Flight Safety Information July 10, 2019 - No. 138 In This Issue Boeing's jet deliveries slide as 737 Max grounding takes a toll Incident: Logan SF34 at Kirkwall on Jul 9th 2019, engine shut down in flight Incident: Mesa CRJ7 at Portland on Jul 7th 2019, could not retract gear Incident: Delta MD88 near Raleigh/Durham on Jul 8th 2019, engine problem Accident: Martin B744 at Harare on Jul 8th 2019, dropped part of flaps Incident: Envoy E145 near Indianapolis on Jul 9th 2019, odour in cabin Incident: Lufthansa A320 near Vienna on Jul 9th 2019, electrical odour on board Incident: TAROM AT42 at Bucharest on Jul 9th 2019, burst three main tyres on landing When Automation Fails: A Worldwide Aviation Challenge...By Captain Shem Malmquist Cabin Chief Denies Korean Pilot Alcohol - Gets Demoted Aireon's Free Aircraft Emergency Location Service Goes Live FAA Orders Angle Of Attack Sensor Upgrades To Older Boeing Aircraft HAI launches aviation job page with help from JSfirm.com BACA Becomes The Air Charter Association IATA Says Zimbabwe Owes Airlines $196 Million in Trapped Funds Qatar Agrees to Buy U.S. Aircraft, Engines, Defense Equipment Airbus on course to overtake Boeing as biggest planemaker Jet takes off from Florida to attempt global flight records GRADUATE RESEARCH SURVEY(1) GRADUATE RESEARCH SURVEY(2) Upcoming USC Aviation Safety & Security Program Courses Aircraft Cabin Air Conference Position Available: Adviser - Investigations Manager Position Available: Airline Manager, Regulatory Compliance Position Available: Group Safety Manager - Operational Safety (Flight Data Development) Position Available: Group Safety Manager - Operational Safety (Flight Operations) Join us in Washington, D.C., on July 15-18 for ALPA's annual...Air Safety Forum Boeing's jet deliveries slide as 737 Max grounding takes a toll Boeing 737 Max airplanes are stored near Boeing Field in Seattle. The planes have been grounded since March. (Stephen Brashear / Getty Images) Boeing Co.'s second-quarter jet deliveries slid 54% from a year earlier to 90 aircraft, reflecting the toll from a global grounding of its bestselling 737 Max after two fatal crashes. At the same time, deliveries for Airbus SE surged, giving the archrival a strong chance to wrestle back the crown of world's biggest planemaker in 2019. Boeing hasn't delivered any Max aircraft, the company's largest source of profit, since regulators banned commercial flights on March 13, days after an Ethiopian Airlines jet plunged into a field shortly after takeoff. Boeing did deliver 24 of an earlier 737 model during the quarter, along with 42 of its 787 Dreamliner. Boeing's commercial aircraft sales have also slowed after the tragedies and amid heightened U.S.-China trade tensions and economic uncertainty. The Chicago-based manufacturer is down 119 for the year with the 737 shedding 180 orders because of cancellations, conversions and an accounting rule. The results trailed Airbus, which signed contracts for 145 planes in June. That put Airbus' first-half total into positive territory at 88, as cancellations had previously outweighed new sales. The tallies are closely watched by investors and analysts trying to assess the financial fallout of the Max crisis for Boeing ahead of its July 24 earnings release. While customer payments have slowed, Boeing is still building 737s at a 42-jet monthly clip and stockpiling completed airplanes around the Seattle area and as far afield as San Antonio. The growing inventory costs of the undelivered planes are draining about $3 billion a quarter from Boeing, estimated Cai von Rumohr, an analyst with Cowen & Co., in a July 8 report. Cash generated from 787 Dreamliner deliveries, defense and services sales should soften some of the blow, he said. The company's backlog of unfilled 737 orders, after an accounting adjustment, fell by 10 aircraft to 4,415 from May's results, according to Boeing's website. Boeing shares rose 0.6% to $353.09 on Tuesday. Boeing is up 8% so far this year, compared with 46% for Airbus. Toulouse, France-based Airbus booked a slew of jetliner deals from last month's Paris Air Show, dragging the company out of one of the thinnest sales periods in its recent history. Airbus' Paris total was boosted by the launch of an extra-long-range variant of its A321 narrow-body jet, which accumulated 44 firm orders, excluding conversions from other models. Airbus' June bookings included 30 A320neo-family jets from an order made by Saudi Arabian Airlines. The planes are destined for its discount subsidiary, Flyadeal, which walked away from a tentative commitment to take as many as 50 of Boeing's Max jets. If Airbus overtakes Boeing, it would be the first time in seven years. Boeing held on to the title by just six jets in 2018 after both companies kept their factories running through the year-end holidays. https://www.latimes.com/business/la-fi-boeing-deliveries-737-max-20190709-story.html Back to Top Incident: Logan SF34 at Kirkwall on Jul 9th 2019, engine shut down in flight A Loganair Saab 340B, registration G-LGNA performing flight LM-31 from Kirkwall,SC to Aberdeen,SC (UK) with 27 passengers and 3 crew, was climbing out of Kirkwall when the crew stopped the climb at 3000 feet due to an engine (CT7) failure. The crew shut the engine down and returned to Kirkwall for a safe landing about 30 minutes after departure. http://avherald.com/h?article=4ca300ad&opt=0 Back to Top Incident: Mesa CRJ7 at Portland on Jul 7th 2019, could not retract gear A Mesa Airlines Canadair CRJ-700 on behalf of United, registration N510MJ performing flight UA-6247 from Portland,ME to Washington Dulles,DC (USA), was climbing out of Portland's runway 11 when the crew could not retract the landing gear and stopped the climb at 3000 feet. The aircraft positioned for a landing on runway 11, however, followed a tower instruction to go around when tower could not determine whether the nose gear was down or not. The aircraft positioned for another approach to runway 11 and landed safely