Flight Safety Information September 24, 2018 - No. 194 In This Issue Incident: AirExplore B738 near Wrocslaw on Sep 23rd 2018, fuel system problem Incident: Delta B763 near Tokyo on Sep 23rd 2018, fuel pump failure Incident: Lufthansa MD11 near Frankfurt on Sep 22nd 2018, fuel system problems Incident: Delta MD88 at Richmond on Sep 18th 2018, engine failure Incident: Skywest CRJ9 at Salt Lake City and Chicago on Sep 20th 2018, dropped wheel on departure Bombardier CL-600-2C10 (CRJ-700)...- Hydraulic Failure (Japan) Cessna 210 Fatal Accident (Mexico) LIBIK Fire Suppression Kits for the Cabin and Flight Deck Report: Crew lacked knowledge of cabin pressure system in serious pressurization incident JETS CLIP WINGS AT RENO...WEATHER DELAYS SEVERAL CHAMPIONSHIP RACES Facial hair on pilots: Study busts myth Kenya flies high in air safety but stumbles at crash investigation Air Malta Suspends Pilot For Joking About Faulty Aircraft On Facebook Congress Is Trying to Stop Airlines From Shrinking Seats on Planes A civil aviation safety audit is a good move (India) The Drive Towards an Acceptable Level of Safety (ALOS) American Airlines renovated museum awaits aviation fans China Southern To Expand Fleet to 2000 Aircraft BAE Systems developing "wearable cockpit" for fighter pilots Position:...Auditor II, Internal Evaluations Program Position:...Manager Air Investigations Gas Turbine Accident Investigation from SCSI HIGH ALTITUDE FLYING: WHAT EVERY PILOT NEEDS TO KNOW - Course 2018 CHC Safety and Quality Summit Incident: AirExplore B738 near Wrocslaw on Sep 23rd 2018, fuel system problem An AirExplore Boeing 737-800 on behalf of Travel Service Polska, registration OM-JEX performing flight QS-7222 from Wrocslaw (Poland) to Bodrum (Turkey), was climbing out of Wrocslaw when the crew stopped the climb at about FL270 reporting they had a problem with the fuel system, no assistance was needed on the ground. The aircraft returned to Wrocslaw for a safe landing on runway 29 about 30 minutes after departure. A replacement Travel Service Polska/Smartwings Boeing 737-800 registration OK-TVH reached Bodrum with a delay of 5 hours. The occurrence aircraft remained on the ground for about 4 hours, then ferried to Katowice (Poland) reaching a maximum cruise level 130. http://avherald.com/h?article=4be10c64&opt=0 Back to Top Incident: Delta B763 near Tokyo on Sep 23rd 2018, fuel pump failure A Delta Airlines Boeing 767-300, registration N1608 performing flight DL-588 from Shanghai Pudong (China) to Seattle,WA (USA) with about 220 people on board, was enroute at FL330 about 110nm southwest of Tokyo's Narita Airport (Japan) when the crew decided to divert to Tokyo reporting a failed fuel pump. The aircraft landed safely on Narita's runway 16R about 30 minutes later. The aircraft remained on the ground for about 1:50 hours, then continued the flight and reached Seattle with a total delay of 70 minutes. Japan's Ministry of Transport reported the aircraft diverted due to a defective fuel pump. After landing the aircraft taxied to the apron on own power. The runway was temporarily closed causing 13 flights to be delayed up to 12 minutes. http://avherald.com/h?article=4be108b2&opt=0 Back to Top Incident: Lufthansa MD11 near Frankfurt on Sep 22nd 2018, fuel system problems A Lufthansa Cargo McDonnell Douglas MD-11, registration D-ALCK performing flight LH-8231 (dep Sep 21st) from Los Angeles,CA (USA) to Frankfurt/Main (Germany), was at FL370 enroute near London,EN (UK) when first indications of a problem with the fuel system (fuel pumps) occurred. After leaving cruise level on descent into Frankfurt the crew advised they might not be able to access all available fuel and thus may be short on fuel. Emergency services deployed to their stand by positions at Frankfurt, the aircraft landed safely on Frankfurt's runway 25L about 50 minutes after the first problems surfaced and about 15 minutes after the crew selected the emergency transponder code. The airport reported the crew made a precautionary, not an emergency landing advising of a problem with the fuel supply systems. It is unclear whether sufficient fuel had been loaded in Los Angeles. The airline reported the crew received a warning indication about one hour prior to landing of a possible problem in one of the multiple fuel supply lines. The crew declared emergency to receive priority, emergency services were therefore called out for the landing. The aircraft landed safely and taxied to the parking position. According to information The Aviation Herald received the aircraft had still 18 tons of fuel (about 2.5 hours endurance) on board when the problems started near London. http://avherald.com/h?article=4be05f07&opt=0 Back to Top Incident: Delta MD88 at Richmond on Sep 18th 2018, engine failure A Delta Airlines McDonnell Douglas MD-88, registration N996DL performing flight DL-1198 from Richmond,VA to Atlanta,GA (USA) with 60 people on board, was in the initial climb out of Richmond's runway 02 when the crew reported they had lost the #1 engine (JT8D). The aircraft climbed to 8000 feet, the crew decided to divert to Washington Dulles,DC (USA) where the aircraft landed safely on runway 01R about 30 minutes after departure. Residents at Sandston,VA, underneath the departure path of runway 02, reported there was metallic debris raining down while an aircraft passed over their houses. The FAA reported they are checking whether the debris in Sandston originated from the suspected Delta MD-88. The airline reported the crew reported a possible engine problem. http://avherald.com/h?article=4bdfabc4&opt=0 Back to Top Incident: Skywest CRJ9 at Salt Lake City and Chicago on Sep 20th 2018, dropped wheel on departure A Skywest Canadair CRJ-900 on behalf of Delta Airlines, registration N679CA performing flight DL-4813 from Salt Lake City,UT to Chicago O'Hare,IL (USA), departed Salt Lake City's runway 34R but dropped a wheel. The crew continued the climb to FL350 and the flight to Chicago. The aircraft performed a low approach to Chicago's runway 27L to have the landing gear inspected from the ground, climbed back to 5000 feet and landed on runway 28R about 25 minutes after the low approach. The FAA reported the aircraft lost a wheel on takeoff and continued for a safe landing at destination. https://flightaware.com/live/flight/SKW4813/history/20180920/2005Z/KSLC/KORD http://avherald.com/h?article=4bdf8f48&opt=0 Back to Top Bombardier CL-600-2C10 (CRJ-700) - Hydraulic Failure (Japan) Date: 23-SEP-2018 Time: 13:10 LT Type: Bombardier CL-600-2C10 (CRJ-700) Owner/operator: IBEX Airlines Registration: JA09RJ C/n / msn: 10334 Fatalities: Fatalities: 0 / Occupants: 70 Other fatalities: 0 Aircraft damage: Unknown Location: Fukuoka Airport (FUK/RJFF) - Japan Phase: Landing Nature: Domestic Scheduled Passenger Departure airport: Komatsu Airport (KMQ/RJNK) Destination airport: Fukuoka Airport (FUK/RJFF) Narrative: IBEX Airlines' flight IBX/FW85 from Komatsu to Fukuoka made an emergency landing at Fukuoka due to hydraulic problem. No injuries were reported. The aircraft temporally stopped on a taxiway, causing 