Flight Safety Information April 30, 2019 - No. 087 In This Issue Boeing says did not intentionally deactivate 737 MAX safety feature Boeing's CEO explains why the company didn't tell 737 Max pilots about the software system Boeing Hit With New FAA Safety Directive Ahead of Shareholder Meeting Incident: El Al B738 at Tel Aviv on Apr 29th 2019, hydraulic failure Incident: American B738 at Vancouver on Apr 19th 2019, burst tyre on departure Accident: Skywest CRJ2 at Hattiesburg on Apr 26th 2019, rejected takeoff due to deer strike Incident: Spicejet B738 at Shirdi on Apr 29th 2019, overran runway on landing Robinson R44 Clipper - Fatal Accident (Hawaii) EASA Proposes SMS for Parts OEMs and Maintenance Providers TSA says an airport full-body scanner must add a filter to protect travelers' privacy Hawaii airline to test electric hybrid for commercial flight ERAU professor ranks airlines from worst to first Virgin Australia to defer deliveries of Boeing 737 MAX aircraft Aviation Maintenance Software Maximizes Aviation Safety and Efficiency in Aircraft Manufacturing SpaceX resupply launch delayed by malfunction on space station Last Chance to Take HOT-STOP Survey - Win $100 Gift Card Position Available: Regulatory Compliance Manager - Maintenance Program Call for Nominations For 2019 Laura Taber Barbour Air Safety Award Position: Deputy Director of Safety Boeing says did not intentionally deactivate 737 MAX safety feature FILE PHOTO: The company logo for Boeing is displayed on a screen on the floor of the New York Stock Exchange (NYSE) in New York, U.S., March 11, 2019. REUTERS/Brendan McDermid/File Photo (Reuters) - Boeing Co said on Monday it did not "intentionally or otherwise" deactivate a safety alert for its angle-of-attack sensors on its 737 MAX aircraft, responding to reports the planemaker failed to tell Southwest Airlines Co and the U.S aviation regulator that the safety feature was deactivated before recent crashes. "The disagree alert was tied or linked into the angle of attack indicator, which is an optional feature on the MAX. Unless an airline opted for the angle of attack indicator, the disagree alert was not operable," Boeing said in a statement. It said the disagree alert is not necessary for the safe operation of the airplane. The company said following software modifications all new MAX aircraft will have an activated and operable disagree alert and an optional angle of attack indicator, while current MAX airplanes will have the ability to activate the disagree alert. Boeing Chief Executive Officer Dennis Muilenburg was grilled at a press conference earlier on Monday, following two fatal crashes of the 737 MAX plane. https://www.yahoo.com/finance/news/boeing-says-did-not-intentionally-deactivate- 737-max-204526074--finance.html Back to Top Boeing's CEO explains why the company didn't tell 737 Max pilots about the software system that contributed to 2 fatal crashes Boeing 737 MAX 8 airliner * Boeing has come under scrutiny in recent months for its failure to disclose the presence of the Maneuvering Characteristic Augmentation System (MCAS) on its Boeing 737 Max airliners. * The existence of MCAS came to light only after the crash of Lion Air Flight JT610 in October. * On Monday, Boeing CEO Dennis Muilenburg explained why the company didn't disclose the existence of the system to pilots while challenging the media's characterization of MCAS as an anti-stall system. * "It's fundamentally embedded in the handling qualities of the airplane. So when you train on the airplane, you are being trained on MCAS," Muilenburg said. "It's not a separate system to be trained on." Boeing has come under scrutiny in recent months for failing to disclose the presence of the Maneuvering Characteristic Augmentation System (MCAS) on its Boeing 737 Max airliners. In fact, the existence of MCAS came to light only after the crash of Lion Air Flight JT610 in October. In a NASA-maintained database, pilots of the Boeing 737 Max expressed outrage at not being alerted to the presence of the system aboard the plane they fly. The furor around MCAS broke out once again in March after the crash of Ethiopian Airlines Flight ET302. On Monday, Boeing CEO Dennis Muilenburg explained why the company installed MCAS on the 737 Max but didn't disclose the existence of the system to pilots, all while challenging the media's characterization of MCAS as an anti-stall system. "When you take a look at the original design of the MCAS system. I think in some cases, in the media, it has been reported or described as an anti-stall system, which it is not." Muilenburg told reporters shortly after Boeing's annual shareholder meeting. "It's a system that's designed to provide handling qualities for the pilot that meet pilot preferences." Muilenburg added, "We want the airplane to behave in the air similar to the previous generation of 737s. That's the preferred pilot feel for the airplane and MCAS is designed to provide those kinds of handling qualities at a high angle of attack." "It's a purposeful design. It's something that's designed to be part of how the airplanes fly. So it's part of the certification process," the Boeing CEO said. "It's not something that's a separate procedure or something that needs to be trained on separately." "It's fundamentally embedded in the handling qualities of the airplane. So when you train on the airplane, you are being trained on MCAS," he added. "It's not a separate system to be trained on." The need for MCAS is a direct result of an issue arising from the design of the 737 Max. To fit the Max's larger, more fuel-efficient engines, Boeing had to position the engine farther forward and up. This change disrupted the plane's center of gravity and caused the Max to have a tendency to tip its nose upward during flight, increasing the likelihood of a stall. MCAS is designed to automatically counteract that tendency and point the nose of the plane down when the plane's angle-of-attack (AOA) sensor triggers a warning. Boeing confirmed earlier this month that false readings from one of the 737 Max's AOA sensors triggered MCAS on both the Lion Air and the Ethiopian jets. As a result, MCAS improperly pushed the nose of the plane down during takeoff. Boeing is currently working on a suite of proposed software fixes for MCAS. https://www.businessinsider.com/boeings-ceo-on-why-737-max-pilots-not-told-of- mcas-2019-4 Back to Top Boeing Hit With New FAA Safety Directive Ahead of Shareholder Meeting