about 30 minutes after departure. The aircraft remained on the ground for about 5 hours, then ferried to Washington with gear down as flight UA-3249, remained on the ground in Washington for about 19 hours before returning to service. https://flightaware.com/live/flight/UAL6247/history/20190707/0940Z/KPWM/KIAD http://avherald.com/h?article=4ca2ff33&opt=0 Back to Top Incident: Delta MD88 near Raleigh/Durham on Jul 8th 2019, engine problem A Delta Airlines McDonnell Douglas MD-88, registration N906DL performing flight DL-1425 from Atlanta,GA to Baltimore,MD (USA) with 154 people on board, was enroute at FL330 about 30nm northwest of Raleigh/Durham,NC (USA) when the crew decided to divert to Raleigh/Durham due to a problem with one of the engines (JT8D). The aircraft landed safely on runway 23R about 30 minutes later. The airline reported the crew received indication of a possible engine issue and diverted to Raleigh/Durham. A passenger video shows the spinner of the left hand engine broken off and dangling off. https://flightaware.com/live/flight/DAL1425/history/20190708/1614Z/KATL/KBWI http://avherald.com/h?article=4ca251ec&opt=0 Back to Top Accident: Martin B744 at Harare on Jul 8th 2019, dropped part of flaps A Martinair Boeing 747-400, registration PH-CKA performing freight flight MP-8372 from Johannesburg (South Africa) to Harare (Zimbabwe), was on approach to Harare's runway 05, when a part of the flaps dropped from the aircraft and fell into the neighbourhood of Chitungwiza, about 3nm south of the aerodrome. The aircraft continued for a safe landing on runway 05. The occurrence aircraft is still on the ground in Harare about 33 hours after landing. The airline reported the aircraft lost part of a flap. The loose part was found just outside of Harare and has not caused any damage. An investigation has been opened. Zimbabwe's Civil Aviation Authority reported the aircraft dropped a flap in Chitungwiza but landed safely at Harare Airport. Residents of Chitungwiza found the part and handed it over to investigators. The dropped part of the flap: http://avherald.com/h?article=4ca2fb36&opt=0 Back to Top Incident: Envoy E145 near Indianapolis on Jul 9th 2019, odour in cabin An Envoy Embraer ERJ-145, registration N678AE performing flight MQ-4234/AA-4234 from Chicago O'Hare,IL to Nashville,TN (USA) with 41 passengers and 3 crew, was enroute at FL250 when the crew decided to divert to Indianapolis,IN (USA) due to a faint odour in the cabin. The aircraft landed safely on Indianapolis' runway 23R about 17 minutes later. A replacement ERJ-145 registration N688AE reached Nashville with a delay of 3.5 hours. The airline reported the aircraft diverted due to a faint odour in the cabin. The occurrence aircraft is still on the ground in Indianapolis about 8 hours after landing. https://flightaware.com/live/flight/ENY4234/history/20190709/1216Z/KORD/KBNA http://avherald.com/h?article=4ca2f76a&opt=0 Back to Top Incident: Lufthansa A320 near Vienna on Jul 9th 2019, electrical odour on board A Lufthansa Airbus A320-200, registration D-AIZO performing flight LH-1419 from Bucharest Otopeni (Romania) to Frankfurt/Main (Germany) with 134 passengers, was enroute at FL380 about 90nm east of Vienna in Slovakian Airspace, when the crew declared emergency reporting an electrical odour on board. The aircraft diverted to Vienna for a safe landing on runway 29 about 20 minutes later and taxied to the apron. The airline told Austrianwings the aircraft diverted to Vienna due to an electrical odour on board, the crew declared emergency to receive priority. Maintenance is currently working to determine the source and cause of the odour. The passengers were rebooked onto other flights. The occurrence aircraft is still on the ground in Vienna about 7 hours after landing. http://avherald.com/h?article=4ca2edc0&opt=0 Back to Top Back to Top Incident: TAROM AT42 at Bucharest on Jul 9th 2019, burst three main tyres on landing A TAROM Avions de Transport Regional ATR-42-500, registration YR-ATF performing flight RO-638 from Satu Mare to Bucharest Otopeni (Romania) with 22 passengers and 4 crew, landed on Otopeni's runway 08L but burst three main tyres. The aircraft came to a stop on the runway and was disabled. The damaged tyres (Photo: Boardingpass): http://avherald.com/h?article=4ca2efa0&opt=0 Back to Top When Automation Fails: A Worldwide Aviation Challenge By Captain Shem Malmquist On May 5, 2019, an Aeroflot Sukhoi SuperJet 100-95 crashed while attempting to land at the Moscow Shremetyveo airport. Forty-one of the 76 people aboard were killed in the accident. On departure the flight encountered an area of convective weather. It has been reported that the aircraft encountered "static discharge" while climbing through 2100 meters (6,900 feet). A static discharge is not uncommon. Aircraft build up an electrical charge in the vicinity of convective weather. They are equipped with "static wicks" to safely discharge this charge. When the build up is strong enough a large discharge, resembling a bolt of lightning, can come off the aircraft structure. Usually this creates little more than a loud bang and, perhaps, a small burn spot on the airplane. It can be scary, but not a problem. However, more rarely, it can lead to the electrical problems that took place on this flight. The Russian built Superjet is equipped with fly-by-wire flight controls filtering the pilot commands through a computer. All airplanes are designed to be relatively stable. Without any controls the airplane is designed to maintain its path, not suddenly pitch up or down, nor should it particularly roll left or right. Like a model airplane it just continues along if not disturbed. The pilot uses controls to make changes, but because of the inherent stability of the airplane the workload is not too high since only small corrections are needed most of the time. Many newer airplanes have fly-by-wire flight controls. Here the pilot controls are sent to a computer which commands the hydraulic or