Flight Safety Information May 21, 2019 - No. 102 In This Issue Incident: TUI 738 at Manchester on May 17th 2019, to bee or not to bee Accident: National B744 at Guam on May 11th 2019, dropped parts of flaps Incident: Norwegian B738 at Sarajevo and Belgrade on May 17th 2019, flaps fault Incident: Scoot A320 near Chennai on May 20th 2019, cargo smoke indication Incident: NewGen B738 at Bangkok on May 19th 2019, smoke in cabin Incident: Aeroflot SU95 at Ulyanovsk on May 18th 2019, rejected takeoff due to hydraulic failure Incident: Pouya IL76 at Yerevan on May 16th 2019, overran displaced end of runway PrecisionHawk CEO appointed chairman of FAA drone advisory committee Business Aircraft Operators Need To 'Demand' Biofuel Criminalization of Aviation: 'You Have the Right to Remain Silent China and European Union sign landmark aviation deals. American Airlines blames mechanics for 2,200 flight delays, cancellations Boeing's new 797 could be built to fly with just one pilot on board Bombardier Business Aircraft chief pilot is committed on a Global scale AIRBUS DELIVERS ITS 12,000TH JET TO DELTA AIR LINES. Leading Change in Safety Management Systems ICAEA Industry Survey The Steps to Organizational Reliability ISASI - DFW Regional Chapter Meeting Incident: TUI 738 at Manchester on May 17th 2019, to bee or not to bee A TUI Airways Boeing 737-800, registration G-TAWK performing flight BY-2536 from Manchester,EN (UK) to Funchal (Portugal), was climbing out of Manchester's runway 05L when the crew stopped the climb at 5000 feet due a problem with one of their speed indicators. The aircraft burned off fuel and returned to Manchester for a safe landing on runway 05R about 65 minutes after departure. The aircraft remained on the ground for about 2:20 hours, then departed again and reached Funchal with a delay of 3.5 hours. Passengers reported a part at the nose cone was replaced, they were subsequently told, a bee had become stuck in that piece of equipment, that measures the speed of the aircraft (editorial note: the dynamic port of one of the pitot systems also known as pitot tube). http://avherald.com/h?article=4c832e49&opt=0 Back to Top Accident: National B744 at Guam on May 11th 2019, dropped parts of flaps A National Air Cargo Boeing 747-400 freighter, registration N952CA performing freight flight N8-443 from Guam Anderson AFB (Guam) to Honolulu Hickam AFB,HI (USA), was climbing out of Anderson's runway 06R when a number of flap parts separated from the aircraft. The crew, obviously unaware of the damage, continued the climb to FL350 and continued to Honolulu where the aircraft landed safely on Hickam AFB about 6:45 hours after departure. The aircraft is still on the ground in Honolulu 9 days later. A flaps part, about 11 feet in length, was washed ashore at Guam on Friday May 17th 2019, a second flaps part of about 8 feet length on Sunday (May 19th 2019). https://flightaware.com/live/flight/NCR443/history/20190511/0530Z/PGUA/PHIK http://avherald.com/h?article=4c832c05&opt=0 Back to Top Incident: Norwegian B738 at Sarajevo and Belgrade on May 17th 2019, flaps fault A Norwegian Boeing 737-800, registration LN-NIA performing flight DY-4343 from Stockholm (Sweden) to Sarajevo (Bosnia and Herzegovina), was descending towards Sarajevo when the crew aborted the approach at FL140 due to a problem with the flaps. The crew decided to divert to Belgrade (Sserbia) where the aircraft landed safely on runway 30 at a higher than normal speed (193 knots over ground) about 40 minutes after the aborted descent to Sarajevo. The aircraft remained on the ground in Belgrade for about 5 hours, then positioned back to Stockholm, remained on the ground in Stockholm for another 7.5 hours, then returned to service. http://avherald.com/h?article=4c832811&opt=0 Back to Top Incident: Scoot A320 near Chennai on May 20th 2019, cargo smoke indication A FlyScoot Airbus A320-200, registration 9V-TRS performing flight TR-567 from Tiruchirappalli (India) to Singapore (Singapore) with 161 people on board, was enroute at FL350 over the Bay of Bengal about 390nm southeast of Chennai (India) when the crew received a cargo smoke indication prompting the crew to turn around and divert to Chennai. The aircraft climbed to FL360 for the diversion and landed on Chennai's runway 25 about 65 minutes after the decision to turn around. A replacement Boeing 787-9 registration 9V-OJF continued the flight and reached Singapore with a delay of 14.5 hours. The occurrence aircraft remained on the ground for about 16 hours, then positioned to Singapore and is currently on the ground in Singapore about 3 hours after landing in Singapore. http://avherald.com/h?article=4c832411&opt=0 Back to Top Incident: NewGen B738 at Bangkok on May 19th 2019, smoke in cabin A NewGen Airways Boeing 737-800, registration HS-NGE performing flight