Boeing shares extended declines Monday after the U.S. Federal Aviation Commission said it would impose new safety checks on the planemaker's 787 series of aircraft. Boeing Co. (BA - Get Report) shares extended declines Monday after the U.S. Federal Aviation Commission said it would impose new safety checks on the planemaker's 787 series of aircraft. The new Airworthiness Directive, which will come into effect on June 3, will including inspections and checks for some of the planes parts, as well as inspections of aileron and elevator power control units. The FAA said the new directive was prompted by reports of hydraulic leakage to the units caused by lightnings strikes. Last week, a New York Times report, citing hundreds of internal emails, federal records and corporate documents. suggested Boeing's ten-year-old South Carolina plant has been "plagued by shoddy production" and "weak oversight" that could raise questions over the safety of the 787 Dreamliner and the company's broader culture. The Times report said Boeing pressured employees into working more quickly to avoid production delays while "at times ignoring issues raised" by those closest to the Dreamliner's assembly. We are adopting a new airworthiness directive (AD) for all The Boeing Company Model 787 series airplanes," the FAA said. "This AD was prompted by reports of hydraulic leakage caused by damage to aileron and elevator actuators from lightning strikes." "This AD requires an inspection or records check to inspect for certain parts, detailed inspections of aileron and elevator power control units (PCUs), and applicable on- condition actions," the Agency said. "We are issuing this AD to address the unsafe condition on these products." Boeing shares were marked 0.52% lower Monday and changing hands at $378.83 each, a move that extends the stock's decline since the March 10 Ethiopian Airlines crash to around 10%. The FAA move comes just hours ahead of a key Boeing shareholder meeting later today in Chicago, during which CEO Dennis Muilenburg will hold his first press conference since the grounding of the planemaker's 737 MAX fleet following deadly accidents in Ethiopia and Indonesia. Last week, Boeing posted weaker-than-expected first quarter earnings and pulled its earnings guidance for the rest of the year until it has clarity on the fate of its 737 MAX program following the grounding of the flagship aircraft. Boeing also said it would pause its stock buyback program, which had taken down $2.3 billion in shares over the first quarter, and would issue fresh earnings guidance "at a future date" as it deals with the grounding of more than 300 737 MAX planes following last month's Ethiopia Airlines crash and a similar Lion Air tragedy last year in Indonesia. "Across the company, we are focused on safety, returning the 737 MAX to service, and earning and re-earning the trust and confidence of customers, regulators and the flying public," said CEO Dennis Muilenburg. "As we work through this challenging time for our customers, stakeholders and the company, our attention remains on driving excellence in quality and performance and running a healthy sustained growth business built on strong, long-term fundamentals." Boeing said it shipped 89 737 MAX planes for the quarter, down from 132 over the same period last year, adding that commercial airplane operating margins narrowed 100 basis point to 9.9% as division revenues came in at $11.8 billion. Overall company inventories rose by 4.47% from the end of last year to $65.369 billion. Boeing said earlier this month that the preliminary report into the cause of Ethiopian Airlines Flight 302's fatal crash, which killed all 157 passengers on board on March 11, as well as the Lion Air 610 disaster in Indonesia in early October, which took the lives of 189 people, were caused by activation of the Maneuvering Characteristics Augmentation System, or MCAS, in response to "erroneous angle of attack information" from a broken sensor. Boeing vowed to correct the cause of the tragic incidents while recognizing the "devastation of the families and friends of the loved ones who perished." The FAA said it would "evaluate aspects of the 737 MAX automated flight control system, including its design and pilots' interaction with the system, to determine its compliance with all applicable regulations and to identify future enhancements that might be needed." https://www.thestreet.com/investing/earnings/boeing-hit-with-new-faa-safety- directive-ahead-of-shareholder-meeting-14940775 Back to Top Incident: El Al B738 at Tel Aviv on Apr 29th 2019, hydraulic failure An El Al Boeing 737-800, registration 4X-EKR performing flight LY-563 from Tel Aviv (Israel) to Warsaw (Poland) with 138 people on board, was climbing through FL250 out of Tel Aviv when the crew stopped the climb due to a hydraulic fault and returned to Tel Aviv for a safe landing on runway 12 about 40 minutes after departure. A replacement Boeing 737-800 registration 4X-EKS reached Warsaw with a delay of 7.5 hours. http://avherald.com/h?article=4c751b8e&opt=0 Back to Top Incident: American B738 at Vancouver on Apr 19th 2019, burst tyre on departure An American Airlines Boeing 737-800, registration N871NN performing flight AA-397 from Vancouver,BC (Canada) to Chicago O'Hare,IL (USA), departed Vancouver's runway 26L and was climbing out of Vancouver towards Chicago, when a runway inspection found fragments of a tyre as well as a hydraulic bracket. The crew was informed and decided to divert to Seattle,WA (USA). Descending towards Seattle the crew advised hydraulic system A had depleted to about 23% hydraulic quantity and the ANTI-SKID INOPERATIVE light had illuminated. The crew declared emergency and performed a safe landing on Seattle's runway 16L. The Canadian TSB reported the crew determined a return to Vancouver would cause an overweight landing, the crew therefore decided to divert to Seattle. After landing the #2 tyre was confirmed burst, which resulted in several hydraulic lines, supports and wire harnesses in the left wheel well being severed. Additional damage was found to the left inboard flap, left horizontal stabilizer and lower wing panels. The left main gear tyres, damaged hydraulic lines and canon plugs were replaced. http://avherald.com/h?article=4c751748&opt=0 Back to Top Accident: Skywest CRJ2 at Hattiesburg on Apr 26th 2019, rejected takeoff due to deer strike A Skywest Canadair CRJ-200 on behalf of American