electric actuators to move the control surfaces. Thanks to these computers we can now add features not previously possible. We can make the aircraft design more efficient. Design stability can be reduced because the computers are able to compensate. This is helpful because some features that increase stability also reduce fuel efficiency. We can also ensure that the airplane always handles the same way. A Boeing 777, for example, is very easy to fly as the airplane responds identically to the same pilot control input. No longer does the pilot have to adjust their forces as conditions change. It is all very easy - as long as it is all working. In the event that the system does not have the information it needs to control the airplane, all fly-by-wire systems "degrade." The most basic level is "direct law," where the airplane controls act much like a non-fly-by-wire airplane. It is quite different, and in some cases, dramatically different, a step back in time to the dawn of commercial jet aviation. For the Superjet pilots this apparently became a factor. The electrical problems led to a loss of many aircraft functions. The pilots lost their primary radios and the fly-by-wire flight controls degraded to "direct mode." While this is a flyable mode, the airplane handles quite differently. Airlines generally provide little to no training on this. The training generally consists of the pilots managing it temporarily, then restoring electrical power and full flight control capability prior to landing. However, in this case the flight controls remained in this degraded mode, and the captain of the flight had to do something that is extremely rare outside of the world of test pilots. He had to land the airplane in direct mode. I am not aware of any other case of this happening previously in the history of commercial aviation. The pilot would likely not have been trained for this event and would now be managing a situation entirely outside of what was envisioned by the designers or the airline training department. Predictably, the pilots are once again the focus of this accident. Critics argue that they should held off landing until after dumping their fuel. Here are questions that should be answered prior to blaming the pilots: 1. Did the aircraft design consider the scenario encountered? If not, why not? 2. Did the airline provide training for direct modes to include landing in potentially gusty wind conditions? 3. What other flight instruments and failures were there that were not listed in the preliminary report? 4. How does the aircraft handle in direct mode? How different is it, particularly in landing? 5. Was the crew maintaining visual conditions and were they concerned that they might not be able to stay visual in the event of a go-around? 6. Was a fuel dump possible in this model airplane? If so, what is possible after the electrical problems? 7. After entering the landing environment to what extent would the visual sight picture from the flight deck differ from the actual aircraft height? In many large aircraft it is possible that the path the cockpit is taking through the air is different than the landing gear due to the fact that the airplane pitch is changing. This can make it exceptionally difficult for the pilots to judge the aircraft height when faced with challenging conditions. It is all too easy to blame the pilots. However, to prevent a future accident we must look more deeply. Captain Shem Malmquist, a veteran aviation accident investigator, and 777 Captain is the co-author of Angle of Attack (Curt Lewis Books/Lexographic Press) https://www.amazon.com/dp/B07SVNPJ5T The French edition of Angle d'attaque: Causes et consιquences du crash Air France 447 is available from Ιditions Ariane https://amzn.to/2ZK7pXG Back to Top Cabin Chief Denies Korean Pilot Alcohol - Gets Demoted In an interesting turn of events, a cabin chief at Korean Air denied a captain access to alcohol during the flight. However, after reporting the incident, the cabin chief received a punishment in the form of a demotion. Here is the story. Update on July 10, 2019: Korean Air provided the following statement to Simple Flying: "Regarding the case, we have found out that there was a miscommunication between the captain and the cabin crew. Ministry of Land, Infrastructure and Transport of Korea is currently under investigation on this, and we are fully cooperating with them. " A Korean Air cabin chief was demoted after preventing a captain from accessing alcohol during flight. Photo: Boeing The events Multiple events transpired before Korean Air disciplined the cabin chief. This story, as reported by One Mile At A Time, is shocking since there seems to be a legitimate concern of passenger safety. The events started while on the ground. Pre-departure Many airlines serve pre-departure beverages in premium cabins. These are usually options such as juice, water, and champagne. The captain reportedly attempted to take a glass of champagne. His efforts were impeded by a member of the cabin crew. After this denial, the captain reportedly asked for alcohol to be served in a paper cup rather than proper glassware. Ultimately, glassware isn't the issue. Alcohol and crew duties tend not to mix well. In-flight During the long-haul trek from Seoul to Amsterdam, the captain decided to try again for a glass of wine. Again, a cabin crew member refused this request. However, in this case, the crewmember reported the case to the cabin chief. Korean Air A Korean Air cabin crew member alerted the cabin chief as to the captain's request. Photo: Boeing The cabin chief then had a word with all the crew onboard the aircraft. This move is not entirely unwise, since the captain could make the request again which could be obliged by a different crew member. Most importantly, the cabin chief asked for secrecy as the captain likely would not appreciate this plan. Unfortunately, this ended up being the case. Altercation The co-pilot told the captain about the cabin chief's