E3-865 from Bangkok Don Muang (Thailand) to Wuxi (China), was in the initial climb out of Don Muang's runway 21R when the crew stopped the climb at about 10,000 feet due to dense smoke in the cabin and returned to Don Muang for a safe landing on runway 21R about 15 minutes after departure. There are no reports of injuries. The aircraft returned to service about 22 hours after landing back following a test flight. Scene on board: http://avherald.com/h?article=4c8325ec&opt=0 Back to Top Back to Top Incident: Aeroflot SU95 at Ulyanovsk on May 18th 2019, rejected takeoff due to hydraulic failure An Aeroflot Sukhoi Superjet 100-95, registration RA-89102 performing flight SU-1389 from Ulyanovsk to Moscow Sheremetyevo (Russia), was accelerating for takeoff from Ulyanovsk's runway 02 when the crew rejected takeoff at low speed (about 40 knots) due to the failure of the #1 hydraulic system. The aircraft slowed safely and returned to the apron. The occurrence aircraft returned to service after about 25 hours on the ground. http://avherald.com/h?article=4c832166&opt=0 Back to Top Incident: Pouya IL76 at Yerevan on May 16th 2019, overran displaced end of runway A Pouya Airlines Ilyushin IL-76, registration EP-PUS performing a freight flight PYA-2385 from Teheran Mehrabad (Iran) to Yerevan (Armenia) with 9 crew carrying a load of live stock (sheep), performed an ILS approach to Yerevan's runway 09, usual runway length and landing distance available 3850 meters, the runway 09 end/runway 27 threshold however had been displaced by 1450 meters leaving a landing distance of 2400 meters available. While the aircraft was still in the roll out at 08:29L (04:29Z) tower instructed the crew to stop immediately, however, the aircraft overran the displaced end of runway 09 destroying one of the temporary runway end lights. Iran's AIB released a preliminary report in Persian stating that Armenian Authorities performed medical checks of the crew and interviews with the crew and informed Iranian Authorities. Initial evidence suggests a misleading NOTAM (which was issued for runway 27 but not runway 09), however, the NOTAMs stated a landing distance of 2400 meters was available, which was sufficient for landing and takeoff with proper preparation. Approach control of Yerevan had reminded the crew that the threshold runway 27 was displaced by 1450 meters. http://avherald.com/h?article=4c830128&opt=0 Back to Top PrecisionHawk CEO appointed chairman of FAA drone advisory committee Elaine Chao, US secretary of transportation, has appointed Michael Chasen, CEO of PrecisionHawk, the lead the FAA's drone advisory committee. As chairman, he will lead the DAC in advising the FAA on key integration issues relative to unmanned aircraft systems. Chasen becomes the second chairman of the committee and he follows Intel's previous CEO, Brian Krzanich, who held the position in the prior term. Convened in 2016, the drone advisory committee comprises executives from the drone and technology industries, as well as research, academia, and traditional aviation. It aims to assist the FAA in setting the overall integration strategy and vision for UAS, identifying challenges and priorities. Commenting on the move, Chasen said: "Over the last few years, we have seen tremendous growth across the drone industry, in large part due to the forward-leaning regulatory framework that the FAA has put in place." He added: "It's an exciting time for our company and for the industry at large, and we look forward to tackling the challenges ahead with the FAA and industry through the DAC." https://www.commercialdroneprofessional.com/precisionhawk-ceo-appointed-chairman- of-faa-drone-advisory-committee%EF%BB%BF/ Back to Top Business Aircraft Operators Need To 'Demand' Biofuel On the SAJF technical panel were: Charles Etter, Marcelo Gonçalves, Tom Parsons, Brad Nolen, Keith Sawyer, Guy Sawyer and Juergen Wiese. (Photo: Matt Thurber) Capacity for aviation biofuel is now at a stage where it is down to operators to start saying they are willing to buy and use it, according to a panel of experts gathered at the Sustainable Alternative Jet Fuel (SAFJ) conference hosted by TAG Farnborough Airport on Saturday. By their very design, the "drop-in" biofuels now available from various suppliers such as Air BP, World Fuel, and Avfuel at a small but growing number of locations can use existing distribution infrastructure and have no effect on current engines. However, panelists also lamented that operators are proving reluctant to adopt biofuel blends, despite offsetting incentives offered within carbon offsetting schemes such as EU-ETS and the upcoming CORSIA international scheme. Many operators still believe, erroneously, that the fuels might not be good for their engines. "One of the biggest problems we have is convincing the industry