Airlines, registration N928EV performing flight OO- 3125/AA-3125 from Hattiesburg,MS to Meridian,MS (USA), was accelerating for takeoff when the aircraft struck a deer and rejected takeoff. The aircraft returned to the apron. The flight as well as the next sector from Meridian to Dallas Ft. Worth,TX were cancelled. The FAA reported N879AS (which actually flew the flight on Apr 27th, but had not been in Hattiesburg all day Apr 26th) struck a deer and returned to the terminal. There were unknown injuries and unknown damage. N928EV is still on the ground in Hattiesburg 3 days (about 82 hours) later. http://avherald.com/h?article=4c7513e2&opt=0 Back to Top Incident: Spicejet B738 at Shirdi on Apr 29th 2019, overran runway on landing A Spicejet Boeing 737-800, registration VT-SGJ performing flight SG-946 from Delhi to Shirdi (India) with 164 people on board, landed on Shirdi's runway 09 at 16:23L (10:53Z) but overran the end of the runway (runway length 2500 meters/8200 feet) and came to a stop with all gear on soft ground. There were no injuries, the damage to the aircraft is being assessed. The airline reported the aircraft overshot the runway, passengers and crew are safe however and disembarked normally. The aircraft is going to be towed to the apron. The airport reported the aircraft went about 50 meters past the end of the runway. Metars: VASD 291200Z 29005KT 5000 FU NSC 40/11 Q1008 NOSIG= VASD 291130Z 31007KT 5000 FU NSC 41/12 Q1007 NOSIG= VASD 291100Z 29006KT 6000 NSC 42/09 Q1007 NOSIG= VASD 291030Z 30007KT 6000 NSC 41/08 Q1008 NOSIG= VASD 291000Z 33004KT 6000 NSC 42/08 Q1008 NOSIG= VASD 290930Z 31004KT 6000 NSC 42/08 Q1008 NOSIG= VASD 290900Z VRB03KT 5000 FU NSC 41/08 Q1009 NOSIG= VASD 290830Z VRB02KT 5000 FU NSC 41/09 Q1009 NOSIG= VASD 290800Z VRB03KT 5000 FU NSC 41/09 Q1010 NOSIG= VASD 290730Z VRB03KT 5000 FU NSC 40/08 Q1011 NOSIG= VASD 290600Z VRB02KT 5000 FU NSC 39/08 Q1012 NOSIG= VT-SGJ sitting past the runway end: http://avherald.com/h?article=4c74ef01&opt=0 Back to Top Robinson R44 Clipper - Fatal Accident (Hawaii) Date: 29-APR-2019 Time: 09:00 LT Type: Robinson R44 Clipper Owner/operator: Novictor Helicopters Registration: N808NV C/n / msn: 0926 Fatalities: Fatalities: 3 / Occupants: 3 Other fatalities: 0 Aircraft damage: Written off (damaged beyond repair) Location: Kawainui, Kailua, HI - United States of America Phase: Unknown Nature: Non Scheduled Passenger Departure airport: Destination airport: Narrative: The tour helicopter impacted a road in Kawainui, Kailua, Hawaii. The helicopter was consumed by the post-impact fire and all 3 occupants onboard received fatal injures. https://aviation-safety.net/wikibase/wiki.php?id=224495 Back to Top EASA Proposes SMS for Parts OEMs and Maintenance Providers A notice of proposed amendment (NPA) from the European Union Aviation Safety Agency (EASA) would require that safety management systems (SMSs) be applied to EASA Part 145 maintenance organizations for non-general aviation aircraft and to EASA Part 21 aircraft parts and component manufacturers. Currently, SMS programs are required for commercial flight operators in Europe. EASA said that the new rules are based on the 2013 ICAO Annex19 recommended standards for application of SMS principles for Parts 145 and 21. As such, organizations with a general aviation scope would not be required to implement an SMS; In addition, Part 147 maintenance training facilities would also be excluded. This means that SMSs would be required only for a Part 145 organization that maintains aircraft operated by air carriers and complex motor-powered aircraft, such as turbine business airplanes and helicopters. The NPA is divided into three parts. Part A contains the procedural information pertaining to the regulatory proposal overall; explanatory notes to the proposed amendments; the regulatory impact assessment; and a detailed summary of the proposed amendments. Part B proposes the draft implementing rules (IRs) as well as the draft Acceptable Means of Compliance (AMC) and Guidance Material (GM) for Part 21. And Part C proposes the draft IRs, AMC, and GM for Part 145. EASA said application of SMS principles would enhance safety for maintenance facilities and parts providers by establishing safety policies and objectives that are associated with sufficient resources; the systematic identification of hazards; encourage a risk management system; and give consideration to safety performance and safety promotion. The proposed amendments also aim to "streamline the procedures for oversight, and introduce a set of new, common management system requirements for [state] authorities to increase their efficiency." The proposed changes also introduce flexibility provisions regarding an SMS that would be commensurate with the size of the organization and complexity of the operations, so it will limit the impact on small Part 145 facilities and Part 21 manufacturers with a limited scope of work. PART 21 SMS MULTIFACETED Starting from the scope defined by ICAO Annex 19, three options are proposed to define the applicability of SMSs to Part 21. Option 0 strictly follows the recommended standards of ICAO Annex 19: All organizations that design and produce parts, including aircraft, engines, and propellers would be covered by the proposed requirements. Option 1 would require the implementation of ICAO Annex 19 by all organizations that design and produce only aircraft, engines, and propellers. Manufacturers that design and produce "parts and appliances" would be excluded from SMS requirements. Under this option, Part 21 parts and appliance manufacturers are entitled to demonstrate their design capabilities with the acceptance of certification procedures that are alternatives to design organization approvals (DOAs). "This option would imply that, in some cases, an organization may be required to be approved even without having an SMS in place (such as in the case of a European TSO)," EASA said. In this case, two types of DOA and production organization approval (POA) would be needed: those who are required to implement an SMS and those who are exempted." This leads to Option 2. Under Option 2, the implementation of ICAO Annex 19 would be limited to all approved organizations that design and produce aircraft, engines, and propellers and to organizations that design and produce parts and appliances when a DOA or POA is required. "In other words, when a POA is required for a TSO or a POA/DOA is required for an APU." BENEFITS