actions. This led to some anger flaring as the pilots and the cabin chief got into a bit of an argument, since each side had a different story. Fortunately, the aircraft landed safely in Amsterdam with all members of crew and staff unharmed. After landing The cabin chief filed a complaint about the captain's actions. Except, this action was taken using Korean's anonymous online message board. Korean Air then investigated and called in both parties for a resolution. The outcome The captain received a verbal warning. Meanwhile, the cabin chief ended up with a demotion due to disrupting the onboard experience with such a scuffle. There most definitely may have been an issue tied to Korean cultural norms. Typically, yielding to higher authority figures is encouraged. In this case, the cabin chief did not comply with the request. For reference, here is a post on Korean Air's Instagram account detailing table etiquette: In other East Asian countries, like Japan, the issue of pilots and alcohol is taken very seriously. Recently, the Japan Airlines President took a pay cut due to an incident involving a drunk pilot. Overall There very well could be grounds for the cabin chief's demotion. The entire story is still not out in the open since details regarding the inflight altercation are a bit scarce. However, there also seems to be a slight misalignment of punishment. A captain who asks for alcohol multiple times inflight only receives a verbal warning. Meanwhile, a crewmember who denied the captain's request receives a demotion. https://simpleflying.com/korean-air-captain-drinking/ Back to Top Aireon's Free Aircraft Emergency Location Service Goes Live Aireon's space-based ADS-B air traffic management surveillance service went into effect in April in the Gander and Shanwick FIRs, which together control more than 90 percent of all North Atlantic transatlantic traffic. Aireon has announced that its Alert free service for locating aircraft in potential emergency situations anywhere on Earth is now available so that registered users can query the last-known position and flight track of any ADS-B Out-equipped aircraft potentially in distress. The Aireon Alert service is operated by the Irish Aviation Authority (IAA), one of Aireon's founding shareholders. Alert-aircraft location and emergency response tracking -is handled by the IAA's North Atlantic Communications Centre in Ballygireen in rural County Clare. The center handles ATC radio and HF aircraft communications for more than 90 percent of all transatlantic traffic. At a press conference held at the Ballygireen center Tuesday, IAA CEO Peter Kearney said Alert is "a totally revolutionary service...not offered by anyone, anywhere else." Like the first transatlantic flight-performed by John Alcock and Arthur Whitten Brown in a modified Vickers Vimy bomber, which flew nearly 1,900 miles nonstop from St. John's in Newfoundland to Clifden in County Galway 100 years ago last month-"I believe that in years to come the Aireon service and Aireon Alert will be seen as another key milestone in aviation." Aireon generates revenue by providing air navigation service providers (ANSPs) with air traffic management (ATM) surveillance-grade data feeds of aircraft position information obtained twice a second from ADS-B Out-equipped aircraft by Aireon's space-based ADS-B transceivers. Its feeds went into operation on April 2 with Nav Canada and UK ANSP NATS for their respective Gander and Shanwick FIRs, thus making live ATM surveillance of all North Atlantic airspace possible for the first time. Now, Alert is the "first free, real-time, global aircraft location service," noted Sean Patrick, the IAA's general manager oceanic services. Alert will provide position information for any aircraft that has been transmitting ADS-B signals by means of a 1090 MHz ADS-B Out system but which is believed to have entered an "alerting phase." A user would invoke an alert "where concern exists in relation to the context of the flight" because the behavior of the aircraft indicates it may be in distress or communication and/or contact with it has been lost, said Patrick. The service is available to any registered user who calls the Aireon Alert phone number and provides the operator with the aircraft's unique ICAO 24-bit hex address or its ICAO flight identifier. Upon receiving that information, the Alert operator will immediately provide the user-who must belong to a suitable aviation stakeholder-with the aircraft's last-known four-dimensional position in latitude, longitude, altitude, and time. Two minutes later, the operator will send the user an e-mail with Google Earth map files and data files showing the aircraft's four-dimensional track for the 15 minutes prior to its last reported position. Stakeholders allowed to register for the free Alert service need not be customers of either the IAA or Aireon. In fact, said Don Thoma, Aireon's CEO, Aireon encourages non-customers to register for Alert, because they are most likely to need it most. Registered users must have suitable roles in aviation stakeholders such as airlines or other aircraft fleet operators, ANSPs, regulators, other government agencies, and search and rescue (SAR) organizations. While Patrick conceded Aireon Alert is mainly directed at the commercial-aviation sector, he said, "the business aviation community is more than welcome to use the service" by having suitable individuals complete the registration process. "What we don't want is [to promote] a GA-type service," because of the huge number of registrants and queries that would generate, he said. "But if there is an issue with a GA-type aircraft [a light aircraft], it can be escalated through normal [emergency-reporting] channels," which already may be Aireon Alert registrants. The service can then promptly provide last-known location and track information for the aircraft. The aircraft must be 1090 MHz ADS-B Out equipped, however; Aireon's space-based ADS-B transceivers don't receive the 978 MHz