11 other commercial flights to be delayed . https://aviation-safety.net/wikibase/wiki.php?id=215620 Back to Top Cessna 210 Fatal Accident (Mexico) Date: 21-SEP-2018 Time: 11:30 a.m. Type: Cessna 210 Owner/operator: Private Registration: XB-NVG C/n / msn: Fatalities: Fatalities: 3 / Occupants: 3 Other fatalities: 0 Aircraft damage: Written off (damaged beyond repair) Location: Pico de Orizaba - Mexico Phase: En route Nature: Private Departure airport: Destination airport: Narrative: The plane crashed under unknown circumstances. All three occupants died in the crash. https://aviation-safety.net/wikibase/wiki.php?id=215548 Back to Top Back to Top Report: Crew lacked knowledge of cabin pressure system in serious pressurization incident Date: 23-DEC-2015 Time: ca 19:00 Type: Boeing 737-8AS (WL) Owner/operator: Jeju Air Registration: HL8049 C/n / msn: 36570/2573 Fatalities: Fatalities: 0 / Occupants: 159 Other fatalities: 0 Aircraft damage: None Category: Incident Location: 12nm South of Gwangju - South Korea Phase: En route Nature: Domestic Scheduled Passenger Departure airport: Seoul-Gimpo (Kimpo) International Airport (SEL/RKSS) Destination airport: Jeju (Cheju) International Airport (CJU/RKPC) Investigating agency: ARAIB Narrative: Jeju Air flight 101 suffered a cabin pressurization issue on a flight from Gimpo Airport, to Jeju, South Korea. The flight crew conducted preflight checks before the aircraft started but failed to notice that the engine bleed switch which supplies air to the aircraft cabin, was off. The aircraft took off from Gimpo Airport at around 18:42. While carrying out the climb check at 10,000ft, the crew again failed to verify the position of the bleed air switch. At 18:46:37, flight 101 continued to climb, reaching an altitude of 13,317 ft, when the cabin pressure altitude warning came on. The aircraft reached 14,163 ft before a descent to FL100 was initiated. The captain found that the two engine bleed switches were off and turned on the engine bleed switch at 18:47:01. At 18:49:15, HL8049 reached 10,000 ft and the first officer instructed the captain to carry out the Cabin ALT warning emergency procedure and set the pressure control mode to the Manual position and the outflow valve to the Closed position. At 18:50:38 HL8049's cabin altitude warning light turned off and the crew stopped the emergency procedures. But the cabin pressure control mode was still set to the manual position and the outflow valve was kept closed. At 18:55:16 The first officer asked the cabin crew about the situation in the passenger cabin and it was reported that everything was fine. At around 18:57:35 the flight crew commenced a climb to FL220. At 19:01:09, at 18,966ft, the captain was informed that the passengers were complaining of earpain. The flight crew did not recognize the cause of this and again carried out the emergency procedure in accordance with the quick reference handbook (QRH), while initiating a descent. The flight crew donned their oxygen masks and confirmed that the outflow valve was closed. At 19:05:39, the aircraft had reached FL100, but the passengers continued to suffer from earaches. The oxygen masks were deployed and the flight requested permission to descend to 8,000ft, which was granted. At 19:14:52, the crew declared an emergency and requested an expedited landing at Jeju. At 19:21 the flight crew contacted a company maintenance engineer at Jeju Airport, stating that the cabin pressure was at an altitude of 25,000ft, even though they had descended to 8,000 feet. The inside and outside differential pressure of the aircraft exceeded the limit of 8.9 psi The mechanic stated that the outflow valve should be fully open and advised the crew to slowly open the valve. A safe landing was carried out at 19:36 and three minutes later the pressure had cabin altitude both had dropped to zero. Cause: "The Air and Railway Accident Investigation Committee confirmed that the engine bleed switch was set to "off" before the flight, but that the flight crew carried out three pre-flight checks and that flight crews failed notice the cabin pressure setting due to a lack of understanding of the cabin pressure system. As a contributing factor, it is decided that there is a lack of theoretical training and practical training on the cabin pressure system of the flight crew." Sources: ARAIB Accident investigation: Investigating agency: ARAIB Status: Investigation completed Duration: 2 years and 9 months Download report: Final report https://aviation-safety.net/wikibase/wiki.php?id=215553 Back to Top JETS CLIP WINGS AT RENO WEATHER DELAYS SEVERAL CHAMPIONSHIP RACES Weather seldom interferes with the National Championship Air Races in Reno, Nevada, but the event saw "interesting" weather part of the day Sept. 15 that canceled some races and postponed others until Sunday. Strong winds and gusts on Saturday did not abate, even after a little rainfall, said Texas photographer Robert Fisher, who regularly attends the races. "The winds stayed even after the skies turned blue," he said. Reno Air Races 2018 - L39 Collision & Video of BOTH Aircraft Landing - Jet Heat (2B) The showcase Unlimited Gold race was won by Joel Swager of Ione, California, flying Mk 20 Sea Fury Dreadnought. Swager posted an average speed in the race of 417.735 mph. Second place went to Brent Hisey of Ardmore, Oklahoma, flying P-51D Mustang Miss America, averaging 410.927 mph; Curt Brown of Hudson, Wisconsin, captured third flying Sea Fury Sawbones at an average 401.721 mph. There were eight aircraft in the Unlimited Gold field. The audience experienced some excitement when two Aero L-39 Albatros jet trainers clipped wing tips during Jet Heat 2B on Friday morning. Nathan Harnagel of Friendswood, Texas, flying Reality Czech, appeared to be overtaking Alexandre Eckmann of Rio de Janeiro, Brazil, who was piloting Race 37, when their wing tips collided. Although the collision reportedly took place out of view from the grandstands, the crowd had ringside seats for the jets' recoveries. Both aircraft sustained damage, although Eckmann's jet-which lost a portion of its right wing, and also had visible damage to its vertical stabilizer-appeared more heavily damaged. The pilots immediately climbed above the race course, and both aircraft landed safely. There were no injuries. The Reno Air Racing Association's video team captured dramatic video of the collision, and documented the safety procedures undertaken as both damaged aircraft recovered. Mike Steiger of Cypress, Texas, won the Jet Gold race flying L-39 Albatros American Spirit. He averaged 486.208 mph in the championship race. Pete Zaccagnino of Park City, Utah, took second in the L-29 Delfin, Just Lucky, averaging 477.900 mph; Pete Stavrides of North Haven, Connecticut, captured third in the six-jet field flying L-39 American Patriot at an average 474.612 mph. Andrew Findlay of McCall, Idaho, surprised many when he won the Sport Gold race flying Lancair Super Legacy One Moment at a remarkable 402.716 mph. Second and third in the race went to Super Glasair IIIs flown by Jeff LaVelle of