it is a drop-in fuel and it is not going to gum up your engine," said Brad Nolen, vice president marketing and product strategy at Bombardier Aviation (Booth Z125). At present, as long as biofuels are used as less than 50 percent of the fuel used, in a blend with jet-A, the engines experience no difference from a technical standpoint. It has been shown that the "aromatic" components in jet-A are more than sufficient to allow the fuels to work with all the engine components, while not affecting the lives of seals and other parts. Although biofuel is currently around three times the price of jet- A-and falling gradually-it has been shown to actually improve engine efficiency. And SAJF currently uses up to 50 percent less energy input and overall lifecycle emissions compared to fossil fuels. Up to 82 percent is possible with some SAJF feedstocks and manufacturing processes. Tim Obitts, chief operating officer at the National Air Transport Association (NATA), noted that a similar SAFJ event in Van Nuys, California, in January was "very well covered by the media" and suggested this was a key part of getting the word out and improving understanding. Kurt Edwards, director general of the International Business Aviation Council (IBAC, Booth H55), recounted the launch of "The Business Aviation Guide to the Use of Sustainable Alternative Jet Fuel" launched at EBACE last year. He noted the large amount of detail in this guide and urged operators to read it carefully. According to Edwards, the business aviation sector committed to sustainable jet fuels and other environmental initiatives 10 years ago with the "Business Aviation Commitment to Climate Change (BACCC)" initiative. Released in November 2009, this set out three goals and four pathways to reach the aim of a 50 percent reduction in the industry's CO2 emissions by 2050 over 2005 levels. The pathways are market-based measures, such as ETS/emission trading system; technology; operations and infrastructure; and alternative fuels. He noted that SAJF can be a "key contributor, and is probably going to make the biggest impact-and it's available now." The sector always knew that to start using it sooner it would need drop-in fuel, which meant it would have to be viable for current aircraft, match the performance of jet-A, and work with the currently available infrastructure. This has been achieved using various production pathways, and now ASTM-spec jet-A-equivalent biofuel is available. Airlines have in fact used biofuel blends on some 180,000 flights since 2011 and a few airports now have the fuel available, including Los Angeles International, Bergen in Norway, Arlanda in Sweden, and Brisbane in Australia. Gulfstream has been using SAJF to power its flight test and demonstration airplanes at its Savannah, Georgia headquarters for many years, and it now offers customers SAJF at its Long Beach, California facility. On May 20, Gulfstream sold its first load of SAJF to a customer after a completion job at Long Beach. Edwards added that "there are five approved pathways already to produce this fuel," and nine airlines have signed for 1.6 billion gallons of SAJF under forward-purchase contracts. Although business aviation represents a far smaller contribution to global emissions and only 2 percent of overall aviation fuel burn, panelists were unanimous that the sector has the best chance of playing an early adopter role for two reasons: clients are less sensitive to price than airline passengers and there is often an element of corporate social responsibility where those chartering or owning aircraft have larger, top-level goals to improve environmental performance. To this end, the panel suggested more efforts to encourage companies to make this link, driving their corporate social responsibility (CSR) goals into their flight purchasing decisions and operations. Panelist Jurgen Wiese, EBAA chairman and head of BMW's flight operations department, said larger operators were "willing to take the lead," and this will "hopefully bring the price down." Charles Etter, staff scientist and technical fellow for environmental and regulatory affairs at Gulfstream Aerospace (Booth T139), said, "We need the pull from customers and FBOs saying they will have long-term agreements." Another concern among panelists was that the blending takes place too late in the supply chain to be practical as quantities and levels of use increase. Guy Sawyer, senior director aviation for World Fuel Services, said "We need the blended product earlier...for Farnborough today we have blended the product off-site and that creates delay. We blended to just under 17 percent [for several aircraft that were due later to depart for Geneva ahead of EBACE]. Although jet-A and SAJF have about the same density, we have to test it. Looking forward, the supply chain won't