signal used in many U.S. aircraft ADS-B Out systems. Pre-registration for Alert began in August 2018 and today the service has 193 registered users, representing 155 organizations in 60 countries. Of the users, 93 work for airlines, 50 for ANSPs, 21 for SAR organizations, 16 for regulators, and 13 for other organizations. "In a year or two, we hope we can have a 100 or 200 percent increase in the number of registrations," said Patrick. https://www.ainonline.com/aviation-news/air-transport/2019-07-09/aireons-free-aircraft-emergency-location-service-goes-live Back to Top FAA Orders Angle Of Attack Sensor Upgrades To Older Boeing Aircraft Nuisance stall warnings on certain older Boeing aircraft have prompted the FAA to issue a Notice of Proposed Rulemaking in regards to servicing the planes. The angle of attack (AOA) sensor vanes were found to be suffering from a buildup of ice, causing the stick shaker to activate. If the rule is accepted, it will become an Airworthiness Directive, mandating all operators of these aircraft to undertake remedial action. Delta Boeing 757 Delta's 757s will require inspection. Photo: Wikimedia Commons The NPRM In the Notice of Proposed Rulemaking (NPRM) the FAA explains why the Airworthiness Directive (AD) is being issued. They say that, This proposed AD was prompted by reports of nuisance stick shaker activation while the airplane accelerated to cruise speed at the top of climb. This proposed AD was also prompted by an investigation of those reports that revealed that the angle of attack (AOA) (also known as angle of airflow) sensor vanes could not prevent the build-up of ice, causing the AOA sensor vanes to become immobilized, which resulted in nuisance stick shaker activation. This proposed AD would require a general visual inspection of the AOA sensors for a part number, and replacement of affected AOA sensors. We are proposing this AD to address the unsafe condition on these products. The AD will apply to certain Boeing aircraft, including the 727, 757, 767-300, -300F and 400ER series. The 727, although still in use by some freighter companies and military operations, has been retired from commercial service worldwide. The 757 is still in operation by a number of US carriers, as is the 767. We're guessing Drake will need to have his private jet inspected too, although being registered in Canada, maybe not? What happens next? If the ruling is finalized, it would require all operators of US registered aircraft of these types to be inspected. ATWOnline estimate that there are around 1,300 aircraft which could require inspection. The AOA vane would need to be located and checked for a specific part number, and if identified as a potentially problematic part, would require the operator to swap them out for other components. In the NPRM, the FAA estimate that swapping the vanes would take around three hours per aircraft. That's not including the time it takes to inspect and identify the part. If all the aircraft affected by this AD require the part to be replaced, that would total around 4,000 hours of maintenance across the fleets. Boeing previously issued service bulletins This issue was identified some time ago by Boeing, who issued service bulletins in relation to the problem. The alert service bulletins for each model were issued within the last six months. Clearly, the servicing has not been carried out by all operators, which is why the FAA has now sought to mandate the part replacement, so that operators have no choice to comply. The FAA's set compliance time for this AD is 36 months, considerably shorter than Boeing's original compliance timelines. In the service bulletins, compliance for the 757 was set at 9,960 hours, for the 767 it was 3,470 hours, and for the 727, 2,750 hours. The FAA told ATW, "We have determined that this compliance time will not ensure that the identified unsafe condition is addressed in a timely manner. In developing an appropriate compliance time for this AD, we considered the degree of urgency associated with addressing the subject unsafe condition, the average utilization of the affected fleet, and the time necessary to perform the modifications." Boeing's take Boeing have been in hot water lately with a slew of bad press regarding the 737 MAX and questions over the manufacturing of their highly regarded 787 Dreamliner. However, in this situation it appears that the FAA are simply helping the US manufacturer to encourage action by operators of the aircraft. In a message to Simple Flying, Boeing said, "In the past year Boeing recommended inspections and replacement of certain Angle of Attack (AoA) sensors on Boeing 727, 757 and 767 model airplanes following reports from operators of nuisance stick shaker activation while the airplane is accelerating to cruise speed at the top of a climb. "A review indicated that the AOA sensor vanes were frozen and had become immobilized because the heaters in the AOA sensor were not sufficient to prevent ice build-up in the faceplate and vane. This can be caused during heavy moisture conditions leading to water entering the AOA vane pivot and freezing during takeoff. "The FAA has published an airworthiness directive (AD) mandating these actions to operators. Boeing's recommendations are not binding on operators. Only a regulatory agency has the authority to require them. "Boeing works closely with the FAA to monitor the fleet for potential safety issues and take appropriate actions. This is an ongoing and continuous process. "Airworthiness directives are part of the long-standing rulemaking process by which airplane manufacturers, operators and regulators work together to ensure that the safety of the world's commercial jetliners continues at the highest levels." https://simpleflying.com/faa-boeing-aoa-sensor/ Back to Top HAI launches aviation job page with help from JSfirm.com Helicopter Association International (HAI) has announced the launch of its newest Partner Service membership benefit with JSfirm.com: a searchable, interactive