AND DRAWBACKS OF THE NPA The proposed changes, which essentially implement ICAO Annex 19 through the introduction of SMS principles, safety risk management, and continuous improvement programs, will "foster an organizational safety culture for effective safety management and effective occurrence reporting, whether it is mandatory or voluntary," EASA said. The proposal will also serve to "streamline as much as possible" the oversight requirements for Part 145 and Part 21 organizations, due to an approach that is common throughout all the European Union states. However, for some organizations, the transition to establishing an approved SMS program will not be without an economic impact. These transitional drawbacks stem from (a) developing a safety policy and its related objectives; (b) appointing key safety personnel to execute the safety policy; (c) establishing, implementing, and maintaining a safety risk management process; (d) establishing, implementing, and maintaining a safety assurance process; and (e) promoting safety in the organization. The negative impact is likely to be greater on smaller organizations that have fewer staff and less financial capabilities, as well as Part 21 facilities in general compared to Part 145 companies. To mitigate this negative impact, the NPA includes so-called "proportionality provisions" that it says can "contribute to a significant reduction of the costs, notably for small organizations or when the risks associated with the business are limited." Nevertheless, EASA concludes that, "Considering there are both significant positive and negative economic impacts, an overall neutral effect is expected." https://www.ainonline.com/aviation-news/business-aviation/2019-04-29/easa- proposes-sms-parts-oems-and-maintenance-providers Back to Top TSA says an airport full-body scanner must add a filter to protect travelers' privacy This image shows how the Thruvision scanner can scan multiple travelers at an airport to help speed up the security checkpoints. The Transportation Security Administration says the Thruvision scanner needs "enhanced privacy software." (Hero Images Inc. / Alamy Stock Photo) A full-body scanner that the Transportation Security Administration hopes can speed up airport security checkpoints must go back to the drawing board for software to protect the privacy of travelers being scanned. The scanner, built by British firm Thruvision, was promoted as being able to simultaneously screen multiple airport passengers from a distance of up to 25 feet away. The TSA began trying out the device last year at an Arlington, Va., testing facility before planning to use it on a trial basis at U.S. airports. But now the federal agency is requiring the scanner to add a "privacy filter" before the TSA can test the scanner "in a live environment," according to a TSA document. The March 26 document was posted on a public website, but many details were redacted, including the name of the manufacturer and the cost of adding the privacy filter. In a statement, Thruvision confirmed that the TSA document referred to the Thruvision scanner, which is currently being used at some Los Angeles subway and light-rail stations. TSA and Thruvision said the software is being added to comply with a federal law passed in the wake of a 2013 controversy involving body scanners that may have shown too much. The scanner doesn't violate travelers' privacy or show details of a person's anatomy, Thruvision Americas Vice President Kevin Gramer said. Images provided by Thruvision show that the scanner creates a fuzzy, green image depicting a traveler's body with a dark outline of potential weapons or explosives that are hidden under their clothes. "A piece of narrowly drawn legislation from several years ago created a requirement that all people-screening technologies used at U.S. airport checkpoints have a privacy filter regardless of the image displayed," Gramer said in a statement. "Thruvision screening equipment has been deployed internationally for years because of the tremendous privacy and safety benefit of its passive terahertz technology and it is a candidate for use at U.S. airports specifically because of those benefits." In 2013, the TSA removed about 200 full-body scanners after protests because the scanners used low levels of radiation to create what resembles a nude image of screened passengers. Critics called the device the "nudie scanner" before the TSA ended its contract with the manufacturer. Three years later, Congress adopted legislation requiring that all full-body scanners used at U.S. airports include privacy software filters that keep the devices from showing details of a traveler's body on the screens monitored by the TSA. The full-body scanners used at the nation's airport create a generic human avatar of each traveler that appears on TSA screens. Weapons or explosives hidden under the traveler's clothes are shown as yellow squares on the screen. The Metropolitan Transportation Authority in Los Angeles began using Thruvision scanners last year. An MTA spokesman said the transportation agency bought a handful of Thruvision devices but did not add privacy software because the images created by the device don't show details of a commuter's anatomy but instead depict each person as a "green blob." A full-body scanner with privacy software installed is used at Ontario International Airport. The Thruvision scanner is one of several new technologies being tested under the TSA's "Innovation Task Force" as part of an effort to improve screening and speed up the queues at airport security checkpoints. The task force's efforts included the 2016 launch of a new conveyor belt system to move luggage and passengers through a security checkpoint faster. Under the full-body scanning program, the TSA purchased several Thruvision devices to begin testing in November 2018. The existing full-body scanners used at U.S. airports bounce millimeter waves off passengers to spot objects hidden under their clothes. But Gramer said the Thruvision device uses a passive terahertz technology that reads the energy emitted by a person, similar to thermal imaging used in night-vision goggles. Thruvision has promoted its scanning devices as being able to screen up to 2,000 people in an hour and detect a concealed weapon at a distance of up to 25 feet. The screening device was used in 2017 to scan people attending a tribute concert organized by U.S. singer Ariana Grande after her