be economically sustainable if we don't receive the fuel into the supply chain already blended." Keith Sawyer, manager of alternative fuels at Avfuel (Booth E89), said that, although SAJF presented complex problems, there are many projects that are gaining momentum in the airline world. For example, he cited one led by Shell and British Airways, another by Virgin Atlantic, and another with Neste in Singapore planning to supply the U.S. West Coast. Avfuel supplied 8,000 gallons of SAJF, which it blended using biofuel supplied by Gevo, for business jets departing from Republic Airport near New York City on their way to the Farnborough event and the EBACE show. Meanwhile, Marcelo Gonçalves, a chemical engineer and Embraer product development engineer, said there were many projects related to SAJF feedstocks and this would lead to more pathways being approved in the future. He is a member of the ASTM Aviation Fuels Subcommittee and also Embraer's representative in partnership with Boeing at the Joint Research Center for Sustainable Aviation Biofuels in Brazil. "We can play an important role in finding new feedstocks and supporting certification," he suggested. Currently there are five primary feedstocks approved for SAJF production and another five under development. Key to sustainability, he explained, is using feedstocks that are scaleable and don't affect the production of food. One plant that looks promising is carinata, which grows well in winter rotation with soybeans. Research is also underway to use waste products from sugar cane manufacturing and operating refineries at sugar cane facilities. "By 2020, we'll have 10 processes approved, and we'll have more competitive prices," he said. Tom Parsons, biojet commercial development manager with Air BP (Booth C21), reiterated that "the next step is to send that demand signal. I'm expecting the market to double next year and maybe it will grow faster after that. The capacity is there, so let's demand the fuel!" After Saturday's technical session, several journalists departed Farnborough for Geneva on a Bombardier Global 6000 powered by a SAJF blend, with aircraft from other OEMs similarly following over the next 24 hours. The SAJF at Farnborough was produced by Gevo using the alcohol-to-jet process from nonfood corn and was shipped across the Atlantic by World Fuel Services to the UK, where it was blended at 17 percent biofuel with conventional jet-A to create 75,000 liters of SAJF and trucked to Farnborough. Some of the Europe-based aircraft flying to Geneva fueled up at Caen-Carpiquet Airport in France, and Sweden's Stockholm Arlanda also received truckloads of SAJF, produced by Neste from used cooking oil and furnished by Air BP. https://www.ainonline.com/aviation-news/business-aviation/2019-05-21/business- aircraft-operators-need-demand-biofuel Back to Top Criminalization of Aviation: 'You Have the Right to Remain Silent' In Managing the Risks of Organizational Accidents (1997), Dr. James Reason defined "just culture" as: An atmosphere of trust in which people are encouraged, even rewarded, for providing essential safety-related information-but in which they are also clear about where the line must be drawn between acceptable and unacceptable behavior. While line drawing often involves sensitive tradeoffs and judgments, recent judicial decisions by the courts in Switzerland involving air traffic controllers provoke vigorous head-scratching, not to mention strong condemnation from the international air traffic control community. Article 237 of the Swiss Penal Code (Disruption of public traffic) subjects "[a]ny person who wilfully disrupts or endangers public traffic ... and as a result knowingly causes danger to the life or limb of other people is liable to a custodial sentence not exceeding three years or to a monetary penalty." The provision also provides that "[i]f the person concerned acts through negligence, the penalty is a custodial sentence not exceeding three years or a monetary penalty." In April and December 2018, two Swiss air traffic controllers were convicted by the Federal Penal Court and the Cantonal Court of Zurich, respectively, for operational incidents that did not result in any physical damages or injuries. The latter operational incident occurred in March 2011 - over eight years ago. More recently, in March, a Swiss court found a controller guilty of violating Article 237 for an operational incident that occurred at Zurich Airport in August 2012. Again, no property damage or injuries occurred. A prosecution initiated in 2014 that did not result in a conviction involved a Swiss controller responsible for clearing two aircraft for takeoffs on intersecting runways in March 2011. The first aircraft departed normally and the second one aborted its takeoff. This incident did not result in any