database of thousands of aviation job postings from companies around the world. This partnership stems from both organizations' shared goal of solving the shortage of qualified aviation professionals and offers HAI members a new, dynamic tool to promote their employment opportunities. "We've talked about the helicopter pilot and maintenance technician shortage quite a lot," said HAI president and CEO Matt Zuccaro. "This partnership is a valuable workforce development tool that will assist our members in matching qualified candidates for their open positions. An HAI Member icon identifies jobs posted by our members, giving job-seekers the knowledge that the position is with a company that is committed to the highest standards of our industry. In addition, a helicopter icon marks those positions that are helicopter-specific." "Our new partnership with HAI will provide HAI members with added value. Through HAI's network, we will enhance our ability to make jobs readily accessible to current and future helicopter professionals," said JSfirm.com manager of marketing and partnerships Abbey Hutter. This partnership allows companies that advertise open positions on JSfirm.com to have their jobs seen by potentially thousands more qualified candidates than if the job were only posted on a traditional job board. JSfirm.com partnerships are giving aviation companies and aviation professionals more ways to connect, at a time when such connections are vital to the sustainment of the industry. As part of the partnership, HAI members who are new to JSfirm.com will receive a 90-day job ad to try the system (offer expires Aug. 9, 2019). Existing clients will receive a 20 percent discount on new JSfirm.com advertising/resume packages. In addition, the HAI job page (www.rotor.org/resources/aviation-jobs) will highlight all jobs posted by HAI members. https://www.verticalmag.com/press-releases/hai-launches-aviation-job-page-with-help-from-jsfirm-com/ Back to Top BACA Becomes The Air Charter Association BACA-The Air Charter Association is celebrating its 70th anniversary with a rebranding to The Air Charter Association, a move the organization says will give it a clearer identity. The organization was founded in 1949 as the Baltic Air Charter Association at London's Baltic Exchange. Over the years, the association has focused on representing the air charter industry before regulatory authorities and governments worldwide. The brand change is the second for the organization that is fully eliminating the "Baltic" reference for the first time. "With only two brand refreshes in those 70 years, the council has taken the opportunity to mark the 70th anniversary with a clear statement to the world of our purpose with the brand and identity change to 'The Air Charter Association,'" the organization said. However, the association added it remains closely aligned with its original motto taken from the Baltic Exchange: "Our World, Our Bond." "This rebrand really cements in everyone's minds what The Air Charter Association is here for and who we represent," CEO Dave Edwards said. "We're a global trade body with over 250 members around the globe, ranging from business jet operators to airports, charter brokers to cargo airlines and from supporting industries such as fuel providers to insurance brokers, banks, and the majority of the leading aviation law firms. It's been a great 70 years as BACA, but the time is right to drive the organization to its full potential now." Chairman Nick Weston unveiled the new identity during the association's 70th-anniversary event held July 4 at the Institute of Directors in London's Pall Mall. The association has a number of events planned over the next year, including its Air Charter Expo event at London Biggin Hill Airport on September 17, the Excellence Awards Lunch on October 16, the Spring Lunch in 2020, and the evening Networking Event during EBACE in May 2020 in Geneva. https://www.ainonline.com/aviation-news/business-aviation/2019-07-09/baca-becomes-air-charter-association Back to Top IATA Says Zimbabwe Owes Airlines $196 Million in Trapped Funds Zimbabwe owes airlines about $196 million that's stuck in the country due to a shortage of hard currency, according to the International Air Transport Association. The last payment received by the industry body was in January, regional vice president for IATA in Africa, Muhammad Ali Albakri, said in an interview on Tuesday. The group held a meeting with Zimbabwe President Emmerson Mnangagwa and will now finalize the payment plan, he added. The country is struggling with shortages of foreign exchange including the U.S. dollar, which is needed to transfer the proceeds of local ticket sales to airlines. https://www.bloomberg.com/news/articles/2019-07-09/iata-says-zimbabwe-owes-airlines-196-million-in-trapped-funds Back to Top Qatar Agrees to Buy U.S. Aircraft, Engines, Defense Equipment Employees work on the final assembly line of a 777 airplane at the Boeing factory in Everett, Washington. Qatar has made agreements with U.S. companies to spend billions on airplanes and jet engines and to develop a petrochemical complex, the White House said on Tuesday. At least some of the deals were previously made but were publicly touted by the Trump administration Tuesday. Among them: Qatar Airways purchasing Boeing Co. 777 freighters and large-cabin aircraft from Gulfstream Aerospace, the private jet unit of General Dynamics Corp. "They're investing very heavily in our country," Trump told reporters at the White House. "They're creating a lot of jobs. They're buying tremendous amounts of military equipment including planes. Qatar's defense ministry committed to acquire Raytheon Co.'s NASM and Patriot Systems, according to the White House. In addition, a joint venture of Chevron Corp. and Phillips 66 entered into an agreement with Qatar Petroleum for the development, construction and operation of a petrochemicals complex in Qatar. The agreements, whose total cost wasn't disclosed