May 22, 2017, concert in Manchester, England, ended in a suicide bombing that killed 23 people and wounded 139 others. https://www.latimes.com/business/la-fi-tsa-body-scanner-20190429-story.html Back to Top Hawaii airline to test electric hybrid for commercial flight KAHULUI, Hawaii (AP) - Hybrid electric planes will be tested by a Hawaii airline hoping to use them for short-haul commercial flights, officials said. Mokulele Airlines and Ampaire, a Los Angeles-based aircraft design firm, plan to test a model hybrid on Mokulele's Maui route between Kahului and Hana airports in September or October, The Honolulu Star-Advertiser reported Sunday. A hybrid plane would provide lower operational costs as well as additional routes and more frequent flights. Hawaii is a good fit for the service because communities rely on short-haul flights to travel between islands, the companies said. Ampaire has also considered partnerships with Caribbean and European airlines, but Hawaii's short-haul flights are ideal for the electric hybrids, said product manager Brice Nzeukou. "With a short flight, it shows off the technology and its benefits. Hawaii's focus on sustainability also makes it more aligned with our own vision," Nzeukou said. A hybrid electric plane would potentially be able to reduce fuel costs by 50% to 70% and maintenance costs by 25% to 50%, Nzeukou said. The test plane is expected to carry up to nine passengers. Range is dependent on multiple factors, but it would be capable of flying each of Mokulele Airlines' routes with reserves, including the 100 miles from Honolulu to Kahului, Nzeukou said. The collaboration will include the loan to Ampaire of Mokulele's pilots and hangar space at Kahului Airport. https://lompocrecord.com/news/state-and-regional/hawaii-airline-to-test-electric- hybrid-for-commercial-flight/article_d2db6be0-d09c-5aaf-a5fb-16f1b460e52b.html Back to Top ERAU professor ranks airlines from worst to first Delta completes ascent to top DAYTONA BEACH - Travelers might want to check out a new airline quality report before booking their next flight: Not all carriers provide the same experience. The 2019 annual Airline Quality Rankings report measures the performance of major U.S. airlines in on-time flights, baggage handling, involuntary denied boardings, and customer service, said Brent Bowen, co-author and Prescott, Arizona-based Embry- Riddle Aeronautical University professor of aeronautical science. "It gives you a one-stop ranking of which airlines you're more likely to have a quality experience with," Bowen said. The best airlines? Delta Air Lines followed by JetBlue Airways. The worst? Frontier Airlines and American Airlines respectively. Data from the report, which is in its 29th year, shows that the overall quality of the airlines has improved over nearly three decades, meaning even the worst performers today are doing better than the lowest ranked airlines 10 or 20 years ago. The report also showed that complaints are declining - and might not be as high as fliers might expect. "The consumer complaint rate across the industry declined to 1.04 per 100,000 passengers in 2017 from 1.35 per 100,000 passengers in 2016," the report says. "The 23 percent decrease in the rate of consumer complaints in 2018 suggests that improved performance in areas important to consumers has been noticed by the flying public." Housing Delta and American, Daytona Beach International Airport offers service from the highest and nearly lowest quality airlines in the industry. Interestingly, though, rankings like these might matter more to airlines than they do to travelers, the airport's director of business development Jay Cassens said. "I don't think that those rankings impact a customer's decision. What really impacts a customer's decision on who to fly is the availability of nonstop service, fare and schedule," Cassens said, adding that customer loyalty also plays a role in choosing a carrier. Locally, both carriers have been steadily adding customers, and that's likely to be the case nationwide, Cassens said. Delta and American did not respond to requests for comment. While other reports rank airline quality, this report is better because it relies on science and public data that's required to be reported to the U.S. Department of Transportation annually and is also done by ERAU and Wichita State University, both nonprofit institutions that inject no opinion or personal bias in the findings, Bowen added. For the airlines, the ranking is a good way to see how they're doing in comparison to their competition, Cassens said. One of the report's more interesting findings shows just how fast competition in the industry is dwindling. While in 2013, there were 15 major airlines, in 2018 there were just nine - a decrease of 40 percent. "Every time there's a merger, the quality of performance goes down for at least three years and then it take multiple years to climb your way back up," Bowen said. "When you combine two large airlines companies into one specific operation, the performance of them declines basically because they're somewhat competing against each other organizationally." In the case of top-ranked Delta, which merged with Northwest in 2008, the report shows that it dropped from 12th of 17 carriers in 2008 to 15th of 18 carriers the following year, nearly at the bottom. "I think it's really interesting to look at the case of Delta because we know that they made a corporate decision to improve in all of these categories back when they merged with Northwest," Bowen said. "What it's telling is that if the corporate culture of an airline says we're going to perform in each of these categories, they can target that and they can do it." Another surprise in the report was how low American placed, Bowen said. "It is interesting that American Airlines, they've been going downhill since 2002 and scoring low across the board," Bowen said. "This is the first time they've gone this low." When measured by passengers, American is the nation's largest airline. It also relies on a larger "feeder network" of regional and commuter flights from smaller airports which could affect its performance, Bowen said. "They were right at the bottom," Bowen said. "Even Spirit Airlines came out ahead of American, so to me that was one of the most interesting observations." In the report's early years Bowen said he received a few complaints from the lower scoring airlines. That practice has ceased. "You would