property damage or injuries and the controller promptly reported the incident and no disciplinary action was taken against the controller. The National Air Traffic Controllers Association (U.S.), the International Federation of Air Traffic Controllers' Association, the European Cockpit Association, the Netherlands Guild of Air Traffic Controllers, the Guild of Air Traffic Control Offers (U.K.), and skyguide (the air navigation service provider that manages Swiss airspace) have each issued statements condemning these prosecutions. Several of these statements call on Switzerland to review these prosecutions in light of ICAO General Assembly Resolutions 38-3 (Protection of certain accident and incident records) and 38-4 (Protecting information from safety data collection and processing systems in order to maintain and improve aviation safety). Despite the protests of these recent convictions, it clearly demonstrates the need for organizations to 1) be aware of local law and 2) have local counsel available when operating abroad. https://www.jdsupra.com/legalnews/criminalization-of-aviation-you-have-77362/ Back to Top China and European Union sign landmark aviation deals BEIJING/BRUSSELS (Reuters) - China and European Union regulators have signed two "landmark" aviation agreements boosting their cooperation in the sector, China's state- run CCTV and the EU said on Monday. Under the deals, civil aviation authorities will facilitate the recognition of each others' evaluations and certifications for aeronautical products. The agreements will also make it easier for EU and Chinese airlines to fly between the 28-nation European Union and China. European Commission President Jean-Claude Juncker said the agreements were a "big step" to create jobs, boost trade and accelerate economic growth. "In an increasingly unsettled world, Europe's partnership with China is more important than ever before," Juncker said in a statement. The agreements marked the first time that China and the EU have reached such a deal in the civil aviation sector, according to China's CCTV. Under the so-called bilateral civil aviation safety agreement (BASA), the EU and China have agreed to reduce duplications in certification and evaluation activities, the EU said in a statement. The BASA will also promote cooperation on civil aviation safety and environmental compatibility. The second pact on "horizontal aviation" is set to replace bilateral agreements that so far have regulated flights between the EU and China. When the agreement becomes operational, European airlines will be able to fly to China from each of the 28 member states, the EU statement said. Currently, European airlines can fly to China only from EU states which have a bilateral deal with Beijing. The agreements must now be formally adopted by the European Commission, the EU's executive arm, and the Chinese transport administration before they can be operational. https://www.reuters.com/article/us-china-eu-aviation/china-and-european-union-sign- landmark-aviation-deals-idUSKCN1SQ1GL Back to Top American Airlines blames mechanics for 2,200 flight delays, cancellations, warns of summer travel trouble American Airlines gives a peek into its new process to clean and restock its planes so you can depart on time. Sean Logan, The Republic | azcentral.com American Airlines has filed a lawsuit against its mechanics unions, saying a concerted work slowdown has caused nearly 2,200 flight cancellations and delays since February and shows no signs of abating as the summer travel season begins on Friday. The airline filed a lawsuit Monday in federal court in Texas against the Transport Workers Union of America, AFL-CIO and International Association of Machinists and Aerospace Workers (TWU). The two sides have been in contract talks since 2015 following the American-US Airways merger. American says mechanics are unlawfully engaging in a slowdown to gain leverage in negotiations. The lawsuit says they are taking an "inordinately long time to repair aircraft'' and refusing to work overtime. It says the moves have resulted in 644 unplanned canceled flights and 1,500 delays, including 270 delays of two plus hours. "The odds of this being random as opposed to concerted activity is less than one-in-one billion,'' the lawsuit says. American's allegations are strikingly similar to those leveled by Southwest Airlines against its mechanics union earlier this year during a bitter labor dispute. The airline, which said the maintenance delays and cancellations were costing the airline millions of dollars weekly, filed a lawsuit against the union in early March. The two sides reached a tentative contract later that month, and voting is still underway. American said the alleged maintenance slowdown has intensified since the last negotiation session with the