by the White House, were announced during a visit to the White House by the emir of Qatar, Sheikh Tamim Bin Hamad Al Thani. The deals come amid a two-year economic boycott of Qatar led by U.S. ally Saudi Arabia and supported by nations including Egypt and the United Arab Emirates. Trump initially appeared to support the Saudi move -- echoing its assertions that Qatar supported terrorists -- even though it put the U.S. in an awkward position because it has a major military base in Qatar. But Qatar has looked to improve relations in the U.S., with the emir saying the country was committed to doubling the economic partnership between the two countries. Mansoor bin Ebrahim Al Mahmoud, who leads the Qatar Investment Authority, said earlier this year that the country's sovereign wealth fund will look to increase its U.S. investment portfolio from around $30 billion to about $45 billion over the next two years. The country has also made significant gestures toward increasing its spending on U.S. defense contractors, with the U.S. approving a large weapons systems purchase ahead of Sheikh Tamim's last visit to the country. In 2017, the country signed a deal to spend $12 billion for the purchase of 36 F-15QA fighter jets. And the U.S. has announced plans to expand and renovate the al-Udeid Air Base near Doha, which houses the forward headquarters of the U.S. military's Central Command and some 10,000 American troops. During a dinner with the leaders on Monday, Trump thanked Sheikh Tamim for Qatar's $1.8 billion investment in the project which will be used to construct housing and entertainment facilities. Several companies have released specifics of some of the agreements that were formalized on Tuesday. Gulfstream said its deal is for $1 billion in corporate jets that General Dynamics announced in January without giving the customer's name. Boeing said last month it made a deal to sell five 777 freighters at a list price of $1.8 billion. Qatar Airways plans to use General Electric Co. jet engines for Boeing 787 and 777 aircraft, according to the White House. https://www.bloomberg.com/news/articles/2019-07-09/qatar-signs-deals-for-u-s-aircraft-engines-defense-equipment Back to Top Airbus on course to overtake Boeing as biggest planemaker European firm has edge after US rival reports slump in deliveries after two fatal crashes An Airbus A330neo Airbus is on track to deliver a record number of planes this year, overtaking Boeing for the first time in seven years. Photograph: Rιgis Duvignau/Reuters Airbus is on track to overtake Boeing as the world's biggest planemaker as the US company reported a slump in deliveries of new commercial jet airliner deliveries after two fatal crashes involving the 737 Max. Boeing, which has led its European rival since 2012, is struggling after safety regulators worldwide grounded its best-selling 737 Max following the Ethiopian Airlines and Lion Air disasters that killed 346 people. Boeing reported 239 commercial plane deliveries in the first half of the year, a 37% fall from 378 in the same period last year, highlighting the extent to which the crashes have damaged its reputation in the market. Rival Airbus has reported 389 deliveries in the first half, up 28% on the same period last year, and is on track to deliver a record number of planes this year, overtaking Boeing for the first time in seven years. Before the crash, Boeing was delivering planes at a rate of 50 a month in the first quarter. Output has since slumped to only 30 a month in the second quarter. Boeing halted deliveries of the top-selling plane since it was grounded in mid-March. There are more than 150 undelivered Max planes parked at sites around the US as well as 380 owned by airlines that remain grounded. June was the third month running that Boeing booked no new orders of its Max aircraft. Air regulators are not expected to clear the model to fly again before the end of September as the company continues to work on fixing the aircraft's flight-control systems. Airbus has been ramping up the pressure on Boeing by pushing its best-selling A320neo, a direct rival to the Max, and publicly announcing an increase in production. This week Boeing lost a provisional deal for 50 737 Max planes from flyadeal, the budget arm of Saudi Arabian Airlines, which instead ordered the Airbus rival. The deal, with a value of more than $5.5bn (£4.4bn), is one of the first direct signs that the Max crashes have resulted in business shifting to Boeing's rival. However, last month at the Paris air show Boeing was given a shot in the arm when International Airlines Group, the parent of British Airways, signed a "letter of intent" to buy 200 Boeing 737 Max aircraft in the first new sales deal for the passenger jet since it was grounded. The IAG order is yet to be officially booked by Boeing. https://www.theguardian.com/business/2019/jul/10/airbus-on-course-to-overtake-boeing-as-biggest-planemaker Back to Top Jet takes off from Florida to attempt global flight records ORLANDO, Fla., July 9 (UPI) -- A jet took off from Florida's Kennedy Space Center on Tuesday morning in an attempt to break world records for flying around the Earth over the North and South poles. Retired astronaut Terry Virts and a team of pilots from British company Action Aviation will fly an executive jet for about 48 hours with the briefest of stops to refuel in Kazakhstan, Mauritius and Chile. A live stream video that was expected to show jet's interior was working sporadically in the first hour of the flight. "Just crossed into Canada - 2 minutes ahead of schedule," Virts tweeted about 11:38 a.m., more than two hours into the flight. The mission's progress can be tracked via radar signal at FlightRadar24.com. The Gulfstream G650ER is owned by a subsidiary of Qatar Airways. The pilots will attempt to shave hours off a record that's gone unchallenged since 2008, according to a news release from Action. Two world records are at stake -- one for average speed set in 2008, and one for