Kenmore, Washington (second place) and Bob Mills of Reno (third). Winners in the other classes of the fifty-fifth National Championship Air Races were: Formula One, Justin Meaders of Ft. Worth, Texas, flying Snoshoo SR-1 Limitless, 239.521 mph. Biplane, Andrew Buehler of Olalla, Washington, flying modified Mong Sport Phantom, 221.721 mph. T-6 Class, John Lohmar of Dallas flying SNJ-5 Radial Velocity, 228.612 mph. Complete 2018 race results are available online. Next year's National Championship Air Races will take place Sept. 11 through 15. For more information, see the Reno Air Racing Association website. https://www.aopa.org/news-and-media/all-news/2018/september/20/jets-clip-wing-tips-at-reno Back to Top Facial hair on pilots: Study busts myth Date: September 21, 2018 Source: Simon Fraser University Summary: Do airline pilots need a clean-shaven face to ensure a proper seal on face masks during emergency cabin depressurization? A recent study offers an answer. A study conducted in Simon Fraser University's hypobaric chamber has sealed Air Canada's decision to allow pilots to sport facial hair. Until last year, Air Canada and several other airlines required pilots to have a clean-shaven face. Air Canada reasoned that in the case of in-flight emergency, a clean-shaven face was necessary to ensure a proper seal on an oral-nasal face mask. In fall 2016, however, the airline retained Sherri Ferguson, director of SFU's Environmental Medicine and Physiology Unit, and her team to research the efficacy of face masks on different beard lengths. "We had two objectives," says Ferguson. "First, we had to determine if present-day equipment used in the Canadian commercial airline industry delivers sufficient oxygen to protect a bearded pilot from hypoxia during an emergency cabin depressurization scenario." Hypoxia occurs when the body does not receive enough oxygen and can cause damage to the brain and other organs minutes after symptoms appear and render a pilot incapacitated or unconscious. "Secondly, we had to find out whether the mask provides sufficient protection against carbon monoxide and toxic fumes should the cabin become smoke-filled from fire." The researchers divided research participants into three groups: those with a small amount of facial hair such as stubble (less than 0.5 cm in length), those with medium sized-beards and those with long beards (up to 40 cm). Wearing masks supplied by Air Canada, the participants were put into a hypobaric chamber, which simulated altitudes from 10,000 to 25,000 ft above sea level. The researchers measured the participants' oxygen saturation levels at every altitude change, because a drop in the oxygen saturation levels would indicate the masks are leaky and unable to maintain a proper seal. For the second test, the researchers used stannic chloride, which causes watery eyes as well as a burning sensation in the lungs, in order to create conditions similar to fire smoke. The researchers found no adverse effects on bearded subjects within the two parameters of the study, and that the masks maintained protection, irrespective of varying amounts of facial hair. The study provided the basis for Air Canada to change its facial hair policy for aircrew and now permits a maximum length of 1.25 cm and neatly trimmed. Story Source: Materials provided by Simon Fraser University. https://www.sciencedaily.com/releases/2018/09/180921140157.htm Back to Top Kenya flies high in air safety but stumbles at crash investigation About a third of the aircraft crashes occur on the runway during landings and take-offs Air travel in Kenya has seen improvements in the past few years but the country's ability to properly investigate air crashes lags, a Nation Newsplex review of air safety data reveals. Kenya's air safety score was 78 percent in 2017, a 16 percent improvement from 2008, according to data from the International Civil Aviation Organization (ICAO). The score places it seventh in Africa and at position 67 out of 185 states in the world. ICAO's Universal State Oversight Audit Programme measures a nation's air safety based on eight factors: air crash investigations, civil aviation organisation, airfields and ground aids, aviation legislation, aircraft operations, air navigation services, personnel licensing and training, and airworthiness of civil aircrafts. Kenya's best mark was in aircraft airworthiness, in which it scored 95 percent. Airfields and ground aids came in second with 87 percent whereas personal licensing and training had 83 percent. Despite Kenya's impressive show overall, it scored a paltry 40 percent in air crash investigations, the lowest score of the eight factors assessed. Without any reports on major improvements in this area in the two years after the audit was completed, this implies that the country is yet to provide effective processes to ensure proper investigations of air crash incidents. Insufficient training on air crash investigation contributes to flaws such as lack of timely launching of investigations, failure to preserve essential volatile evidence and poor management of investigations, as well as weak investigation results and safety recommendations. According to the audit report released in 2018, about two-thirds of ICAO member states were yet to establish standard investigation procedures, with a similar proportion lacking adequate training programmes for their aircraft accident investigators. "A significant safety concern does not necessarily indicate a particular safety deficiency in the air navigation service providers, but rather points to the State not providing sufficient safety oversight to ensure the effective implementation of applicable ICAO standards," states the report. More fatalities A Newsplex examination of data on aircraft crashes from the Transport ministry indicates that an estimated 111 crashes occurred in Kenya since 2010. The crashes range from minor to serious incidents, and from training flights, to private, cargo and commercial flights. A total of 14 of the crashes were fatal resulting in 38 deaths. During the period under review, the year 2016 had the highest number of aircraft crashes at 26, followed by 2014 with 18. However, even though the year is not yet over, 2018 leads in deaths, at 10, followed by 2017 with five. The 2018 tragedy involved a Fly-SAX plane with the 10 people on board crashing into Elephant Hill in the Aberdare Ranges. Preliminary investigations pointed to a combination of the crew's unfamiliarity with the route and poor visibility due to foggy weather as the causes of the crash. All passengers and crew on board died. In October last year, a helicopter with five occupants crashed into Lake Nakuru, killing everyone on board. The aviation safety ranking also shows Kenya topping in Eastern Africa. Rwanda comes second, with 74 percent followed by Ethiopia (69 percent), Tanzania (64 percent), Uganda (61 percent) and Burundi (26 percent). There is yet to be an audit result for South Sudan. Globally, the United Arab Emirates (UAE) leads with 99 percent, followed closely by South Korea (98.5 percent), Singapore (98 percent), France (96 percent) and Canada (95 percent). The best-ranked African country is South Africa with 87 percent followed by Mauritania (86 percent) and Togo (85 percent). Djibouti lags behind the rest of the world at four percent, followed by the Cook Islands (5.6 percent), Haiti (six percent), the Central African Republic (seven percent) and Guinea-Bissau (11 percent). Kenya is also among 48 percent of the 185 ICAO member states whose air safety score is above the global average of 65 percent. The number of airfields increased by nine percent from 450 in 2013 to 491 in 2017, according to the Economic Survey 2018. This is linked to the government's initiative of equipping every county with a functional airstrip. On the other hand, aviation personnel licences increased by six percent from 9,059 in 2016 to 9,577 in the same period. Kenya's other strengths were air navigation services (83 percent) and legislation and civil aviation regulations (76 percent). Timely progress This progress is vital, coming at a time when the country is increasing its competitiveness at providing superior customer experiences through its flights and services. In 2016, the US Federal Aviation Administration blacklisted Kenya's airspace as a conflict zone in what it termed as the "possibility of extremist or militant activity." However, the US Government reviewed this classification in 2017 and declared that the country met all ICAO standards of aviation safety. This new status rewarded Kenya Airways the rights to operate direct flights to the United States, with the maiden trip expected in October this year. Runway incidents Globally, more than half (55 percent) of the crashes in 2017 were incidents on the runway and they claimed six percent of the deaths. A fifth of the incidents involved pilots losing control of aircraft in the air, which led to 12 percent of the deaths. Despite having the least share of occurrences (one percent), cases of aircraft being flown into terrain, water or obstacles accounted for three in four of deaths in air crashes globally in 2017. In Kenya, about a third of the aircraft crashes occur on the runway, during landings and take-offs, as a result of landing gear faults, overshooting the runway, or intrusions on the runway. Engine failures account for a fifth of these accidents, followed by loss of control and ground incidents, at eight percent each. Crashes into obstacles accounted for seven percent of the incidents and over half of the fatalities (53 percent). Insufficient training on air crash investigation contributes to flaws such as lack of timely launching of investigations, failure to preserve essential volatile evidence and poor management of investigations, as well as weak investigation results and safety recommendations. Investigations are crucial in identifying grey areas which can be addressed and help in preventing more accidents. Probes were concluded in two of the five crashes reported, and recommendations made by the Air Accident Investigation Department. The global air accident rate increased by 14 percent from 2.1 accidents per million take-offs in 2016 to 2.4 accidents per a million departures in 2017, according to the ICAO Aviation Safety Report 2018. Globally, the year 2014 had the highest number of deaths from commercial plane crashes in the past five years, at 911. This dropped by 95 percent to 50 in 2017, making it the safest year for air travel. https://www.nation.co.ke/newsplex/Kenya-flies-high-in-air-safety/2718262-4772468- 11a3u88/index.html Back to Top Air Malta Suspends Pilot For Joking About Faulty Aircraft On Facebook The pilot has been suspended pending an investigation Air Malta has suspended a pilot after an old Facebook comment of his which joked about a faulty aircraft was published in the media. ONE News yesterday published a Facebook exchange, which appears to have taken place several months ago, between the pilot and another man about technical problems found on one of Air Malta's new aeroplanes. In April, the pilots' union (ALPA) ordered its members not to fly Air Malta's newest aircraft after it was found not to have installed a cockpit voice recorder erase button. The dispute was soon resolved after Air Malta installed the voice recorder. In the exchange, a pilot - who is reportedly also a member of ALPA's executive - said the plane had "just become my favourite aircraft" and added a laughing emoji to stress that he was joking. When a man asked him what he finds funny about an airborne technical issue, the pilot jokingly responded that he found it amusing that the aircraft "complied with ALPA's directive". The comments came back to haunt the pilot today, with Air Malta suspending him pending an investigation. "Reference is being made to social media posts allegedly made by an Air Malta pilot in relation to a technical inflight return on an Air Malta aircraft," the airline said. "The management has taken note of these reports and is taking immediate action and commencing an investigation by an appointed board of inquiry." https://lovinmalta.com/news/air-malta-suspends-pilot-for-joking-about-faulty-aircraft-on-facebook Back to Top Congress Is Trying to Stop Airlines From Shrinking Seats on Planes This file photo shows the interior of an airplane. (WASHINGTON) - The Federal Aviation Administration would be required to set new minimum requirements for seats on airplanes under legislation to be considered in the House this week, possibly giving passengers a break from ever-shrinking legroom and cramped quarters. The regulation of seat width and legroom is part of a five-year extension of federal aviation programs announced early Saturday by Republican and Democratic leaders of the House and Senate committees that oversee the nation's air travel. Congress faces a Sept. 30 deadline to keep FAA programs running. The Senate will also need to take up the bill this week or both chambers will need to pass a short-term extension. The bill would prohibit the involuntary bumping of passengers who have already boarded a plane. But in a nod to the power of the commercial airliners, lawmakers declined to include language that would have prohibited airlines from imposing fees deemed "not reasonable and proportional." Democratic Sen. Bill Nelson of Florida said lawmakers from both chambers agreed it was time to take action on "ever-shrinking seats." "Relief could soon be on the way for weary airline passengers facing smaller and smaller seats," Nelson said. In July, the FAA rejected the idea of setting minimum standards for airlines seats and legroom as a safety measure. But Congress appears determined to require the FAA to do so. The room between rows - measured from a point on one seat to the same point on the seat in the next row - has been shrinking for many years as airlines squeeze more seats onto their planes. It was once commonly 34 or 35 inches, and is now less than 30 inches on some planes. Lawmakers also included several provisions to address concerns about increased airport noise levels caused by new flight paths. The bill would require the FAA to study