think that airlines that aren't number one would try to dispute it, but they don't," Bowen said. "They know that they can't refute it so they don't even try." While the report offers top-ranked carriers bragging rights, it also provides the universities with name recognition worth millions, Bowen said. While most academics would be thrilled with 100,000 downloads, Bowen said his report has more than half a million. That when coupled with views on media outlets totaling a reach of more than a billion people, makes the report the most read study on airline quality, he said. 2019 RANKINGS A 2019 report show that that nation's airlines offer varying levels of quality and performance. From best to worst here's how they ranked: 1. Delta 2. JetBlue 3. Southwest Airlines 4. Alaska Airlines 5. Hawaiian Airlines 6. United Airlines 7. Spirit Airlines 8. American Airlines 9. Frontier Source: Embry-Riddle Aeronautical University https://www.news-journalonline.com/news/20190429/erau-professor-ranks-airlines- from-worst-to-first Back to Top Virgin Australia to defer deliveries of Boeing 737 MAX aircraft April 30 (Reuters) - Virgin Australia Holdings said on Tuesday it had reached an agreement with Boeing to delay deliveries of the U.S. planemaker's now contentious 737 MAX aircraft. Last month, Australia's civil aviation safety authority suspended Boeing's 737 MAX aircraft from flying to or from Australia, following fatal crashes involving Boeing's latest model in Indonesia and Ethiopia. The country's no. 2 airline said in a statement on Tuesday it had deferred delivery of its first Boeing 737 MAX aircraft from November 2019 to July 2021, and that it would convert an additional 15 of its 737 MAX 8 aircraft on order to 737 MAX 10s. https://www.nasdaq.com/article/virgin-australia-to-defer-deliveries-of-boeing-737- max-aircraft-20190429-01190 Back to Top Aviation Maintenance Software Maximizes Aviation Safety and Efficiency in Aircraft Manufacturing Facilities CloudVisit Aviation Maintenance Software enables live visual communication and collaboration between two or more people in separate locations. Aviation inspectors can virtually approve inspection, without traveling. Remote inspection of aircraft increases aircraft inspection turnaround to maximizes efficiency. For additional information, call 845-809-5770 or visit us at https://www.cloudvisit.com. COLD SPRING, N.Y., April 29, 2019 /PRNewswire/ -- The New York Times (NYT) recently reported airplane manufacturers "often [value] production speed over quality" and this "frenzied pace" has led to aviation safety concerns. Manufacturers' production goals should not be in competition with aviation safety. The Federal Aviation Association (FAA) has approved the use of remote connectivity technology, which can be used in the aircraft manufacturing process. Using this technology, aircraft can be remotely inspected in manufacturing facilities to meet production targets. CloudVisit's Aviation Maintenance Software is one example of remote connectivity technology, which is designed to maximize efficiency and safety in aircraft manufacturing facilities. Current Aircraft Inspection Processes are Incompatible With Manufacturing Facilities' Needs Aircraft components are flown to a manufacturing facility from around the world and are assembled at the facility by aircraft assemblers. Historically, an aircraft inspector travels from site to site to ensure that the assembly of the aircraft meets industry standards and government regulations. Aircraft assemblers keep handwritten or electronic logbooks to document production tasks. For example, an aircraft assembler may provide a written description of their assembly tasks and checklists for quality control inspection. This methodology is incompatible with today's high-tech, fast-paced aircraft manufacturing environment. An aircraft assembler's descriptions may not always be written clearly. There may be a quality control problem that is not on the checklist. The outcome of this outdated system is that there is an increase in manufacturing defects, which compromises the aircraft's safety. For example, the NYT reported instances of aircraft assemblers filing safety complaints of undocumented defects with federal regulators. Airlines have changed their procurement processes in light of these issues. Manufacturing facilities that are non-compliant with inspection and quality controls are identified. According to the NYT, one airline no longer accepts planes manufactured by facilities failing to meet quality control metrics. CloudVisit Aviation Maintenance Software Can Increase Quality Control and Efficiency in Aircraft Manufacturing Using Aviation Maintenance Software, aircraft assemblers take video recordings and images of an aircraft component when it first arrives at the manufacturing facility. This data provides quality assurance of the part prior to assemblage. As the aircraft is assembled, factory workers document their tasks through video and audio recordings, as well as images. This data demonstrates what assembly tasks are completed, the accuracy with which the task was completed and the quality of the final output. For example, an aircraft assembler can conduct a non-destructive test (NDT) to ensure the quality of metal of an aircraft component is optimal. Using Aviation Maintenance Software, the test and the results are documented through video recordings and saved on the cloud. The recording is then shared with aircraft inspectors who can approve quality control checklists from their computers. This remote inspection maximizes efficiency during the aircraft manufacturing process without compromising safety of the completed aircraft. CloudVisit's Aviation Maintenance Software leads in remote inspection technology. CloudVisit's software was designed to ensure aviation is a safe and profitable industry for airlines and manufacturers of aircraft. Aviation Maintenance Software can be used for inspections of manufactured aircraft. It can also be applied to maintenance, repair and overhaul (MRO) after an aircraft has been delivered to the purchaser. About CloudVisit CloudVisit Aviation Maintenance Software enables remote inspections of manufactured aircraft. Aviation Maintenance Software can maximize production goals without compromising quality control and safety of aircraft manufactured. CloudVisit currently serves many industries and offers Energy Software, Aviation Software, Construction Software, Maritime