unions, overseen by the National Mediation Board, ended on April 25. The lawsuit says it is now causing an average 14 cancellations per day, compared with eight a day a few weeks ago. It asked for a preliminary injunction against the union because the alleged campaign threatens to seriously disrupt the airline's summer travel operations. American said an additional 2,200 flights would be canceled or significantly delayed (2+ hours) during the peak summer travel season if the slowdown persists at current levels, which would affect more than 300,000 passengers. That compares with 914 canceled and significantly delayed flights since February. Union officials said they are preparing a response. A big sticking point in the negotiations has been the proposed outsourcing of maintenance work. When Southwest Airlines announced plans to build a new maintenance facility in Denver last week, TWU international vice president Gary Peterson chastised American on Twitter for fighting its mechanics union to offshore thousands of U.S.-based aircraft maintenance jobs to South America and Mexico. https://www.usatoday.com/story/travel/flights/2019/05/20/american-airlines-sues- mechanics-union-2200-canceled-delayed-flights-summer/3746724002/ Back to Top Boeing's new 797 could be built to fly with just one pilot on board * Boeing's next commercial jet design could come with a cockpit built for just one pilot. * The New Midsize Airplane (NMA) might be confirmed at the Paris Air Show in June. * The plane is wanted by the industry to serve smaller cities directly. Boeing's next commercial jet design could come with a cockpit built for just one pilot, according to industry analysts. Rumors have swirled for months that the U.S. plane manufacturer will announce a New Midsize Airplane (NMA), dubbed by industry insiders as the 797, at the Paris Air Show next month. Plans for a big reveal may have been put on hold by Boeing's ongoing problem with its 737 Max planes, two of which have been involved in recent fatal crashes. Over the last few weeks, analysts at Jefferies have quizzed plane-buying executives at airlines and leasing companies on what they would want from any new Boeing offering. The researchers said that given the NMA would start from a completely fresh design, airline executives see scope for just one pilot to be physically sat in the plane. A second pilot would be ground based and be able to "monitor several aircraft" at the same time. Reducing the number of pilots from an airline's payroll could save a company millions of dollars in salaries and training costs. The Jefferies note, released Sunday, claimed the technology to do this is still 10 years away but Boeing customers would find the capability "valuable." Boeing Research and Technology Vice-President Charles Toups said in February that one-pilot jets would likely begin with cargo flights and it would be a "couple of decades" before passengers would be convinced of their safety. Outside of the cockpit, airline execs want a new Boeing plane to have more flexibility in how seats could be arranged and reshuffled, with some premium carriers calling for more flexibility to install lie-flat beds. The NMA is predicted to hold between 200 and 250 passengers but fly with the range of a larger plane. A plus-size variant could accommodate as many as 290 passengers and executives told Jefferies that a widebody aircraft (one with two aisles) is a likely preference. Typically, the NMA is seen serving transatlantic routes, connecting smaller cities in the Unites States with "secondary" European cities such as Brussels or Copenhagen. Given Boeing's recent woes, Jefferies believes entry into service for the "797" could now be as far away as 2028. In February, U.K. firm Rolls-Royce pulled out of the race to provide engines for Boeing's new offering. The engine maker withdrew its tender stating it was "unable to commit to the proposed timetable." Boeing is now expected to choose between engines built by United Technologies unit Pratt & Whitney and CFM International, a General Electric joint venture with France's Safran. https://www.cnbc.com/2019/05/20/boeings-new-797-could-be-built-to-fly-with-just- one-pilot-on-board.html Back to Top Bombardier Business Aircraft chief pilot is committed on a Global scale Suzanne Salat, who works as Chief Pilot Flight Operations at Bombardier Business Aircraft, decided she wanted to become a pilot 'at the flip of a switch'. "I had an uncle that flew for Eastern Airlines and he used to commute in a Baron. He took me up and I remember sitting in the front seat looking, fascinated, at all the switches and dials. I wanted to know all about the airplane, the flying was almost secondary. I was 13 and that was it, I was going to be a pilot. There was never any doubt," she recalls for Runway Girl Network. "I graduated from