the potential health impacts of flight noise and the feasibility of amending existing departure procedures. The bill would also mandate that flight attendants get a minimum of 10 hours of rest between their work shifts and require airlines to communicate better with customers during mass flight cancellations and groundings. Sen. John Thune, R-S.D., chairman of the Senate Commerce, Science and Transportation Committee, said he expects the House and Senate to move quickly to send the bill to the president's desk. http://time.com/5404089/congress-airlines-seats-shrinking-legroom/ Back to Top A civil aviation safety audit is a good move (India) The growth in domestic air travel has not been accompanied by a commensurate improvement in standards of quality and safety There is a perception that domestic airlines are soaring in India. Data bear out the dizzying heights that have been scaled. The Directorate General of Civil Aviation says that over the last decade, air passenger traffic has grown by around 16 per cent annually. The majority of the 140 million passengers who were flown by Indian airliners last year travelled in the domestic sector. But perception can belie reality. There is credible information to suggest that air travel - for carriers and passengers alike - is not quite free from turbulence. High operational costs, the rising price of aviation turbine fuel, poor maintenance facilities and other challenges have eaten into the slice of profits for domestic airlines. Passengers, too, complain about the surge in ticket prices, especially during the festive season. The misgivings are largely economic from both the providers of the service and those who purchase it. But there is a deeper problem, one that is often ignored as a result of the cacophony over prices, be they of fuel or tickets. The exponential growth in air travel in the domestic sector has not been accompanied by a commensurate improvement in standards of quality and safety. Several passengers were taken ill on account of the loss of cabin pressure in a Jet Airways flight recently. The shocking incident has been - this is significant - attributed to an error committed by the cockpit crew. Some of the victims of the oversight have also complained bitterly about the alleged apathy of the flight attendants. Air travel is not without air pockets anywhere. Reports of airlines averting collisions, or landing on wrong runways, are common in this part of the world too. All this raises serious questions about the quality of training imparted to those responsible for ensuring passenger safety. The prompt decision by the Union civil aviation minister to order a safety audit of all airlines, airport facilities and, interestingly, flying schools is welcome. The probe must be impartial and the guilty punished: if corrective measures are required, they should be implemented immediately. The public discourse must be sensitized so that consumers view flying, or, for that matter, other forms of commercial transactions, as a qualitative experience. This could be one way of raising awareness about consumer rights, forcing service providers - airlines in this instance - to improve standards of safety and services. https://www.telegraphindia.com/opinion/air-pockets/cid/1669918 Back to Top The Drive Towards an Acceptable Level of Safety (ALOS) After his previous two articles on safety, Gordon Griffiths brings his safety series full circle as he aims to improve aviation safety, how it is recognised and how effectively it is implemented into the workplace. Over the past few weeks, I have expressed my opinions in what I consider is a realistic yet simplistic approach towards safety. My interpretation is aimed at improving aviation safety and how it should be recognised and effectively implemented into the workplace. In this instance, to guide and support airport management and staff from theory to day to day reality, with due recognition and acceptance of where responsibility and accountability lies. Furthermore, I have tried to promote the benefits of having in-situ an uncomplicated and yet an effective safety regime to promote continuous improvement. This clearly sits on the shoulders of management and staff to grasp and assimilate this aspect of every working day. When dealing with safety, it is implicit to find it rewarding. As we are fully aware, safety does not have opening hours, it is 24 hours a day, seven days a week and 365 days a year, year on year. The following ICAO mandatory requirements drives safety compliance: ICAO Annex 19 Safety Definition Standard: Any specification for physical characteristics, configuration, matériel, performance, personnel or procedure, the uniform application of which is recognised as necessary for the safety or regularity of international air navigation. Recommended Practice: Any specification for physical characteristics, configuration, matériel, performance, personnel or procedure, the uniform application of which is recognised as desirable in the interest of safety, regularity or efficiency of international air navigation, and to which Contracting States will endeavour to conform in accordance with the Convention Acceptable Level of Safety performance to be achieved shall be established by the State. The state in which risks associated with aviation activities, related to, or in direct support of the operation of aircraft, are reduced and controlled to an acceptable level. Safety Management System (SMS) of an operator of a certified aerodrome, in accordance with Annex 14, shall be made acceptable to the State responsible for the aerodrome's certification. Safety Management System, a systematic approach to managing safety, including the necessary organisational structures, accountabilities, policies and procedures. Safety Performance Indicator (SPI), a data-based parameter used for monitoring and assessing safety performance. Safety Performance Target (SPT), the planned or intended objective for safety performance indicator(s) over a given period. Safety Performance (SP) a State or a service provider's safety achievement as defined by its safety performance targets and safety performance indicators. Staff Development Programme: Previously, I have written about Staff Development Programmes. This outlines the essential commitment by senior management, ensuring staff at all levels, hold the appropriate level of expertise, or, having been assessed, provided with a comprehensive training development programme. For such a programme to be effective it requires supervision, guidance, and specific exposure and understanding in meeting safety regulatory requirements. Safety is Critical, Understanding is Paramount: Similarly, I undertook the task of raising the importance of safety. This piece seeks ways of making safety more interesting, moving from a theoretical to a hands-on approach in bringing a sense of purpose as to why safety is critical through recognising the benefits but also the consequences if failure occurs. Moreover, it discusses what is meant by responsibility and accountability and how critical this is in