Software, Transportation Software and Telemedicine Software. CloudVisit is backed by 15 years of success in software programming, video conferencing, telemedicine and telecommunications. The company has a proven record of excellence, efficiency, security and quality customer service. https://www.prnewswire.com/news-releases/aviation-maintenance-software- maximizes-aviation-safety-and-efficiency-in-aircraft-manufacturing-facilities- 300839518.html Back to Top SpaceX resupply launch delayed by malfunction on space station If you would like to see more articles like this please support our coverage of the space program by becoming a Spaceflight Now Member. If everyone who enjoys our website helps fund it, we can expand and improve our coverage further. A portion of a solar array wing on the International Space Station is visible in this image. Credit: NASA A SpaceX Dragon supply ship packed with nearly three tons of experiments, crew provisions and supplies will remain on the ground until at least Friday morning to allow more time for NASA flight controllers to troubleshoot a problem with an electrical distribution unit on the International Space Station. Multiple sources said the commercial resupply launch, previously scheduled for Wednesday, will be pushed back at least two days to no earlier than Friday at 3:11 a.m. EDT (0711 GMT). The delay will allow time for NASA flight controllers at the Johnson Space Center in Houston to continue troubleshooting an issue with a distribution box in the space station's electrical power system. Engineers detected an issue with the Main Bus Switching Unit on Monday morning, and ground teams may elect to replace the component later this week, ahead of the SpaceX cargo launch. The unit is one of several that routes power from the space station's U.S. solar arrays to the research outpost's electrical channels. The suspect unit distributes power to two of the eight electrical channels on the station, including a power supply for the space station's robotic arm, which the station astronauts will use to capture the Dragon cargo craft as it approaches the complex. While the robotic arm remains powered through a separate channel, NASA flight rules require redundant power supplies for the arm during critical operations, such as the grapple of a free-flying spacecraft. Ground teams have replaced a failed Main Bus Switching Unit using the station's robotic arm before. The capability to robotically replace the power distribution box means astronauts may not have to conduct a spacewalk for the task. The electrical system glitch does not pose any immediate concern to the station or its six-person crew, NASA said. "Monday morning, teams identified an issue with the International Space Station's electrical power system and are working to identify the root cause and restore full power to the system," the space agency said in an updated posted on its website. In the update posted Monday afternoon, officials said engineers were examining an unspecified issue with a Main Bus Switching Unit. "Flight controllers have been working to route power through the remaining six power channels," NASA said. "Electrical power generated by the station's solar arrays is fed to all station systems through these power channels." NASA said Monday afternoon that managers were discussing how the power system problem might impact plans for the SpaceX resupply launch. If the Dragon spacecraft had launched Wednesday, it was due to arrive at the station early Saturday. Assuming a launch from Cape Canaveral on Friday morning, the Dragon cargo freighter is scheduled to reach the complex early Sunday. https://spaceflightnow.com/2019/04/30/spacex-resupply-launch-delayed-by- malfunction-on-space-station/ Back to Top Back to Top Regulatory Compliance Manager - Maintenance Program POSITION PURPOSE: Continuously reviews Republic Airways policies and procedures for regulatory compliance and system safety, working with local FAA to satisfy compliance questions and issues. ESSENTIAL DUTIES : To perform this job successfully, an individual must be able to perform each essential duty satisfactorily. Reasonable accommodation may be made to enable individuals with disabilities to perform the essential functions. 1. Collaborates with appropriate management to ensure compliance or implement global improvement correction action when instances of non-compliance or identification of needed improvement areas. 2. Develops and maintains database for tracking compliance with regulations. 3. Analyzes airline industry regulations in anticipation of changes that may affect policies and procedures. 4. Uses independent judgment to evaluate revisions to policies and procedures for regulatory compliance and system safety prior to submittal to the FAA for acceptance/approval. 5. Researches Code of Federal Regulations for the Company to ensure that any new operations are FAA compliant. 6. Works closely with the FAA and participate in teamed inspections. 7. Assists and conducts internal audits as needed. 8. Travels to all maintenance bases and contract vendor facilities to conduct audits as needed. 9. Provides administrative assistance maintaining legal filings by assisting regulatory agencies. 10. Provides assistance during inspections conducted by outside agencies (IOSA, DoD, etc.) 11. Acts as liaison with the FAA to investigate, correct and finalize regulatory issues. 12. Participates in Maintenance ASAP ERC meetings as needed. 13. Fosters the Company's core values and culture throughout the work environment. 