Embry-Riddle in a deep downturn and it took several months to get a job, but I stuck with it - I didn't know how to do anything else. For that reason, I tell people I'm mentoring, especially females, that you have to want to do it and you have to be unwavering in that desire. It needs commitment from day one." Salat spoke to RGN just hours after the Canadian airframer's new Global 7500 business jet completed an 8,152nm trip between Singapore and Tucson, Arizona. It was, albeit briefly, the longest flight of any purpose-designed business jet ever. The Global 7500's extreme reach is partly responsible for the worldwide scattering of Salat's small team, comprising over 40 full-time and contractual pilots and flight attendants. Bombardier leased the first customer Global 7500 back as a demonstrator for a world tour and that's keeping Salat's people busy. "We're experiencing extreme demand for our airplanes to be seen and that makes crew scheduling a challenge. So, as well as 'flying' my desk, I also fly the Global 6000, supporting the crews whenever I can." Her primary mission is to demonstrate the business . "We do executive demos, actually flying our customers on trips, and pilot demos, when customers want their pilot to experience the product," she explains. "We also promote the product at airshows and send pilots to support entry into service. As the experts in the field, customers benefit greatly from having our pilots available to help them transition to the aircraft. And, on occasion, we crew customer aircraft for them." Salat's team moves constantly but, she adds: "Whenever they're in town they come into the office. I probably see everyone once a month. It's also very important that I stay flying on the line, remaining intimate with what's happening, keeping up with the crews, the SOPs, the challenges they face and how great they're doing." With Bombardier it's often about helping the customer understand an amazing product, but Salat previously flew as a corporate pilot and recalls a trip that illustrates the uniqueness of business aviation. "We moved an executive from New York to Florida for a meeting, then got them to San Francisco for another [meeting] that same day. There's no way that could be done with a commercial airline. It's wonderful to be part of something like that." Suzanne Salat, Chief Pilot Flight Operations at Bombardier Business Aircraft. Image: Bombardier Business Aircraft Though she is clearly a busy woman, Salat - who says she never thought her gender would be inhibiting in aviation - pays it forward, telling young mentees that they have to believe in themselves. "We're also fortunate to have a number of female role models and pioneers to look up to. So, although firsts are still happening - we recently had the first all-female Global crew, for example - women coming into the industry now aren't the first," she notes. "And yet, there is still a perception on the outside that girls should become flight attendants not pilots. There's an underlying thought process that we need to change. I believe showing girls the possibility and mentoring them is key, and also showing them they don't have to be airline pilots, there are lots of other options." Salat reached her position through commitment and sheer determination, qualities she believes will equip the next generation of young pilots to follow in her footsteps. https://runwaygirlnetwork.com/2019/05/20/bombardier-business-aircraft-chief-pilot-is- committed-on-a-global-scale/ Back to Top AIRBUS DELIVERS ITS 12,000TH JET TO DELTA AIR LINES Airbus has celebrated the delivery of its 12,000th aircraft in its 50-year history. The aircraft was an A220-100, assembled in Mirabel, Canada and handed over to U.S.- based Delta Air Lines. The aircraft is the 12th A220 delivered to date to Delta Air Lines since the carrier received its first A220 in October 2018. The A220 started scheduled service with Delta in February 2019. Delta is the first U.S. airline to operate the A220 and is the largest A220 customer, with a firm order for 90 aircraft. While Airbus history dates back 50 years, the company is, in fact, an amalgamation and JV of many of the greatest names in aviation from Europe and the UK that date back to the beginnings of manned flight. Airbus said that the milestone delivery of a Canadian-made Airbus aircraft to a U.S.