achieving improved SPI results and meeting SPT benchmarks. Acceptable Level of Safety: This title brings closure to the previous two papers and completes this safety cyclical process. It is being able to recognise a potential safety issue and addressing it, that is what complements and supports an effective approach to safety. Staff do not fully appreciate the significance nor realise the importance of what continuous, albeit seemingly mundane inspections at the time achieve. It is an essential aspect in the drive and commitment when seeking to improve upon SPT & SPI. If recognition by supervisors and management in the importance of safety is overlooked and just assumed, there is potential for complacency. Technology provides system functionality, it is the approach which reduces failure through the adoption of Reactive, Proactive or Predictive practices that seeks to reduce the likelihood of a safety event occurring. Instructing on aviation subjects, safety is straight forward and needs to be made easy to understand, this is just common sense. The aim is to achieve ALOS through a continuous safety approach that brings meaning and purpose to what we ask, of our staff and third parties. For safety to be ingrained into an organisation, to be lived and breathed, safety must have meaning and a sense of purpose. The airfield agent who inspects the same piece of infrastructure daily needs to appreciate how vital this role is towards safety and should be empowered once trained, to make effective decisions when confronted with a safety related issue. When standards fall, attitude can become complacent and this is when the safety model below becomes a distinct possibility. Recording and reporting is essential, "if it is not written down, it doesn't exist" is a very true statement for numerous reasons. When it comes to the various manuals, procedures and instructions, its quality which is required not quantity. We should seek to avoid situations whereby common sense and immediate rectification is discouraged and reporting is the only available method. It is fully understood that on occasions it is not always possible to do this, but when possible, it must be instilled within a sense of purpose. Promote to staff, the state of airside is under their responsibility, give them ownership to deliver safety, but also being conscious that accountability remains with the individual! Suggestions in making safety interesting: Safety Meeting Agenda Give some thought and try to avoid a "set agenda". Make the agenda of interest by adding new subjects, e.g. a 10-minute presentation on a specific safety topic. Safety Performance Targets and Indicators. Must be realistic and achievable. There is no benefit in trying to exceed expectations and failing; 12, 18, 24 months is a realistic timeframe. Safety promotions Support safety communication and dissemination of lessons learned, it reinforces that continuous improvement should be adapted not only to aerodrome operators but also to all stakeholders in the apron area FOD (foreign object detection) walkabouts is a common aspect of getting all departments involved whilst letting the behind the scenes departments witness what is involved and the scale of the infrastructure. FOD Hotspots adopts the approach of visiting key areas of FOD generation on a regular frequency. There are areas within the airport where the wind will create collection points, these can be visited to collect the debris two or three times per week. Get away from the desk for 30 mins and get involved, play your part and demonstrate commitment and support. FOD clean sweeps can be a weekly airside meeting at a specific area with the intent to walk x number of aircraft stands. Invitees should include those who participate in the safety meetings. What is needed as is for all FOD initiatives, is the wearing of a Hi-Viz tabard, gloves and a plastic bag. Simple! It is essential for the airport operator to display a professional approach to safety. We need to rise above the defeatist attitudes, the protagonists of how it used to be and grasp the situation with our own ability and intellect. Create meaning and purpose and bring a true sense of purpose and achievement to the working day. In my opinion, cleanliness is a significant indicator as to whether people care and take pride, if observed, I am comforted by my assumption that safety is also taken seriously. Look at the world's best airports when you travel they illustrate my point perfectly. I have used the airside environment as an example, the same approach applies to terminal and landside operations and other departments who contribute substantially. In conclusion, as airports get bigger and busier the reliance on technology will become even more relevant. Staff numbers will increase proportionally but not necessarily to what we seek. I believe we need to develop staff along the same lines that we create the annual SMART objectives. People expectations Staff need to be encouraged to get involved and assume ownership. People are more than capable and need to be recognised as an integral part of the safety process, a vital link in the chain. We need to recruit and develop individuals who can think outside the box. The SMART individual has the following mind set: S- Safety minded and Persistent M- Meticulous and Methodical A- Active and Alert R- Regulatory compliance awareness T- Tenacity and Diligence At the time in my formative years I did not at the time, fully appreciate how my career progression was influenced by individuals who guided me through with their passion for the industry and vividly recall those days. The advice I have never forgotten is: "You are not judged on what you say, but, rather, what you deliver". https://www.internationalairportreview.com/article/75759/drive-towards-acceptable-level-safety/ Back to Top American Airlines renovated museum awaits aviation fans C.R. Smith Museum A restored DC-3 aircraft is on display at the American Airlines C.R. Smith Museum in Fort Worth, Texas, which recently re-opened after a renovation. FORT WORTH, Texas - Visitors to the newly renovated American Airlines' C.R. Smith Museum can sit at the controls of an MD-80 cockpit. In a simulated operations center, they can make judgment calls about whether to send a virtual aircraft through bad weather. The recently completed multimillion-dollar renovation of the museum along Texas 360 in far northeast Fort Worth (just south of Dallas/Fort Worth International Airport) is aimed at making the whole experience more hands-on. "What we wanted to do with this renovation, we wanted to refocus the experience to give visitors a greater insight into the operations of an airline and the people that run it every day," said Uli Das, museum executive director. "We also wanted to make it significantly more interactive. Before this renovation, the museum was really nice, but more static." The museum is governed by its own nonprofit board of directors, and is named after Cyrus Rowlett Smith, who served as the airline's chief executive from 1934-68 and 1973-74. Airline and museum officials