14. Performs various other duties as required. REQUIRED KNOWLEDGE, SKILLS AND ABILITIES The requirements listed below are representative of the knowledge, skill, and/or ability necessary to perform this job. EDUCATION and/or EXPERIENCE. * Bachelor's degree or equivalent with at least 3 years of previous Internal Evaluation or Quality Assurance experience. * A&P Certificate * Knowledge of the Code of Federal Regulations and FAA Advisory circulars. * Strong experience in Microsoft Office applications is a must. PREFERRED EDUCATION and/or EXPERIENCE * Bachelor's degree in Aviation or related field with at least 5 years of previous experience. Previous supervisory experience. * Dispatcher License and/or Pilot Certificate. * Auditor Certification and Training; CQA, ISO, CASE and IOSA Auditor. LANGUAGE SKILLS Ability to read, analyze, and interpret common scientific and technical journals, financial reports, and legal documents. Ability to respond to common inquiries or complaints from customers, regulatory agencies, or members of the business community. Ability to effectively present information to top management, public groups, and/or boards of directors. REASONING/PROBLEM SOLVING ABILITY Ability to define problems, collect data, establish facts, and draw valid conclusions. Ability to interpret an extensive variety of technical instructions in mathematical or diagram form and deal with several abstract and concrete variables. DECISION MAKING Makes decisions daily use of resources, performance and budgets. Decisions could require additional expenditure of resources if not sound decisions. PHYSICAL DEMANDS The physical demands described here are representative of those that must be met by an employee to successfully perform the essential functions of this job. Able to move about the work environment. Frequently required to stand, walk, sit, talk and hear. WORK ENVIRONMENT The work environment characteristics described here are representative of those an employee encounters while performing the essential functions of this job. Outdoor weather conditions up to 35% of the time. TRAVEL REQUIREMENTS Ability to travel up to 25% of the time, including overnight and weekend travel APPLY HERE Back to Top Call for Nominations For 2019 Laura Taber Barbour Air Safety Award ALEXANDRIA, Va. -- The Laura Taber Barbour Air Safety Foundation is now accepting nominations for the 2019 Laura Taber Barbour Air Safety Award, honoring a leader in global aviation safety. The Award will be presented during the 72nd Annual International Air Safety Summit, taking place Nov 4-6 in Taipei, Taiwan. Presented since 1956, the Laura Taber Barbour Air Safety Award recognizes notable achievement in the field of civil or military aviation safety in method, design, invention, study or other improvement. The Award's recipient is selected for a "significant individual or group effort contributing to improving aviation safety, with emphasis on original contributions," and a "significant individual or group effort performed above and beyond normal responsibilities." Mechanics, engineers and others outside of top administrative or research positions should be especially considered. The contribution need not be recent, especially if the nominee has not received adequate recognition. Nominations that were not selected as past winners of the Award can be submitted one additional time for consideration. Please note that self-nominations will not be considered. The Laura Taber Barbour Air Safety Award's story dates back 74 years. On April 14, 1945, after visiting family in Pittsburgh, Laura Taber Barbour was aboard a Pennsylvania Central Airlines DC-3 when it crashed into the rugged terrain of Cheat Mountain near Morgantown, West Virginia. All passengers and crew were killed. In the years following, her husband, Dr. Clifford E. Barbour and son, Clifford E. Barbour, Jr., established the Laura Taber Barbour Air Safety Award in her honor. The Award Board, composed of leaders in the field of aviation, meets each year to conduct a final review of nominees and selection of the current year's recipient. Please help us honor this year's most deserving recipient. Nominations, including a 1-2- page narrative, can be submitted via the Laura Taber Barbour Foundation website at http://ltbaward.org/the-award/nomination-form/. Nominations will be accepted until May 10, 2019. For more information, including a complete history of Award recipients, see www.ltbaward.org. ABOUT THE LAURA TABER BARBOUR AIR SAFETY AWARD: The Award was established in 1956 through early association with the Flight Safety Foundation and from its founding has enjoyed a rich history of Award Board members, nominees and Award recipients. In 2013, the non-profit Laura Taber Barbour Air Safety Foundation was formed from members of the Award Board, the aviation community and the Barbour family. As the foundation plans to broaden the scope of its intent, with great purpose, the Laura Taber Barbour Air Safety Award will continue to spotlight those champions who pioneer breakthroughs in flight safety. CONTACT: Philip Barbour, 205-939-1700, 205-617-9007 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-EXPOŽ, the world's largest trade show and exposition dedicated to helicopters. Position: Deputy Director of Safety Overview: The Deputy Director of Safety is responsible for supporting the association's existing aviation safety programs and developing new safety initiatives to benefit HAI's membership. Essential Functions of the Position Include, but Are Not Limited To: * Providing auxiliary support to the Director of Safety * Serving as the HAI safety representative on various industry, government, and international boards, task forces, and meetings * Providing feedback for the association's response to proposed safety-related regulations and legislative initiatives * Collecting, researching, and analyzing safety and accident data for subsequent statistical reporting * Developing and implementing new HAI industry safety initiatives * Routinely interacting with aviation related agencies and organizations in support of the rotorcraft industry * Supporting all aspects of HAI's accreditation programs (IS-BAO & HAI APS) that assist helicopter operators in reducing incidents and accidents, while improving industry safety culture * Providing safety supervision for flight activities at the association's annual trade show and exposition, HAI HELI-EXPOŽ * Responding to requests for rotorcraft safety assistance from HAI members and the general public * Serving as staff liaison for assigned HAI committees * Contributing content for use in HAI's printed and electronic publications * Making safety presentations on behalf of HAI as necessary * 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 * Five 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 * Prior international experience preferred * Experience with auditing protocols and accreditation programs * A passionate commitment to the promotion of helicopter safety * Highly motivated, able to work independently and in a team environment * Excellent written and verbal communication skills with prior experience in creating and delivering written proposals and public presentations * Research, data analysis, and report writing experience * Proficiency with the Microsoft Office Suite * 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 Curt Lewis