The above qualifications are representative, but not all-inclusive, of the experience, knowledge, skills, and abilities required for the position. APPLY HERE Back to Top The CARM Collaborative Working Group Common Aviation Risk Models (CARM)* 3rd Annual Meeting October 1, 2018 08:30 - 16:00 PURPOSE OF THE ANNUAL MEETING The Annual Meeting is designed to share current efforts of the Common Aviation Risk Models Group among the existing members and new participants to the CARM activities. Guests are welcome to attend and participate to gain an understanding of the progress being made collaboratively in the area of BowTies and aviation risk management. There is no fee to attend. *What is CARM? CARM involves the joint development and sharing of BowTie risk models by industry experts. Models will cover the key hazards associated with all aspects of aviation operations. On a global basis, CARM becomes the place where risk understanding can be captured and incorporated continuously. It moves the process away from the existing one-shot accident/investigation/actions process to a global learning "engine." Additional Information: https://www.cgerisk.com/event/carm MEETING LOCATION CGE Innovation Center Vlietweg 17w (7th floor) 2266 KA Leidschendam The Netherlands T: +31 88 100 1350 AGENDA - Includes presentations by: Air Transat American Airlines Delta Air Lines Japan Airlines NavCanada Seafox SPACE IS LIMITED - RSVP by 19 Sept. to: Terry.Eisenbart@TheAloftGroup.com USA +1.505.306.5326 Back to Top 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. Curt Lewis