declined to disclose precisely how much the renovation cost. It was funded by gifts from American Airlines, aircraft manufacturer Boeing and model aircraft maker PacMin. The renovation also will give visitors a chance to get an up-close look at the new $300 million American Airlines headquarters, which is being built adjacent to the museum and is scheduled to open next year. The new campus, also known as the Robert L. Crandall Global Support Campus, will house roughly 12,000 of American's roughly 25,000 North Texas employees, and will feature a town square, bike paths and other amenities. "The museum connects us with the community," said Jonathan Pierce, American director of campus culture and change. "It also preserves American Airlines history and brings together all our team members as sort of a cultural rock." Also among the new features is a baggage loading exhibit, where guests can try their hand at loading up an aircraft against the clock. And, for old-school aviation fans, the C.R. Smith Museum - which originally opened in 1993 - will still have several features that have been there for years. Among them is a restored 1940s DC-3 that is still on display - with curtains and other amenities giving visitors a taste of what it was like to travel in the post-World War II era. The museum typically draws 25,000 to 38,000 visitors per year, and also performs aviation education outreach at Fort Worth-area schools. Regular museum hours are 9 a.m. to 5 p.m. Tuesday-Saturday. Tickets are $9 for adults, $6 for seniors and children. https://www.sentinelsource.com/news/national_world/american-airlines-renovated-museum- awaits-aviation-fans/article_8ad20cd5-8b66-5404-8e73-a7b52f3b2edd.html Back to Top China Southern To Expand Fleet to 2000 Aircraft Though the world's three biggest airlines are based in the US, many international carriers are catching up. The closest follower is China Southern, currently has 786 aircraft in its fleet. China Southern has big plans for the future. Here is some general information about the carrier. - Biggest airline in Asia - Founded on the 1st July 1988 - Main Hubs: Beijing , Guangzhou - Carried 126 million passengers in 2017 - Skyteam Member - Current Fleet: Airbus A319, A320, A320neo, A321, A321neo, A330-200/-300, A350 (first delivery planned in 2019), A380, Boeing B737-700/-800/Max 8, B747F, B777-200/-300/F, B787-8/-9 , Embraer 190 China Southern is already a big airline. However, the airline still has plans to grow. At a press conference this week, China Southern President Tan Wangeng revealed plans to grow to 1000 aircraft in two years, which is a 30% growth in 24 months. But the plans of Tan Wangeng are go further. He wants to reach 2000 aircraft by 2035 due to the expanding aviation industry in Asia; some estimates argue that the number of flights in Asia will triple in under 20 years. Another reason for this huge expansion is that there are Asian tourists around the world. Asian airlines need more planes to meet the demand of tourists visiting international destinations. There are a lot of opportunities for China Southern to expand. They want to become a big competitor for big US carriers like American Airlines, Delta Air Lines, and United Air Lines. https://aeronauticsonline.com/china-southern-to-expand-fleet-to-2000-aircraft/ Back to Top BAE Systems developing "wearable cockpit" for fighter pilots Experts at BAE Systems are developing technologies to enable pilots to control the fighter jet of the future with the blink of an eye BAE Systems is seeking to make the jet fighter cockpit of tomorrow a much simpler place by replacing conventional instruments and controls with a virtual reality system. This "wearable cockpit" would use artificial intelligence and eye-tracking technology to allow pilots to control their aircraft simply by looking and gesturing. The vision is that instead of a complex arrays of dials, touchscreens, buttons, and knobs, the sixth generation fighter interior will be dominated by wide expanses of blank plastic panels with only a few of the most vital readouts and controls available. That is, until the pilot puts on their helmet and turns it on. Then the panels, canopy, and even the pilot's person will be festooned with readouts and controls designed to quickly provide critical information and respond in the most efficient way possible. It will also be a cockpit that can be reconfigured as easily as the home screen on a smartphone. "In terms of future concepts, we are looking at what we are calling a 'wearable cockpit'," says BAE Lead Technologist Jean Page "Here, you remove many of the physical elements of the cockpit, and replace it with a virtual display, projected through the helmet. Essentially, it's a software-only cockpit that's upgradeable, adaptable and reconfigurable. "In such a world, we need to think about what controls are critical to the pilot and then make them easier to manage. Eye-tracking gives you the option of looking at something to highlight it and then making a gesture to 'press' a button, rather than having a series of physical buttons on the aircraft." Developed as part of the Tempest concept fighter, such a cockpit would have a number of advantages. Some of these would be quite obvious - fewer physical readouts and controls mean less material, less weight, and lower costs to build and maintain. In addition, a virtual cockpit could be modified by simply tweaking the software, and could even be altered in flight to match the mission. Such a cockpit can even learn, allowing engineers to make it more efficient by, for example, making sure a warning light wasn't set on the left-hand side of the pilot in a situation when he's more likely to be looking to his right. The result would be cues that would be easier to read and easier to react to. "The really clever bit will be that based on where the pilot is looking, we can infer the pilot's goal and use intelligent systems to support task performance and reduce the pilot's workload," says Page. "We want to do it in a way that doesn't always ask for permission, because that would get very annoying very quickly but equally, it is essential that it is always evident to the pilot what task the intelligent system is performing." https://newatlas.com/bae-systems-wearable-cockpit/56453/ Back to Top Position: Auditor II, Internal Evaluations Program Job Details Description What are some of the daily duties of an Internal Evaluation Program Auditor? * Performs scheduled and special evaluations, including identifying and defining issues, reviewing and analyzing evidence, and documenting findings and concerns * Collects objective evidence necessary to substantiate findings or concerns * Prepares evaluation reports * Recommends solutions to findings or concerns * Monitors the development and implementation of corrective action plans * Maintains and updates internal evaluation files * Verifies the implementation of solutions and corrective action plans * Focal point for AirSMS input and deliverables * Assists in recruiting and training qualified IEP personnel * Assists in conducting interviews, reviewing