- based airline highlights the growing presence of Airbus in North America. Since Airbus' leadership of the A220 programme became effective on July 1st 2018, the ground was broken in January this year in Mobile, Alabama for the construction of a second A220 final assembly line, set to start deliveries to U.S. customers in 2020. Airbus delivered its first aircraft, an A300B2 to Air France, back in 1974 and handed over its 6,000th in 2010. But just nine years later it has doubled that number and reached 12,000. And the order momentum continues. In April Airbus logged orders for a total of five A350 XWB and A330neo widebody jetliners in April and delivered 70 aircraft during the month from across its A220, A320, A330neo and A350 XWB single-aisle and widebody product lines. The bookings included three A350-900s for Lufthansa Technik on behalf of the German government, making the European country a new A350 XWB customer. The month's other order involved two A330-800 versions of the A330neo for Uganda Airlines, positioning Uganda's national carrier as a new Airbus customer. Deliveries in April were made to 35 customers. In the single-aisle sector, Airbus provided three A220s, and 57 A320 Family aircraft (47 in the NEO configuration, along with 10 CEO versions). For widebody jetliners, two A330neo jetliners were provided during the month, along with eight A350 XWBs (in both the A350-900 and A350-1000 configurations). Taking the latest orders, deliveries and cancellations into account, Airbus' backlog of jetliners remaining to be delivered as of 30 April stood at 7,287 aircraft. https://www.airlineratings.com/news/passenger-news/airbus-delivers-12000th-jet- delta-air-lines/ Back to Top Back to Top ICAEA Industry Survey Hello all, The ATC-PILOT Radio Communication Survey is now live: https://www.surveymonkey.com/r/ATC-PILOT_radio_communication It'd be great to get ATCOs and pilots to participate, so please help use your connections to get this to them. I plan to leave this open for as long as it takes to collect some meaningful data - hopefully enough even by the workshops in October and November to present a little. Best wishes, Michael Kay President (+66) 851098230 www.icaea.aero Back to Top The Steps to Organizational Reliability Reliable Organizational Performance Does regulatory oversight & compliance alone make an organization reliable? The answer is No. Organizations can be reliable today, and for variety of reasons, be less reliable tomorrow. While regulatory compliance programs satisfy an important function, high reliability requires sustained high performance - at the system, individual, and organizational levels. And this goes well beyond regulatory compliance. Simply put, reliability equals performance over time. There's a pattern to how bad things happen, and a science to preventing them. SG Collaborative Solutions shows you how to become sustainably reliable as an organization. The Steps to Organizational Reliability Whether your organization is an airline, manufacturer, Part 135, MRO, ATO, regulator, or other aviation company, there are five steps to organizational reliability, each one a crucial component of success. There are no shortcuts. The steps are: 1. Prepare - Schedule an introductory session and learn the Hidden Science 2. Commit - Engage leadership and train Transformation Advisors 3. Develop - Select and train a Reliability Management Team 4. Sustain - Build and refine a Reliability Management System 5. Qualify - Achieve ongoing Enterprise Leadership Qualification Click here To learn more about the steps. Once you've reviewed the information and are interested to learn more, click on the SCHEDULE AN INTRODUCTORY SESSION button under the first step to contact us for details. What Is the Sequence of Reliability™? The Sequence of Reliability is our proven approach to sustainable high performance: 1. First see and understand risk 2. Manage reliability in this order: a. System performance b. Human performance c. Organizational performance Why is this sequence important? Because successful results depend on it. There's a pattern to how bad things happen, and a science to preventing them. Our approach is guided by that science, and how it can help you get better results for your organization and in your everyday life. It's the hidden science of reliability. And it's been hiding in plain view. Why? Because it evolved in a crooked line, coming from diverse areas of expertise, segregated by specialties. The hidden science synthesizes engineering, behavioral psychology, neuroscience, ethics and the legal system. Harmonizing these specialties solves a fundamental problem: how to achieve sustainable reliability in a complex world. Engineers know system design but don't always understand human behavior because they don't think like typical humans. Psychologists and neuroscientists understand how people think and act, but don't always know how systems work because they don't think like engineers. And lawyers think differently than all of us. SG Collaborative Solutions combines all of these disciplines into a cohesive, connect-the-dots strategy for success. Contact Us to Learn More SG Collaborative Solutions, LLC Email: info@sg-collaborative.com Office Phone: 682-237-2340 Fax: 888-223-5405 Website: https://sgcpartners.com Curt Lewis