documents and administering surveys regarding the IEP process * Represents IEP on organizational project teams, at management meetings, with executive leadership, and with external organizations What are the minimum requirements to be an Internal Evaluation Program Auditor? * ATP pilot certificate, A & P certificate, or dispatch certificate required * Minimum 3 years of IEP or auditing experience required * Certified Quality Auditor preferred * Work experience in 14 CFR Part 121 air carrier operations: stations, training, quality control, maintenance, operations, safety or a combination thereof required * Working knowledge of SMS, DOD principles and the FAA SAS DCTs required. * Previous experience maintaining and enhancing corporate safety standards and safe operation practices required * Advanced verbal, written, and presentation communication skills * Proficient in database and spreadsheet programs * Bachelor's degree in related field required / or experience in lieu of What other skills, knowledge, and qualifications are needed to be an Internal Evaluation Program Auditor? * Must pass a background check and pre-employment drug screen * Must have authorization to work in the U.S. as defined in the Immigrations Act of 1986 What are the physical requirements of an Internal Evaluation Program Auditor? * Office environment Allegiant is an equal opportunity employer and will not unlawfully discriminate against qualified applicants or Team Members with respect to any terms or conditions of employment based on race, color, national origin, ancestry, gender, sexual orientation, age, religion, creed, marital status, military service status, union/non-union activity, citizenship status, or other characteristic protected by state or federal law or local ordinance. This includes compliance with all federal, state and local laws providing for nondiscrimination on the basis of disability in all aspects of the employment process and the requirement to provide reasonable accommodations to qualified individuals with disabilities in accordance with those laws. APPLY HERE Back to Top Position: Manager Air Investigations Utilise your leadership, investigation communication and interpersonal skills Demonstrate credibility with your air transport experience Medically & physically fit, current passport and driver's licence essential. The Transport Accident Investigation Commission (TAIC New Zealand) investigates significant aviation, rail and marine accidents and incidents with a view to avoiding similar occurrences in the future. The commission has set a visionary goal of "No Repeat Accidents - Ever!" Thorough investigation skills are pivotal to the Commission's successful performance. To enhance capability and capacity to respond to accidents, TAIC is currently recruiting the Manager of Air Investigations. The successful applicant will have relevant air transport experience, leadership and investigative skills and professional or technical qualifications eg: air pilot; aircraft, electrical engineer or avionics specialist, etc. As the Manager, you will effectively lead those who provide high quality and timely air transport accident investigation services.. Key competencies and experience include: * Leadership and business skills and experience. * Investigative and QA experience and skills. * Ability to anticipate and identify risks/issues and identify possible solutions. * Communication skills, written, verbal and interpersonal. * Understanding of quasi-judicial processes, particularly the rules and requirements applicable to a Commission of Inquiry. * Emotional and psychological maturity to handle stressful and emotionally difficult situations. * Medically and physically fit, with a valid passport and current driver's licence. I look forward to hearing from those interested in progressing their career within this pivotal organisation based in central Wellington, New Zealand. Applications close at 5pm on Wednesday, 3 October 2018 or sooner if a suitable applicant is identified. If you are interested in the position please visit our website www.peopleandco.nz. All applications will be acknowledged electronically. For further information contact Michele Walls on +64 21 858 364 quoting job number 18723. Only people with the right to work in New Zealand may apply for this position. For advice on obtaining a New Zealand work or residence visa visit www.immigration.govt.nz Back to Top Back to Top Register Here Phone: (231)720-0930 (9-6 EST) Back to Top In less than a month, delegates and speakers from across the aviation, safety, energy, insurance and legal will gather in Texas to discuss the latest in safety best practices and knowledge at the 14th CHC Safety & Quality Summit. The Summit will take place October 2-4 at the Gaylord Texan Resort and Convention Center More than 40 invited speakers will deliver presentations and lead approximately 80 concurrent sessions between October 2 and October 4 on this year's theme "Building Safety at Every Level: Does this start at the top or with front line employees?" While the Summit is less than a month away, there is still time for interested attendees to register and make arrangements to join industry colleagues at this premiere aviation safety event. Attendees can register at www.chcsafetyqualitysummit.com. For those who have already registered and plan on attending, be sure to log in and sign up for your sessions before they fill up. Most sessions are offered multiple times to ensure everyone has the opportunity to attend those they would like to. Those attending the Summit will also have the opportunity to sign up to participate in pre- and post-Summit courses this year as well. The pre and post courses include Accident/Incident Investigation Analysis, A Practitioners' Guide to Building a Safety Case, HFACS Training and BowTie XP. Detailed descriptions and additional information are available on the Summit website here. "We look forward to what promises to be another great Summit," said Duncan Trapp, VP, Safety & Quality, CHC. "Bringing together all these professionals each year, from our speakers and invited guests to our delegates and sponsors, is always a beneficial and valuable experience. We're ready to get going next month, and hope that everyone attending has a productive three days with us." About CHC For more than 70 years, CHC Helicopter has provided safe, reliable, cost-effective helicopter service in some of the most remote and challenging environments around the world. With extensive experience transporting customers in the oil and gas industry, supporting search-and-rescue and EMS contracts, and providing maintenance, repair and overhaul services, our dedication to safety and reputation for quality and innovation help our customers reach beyond what they thought possible. Visit www.chcheli.com for information. Contact Information MEDIA Cameron Meyer Communications Specialist CHC Helicopter +1 214.262.7391 Cameron.Meyer@chcheli.com Summit Contact Irina Sakgaev Safety & Quality Applications Specialist CHC Helicopter +1 604.232.7302 summit@chcheli.com Curt Lewis