total minimum time set in 1977 by a Pan American 747. The mission, titled One More Orbit, paid tribute to the achievements of the Apollo moon missions with a takeoff time of 9:32 a.m. -- the same time as the original Apollo 11 liftoff on July 16, 1969. Virts is a former commander of the International Space Station and a space shuttle pilot for the 2015 flight of Endeavour, STS-130. The flight is also designed to be "carbon neutral" by using carbon sequestration offsets. The flight is estimated at 25,000-miles. Qatar Executive and Gulfstream claim the jet can fly at a faster speed for longer distances than any other jet, with a range of 8,630 miles. https://www.upi.com/Top_News/US/2019/07/09/Jet-takes-off-from-Florida-to-attempt-global-flight-records/8811562672987/ Back to Top GRADUATE RESEARCH SURVEY(1) I am a retired pilot and I am finishing my PhD in business. My dissertation is on the different leadership styles pilots have and how they influence safety. I do feel there is a massive lack of research in aviation on how important the different leadership styles are and their influence on safety. Although multiple industries are studying the outcomes of different leadership styles in different aspects of business, aviation is not. Therefore, I feel my research will truly help the industry. Any assistance here would be a huge contribution to aviation. Below is the link to my research survey for your review: https://ncu.co1.qualtrics.com/jfe/form/SV_9BomOpXQJw5tKL3 Regards, Carlos Guillem 469-688-3174 CarlosGuillem@yahoo.com C.Guillem6197@0365.ncu.edu Back to Top GRADUATE RESEARCH SURVEY(2) Dear Pilots, My name is Lakshmi Vempati. I am a doctoral candidate in the Embry-Riddle Aeronautical University PhD in Aviation program, and I am working on my dissertation under the guidance of Dr. Scott Winter. We are interested in understanding pilot perspectives for operating in unmanned aircraft system (UAS) integrated airspace and airports. You can help this research by participating in this electronic questionnaire. The study is anticipated to take approximately 15 minutes to complete. In order to participate, you must be 18 years of age, and a current civilian pilot with any rating, and experience level who has flown within the last six months. Participants will have an opportunity to participate in the drawing to win a DJI Tello Quadcopter Drone. If you have any questions regarding the study, or the questionnaire in particular, please contact the researcher, Lakshmi Vempati, at vempatil@my.erau.edu or the dissertation committee chair, Dr. Scott Winter, at winte25e@erau.edu. Please find the electronic questionnaire at: https://www.surveymonkey.com/r/LVPilotSurvey Please feel free to forward the link to other pilots who you think might be interested in participating. Sincerely, Lakshmi Vempati, Doctoral Candidate ERAU PhD in Aviation Back to Top Photo Credit: Glen Grossman, Los Angeles Police Department Air Support Division Upcoming USC Aviation Safety & Security Program Courses Safety Management for Aviation Maintenance Safety principles and practices needed to manage the problems associated with aircraft maintenance operations. August 5-9, 2019 4.5 Days Tuition: $2575 Data for Safety Management Collection and analysis of flight data to contribute to safety management and improve safety performance. August 5-9, 2019 4.5 Days Tuition: $2575 SeMS Aviation Security Management Systems Applying SMS fundamentals to aviation security and cyber security. August 12-16, 2019 4.5 Days Tuition: $2575 Software Safety Identifying, understanding, and preventing software hazards and their root causes, with lessons on methods to create and document a software safety case. August 12-15, 2019 4 Days Tuition: $2125 Aviation Law & Dispute Resolution Legal processes, trends, and practices affecting aviation safety, accident investigation, and aviation regulation. This is the successor to the previous Legal Aspects of Aviation Safety & Role of the Technical Witness in Litigation courses. August 19-22, 2019 4 Days Tuition: $2125 Safety Management Systems for Ground Operation Safety Practices and methodologies for the identification and mitigation of hazards in all phases of airport ground operations. August 19-21, 2019 2.5 Days Tuition: $1300 Accident/Incident Response Preparedness Planning for the complex, challenging, and stressful investigation, legal, family response, and communcations situations after an accident. August 26-29, 2019 4 Days Tuition: $2125 Human Factors in Aviation Safety Theoretical and practical knowledge of Human Factors in aviation operations. August 26-30, 2019 4.5 Days Tuition: $2575 Earn Credit for FlightSafety Master Technician-Management Program Students taking the following USC courses will earn elective credits towards FlightSafety International's Master Technician-Management Program • Human Factors in Aviation Maintenance • Human Factors in Aviation Safety • Gas Turbine Accident Investigation • Helicopter Accident Investigation • Safety Management for Aviation Maintenance • Safety Management for Ground Operations Safety • Accident/Incident Response Preparedness Earn Points Toward NBAA Certified Aviation Manager Program Students taking the following USC courses will earn two points toward completing the application for the National Business Aviation Certified Aviation Manager Exam. • Aviation Safety Management Systems • Accident/Incident Response Preparedness • Human Factors in Aviation Safety • Aircraft Accident Investigation • SeMS Aviation Security Management Systems For further details, please visit our website or use the contact information below. Email: aviation@usc.edu Telephone: +1 (310) 342-1345 Back to Top Back to Top Back to Top Title: Airline Manager, Regulatory Compliance POSITION PURPOSE Manages one or more safety areas such as the Company's Internal Evaluation Program (IEP) or Safety Management System (SMS). Provides independent and objective assessments of operational divisions to ensure adherence to federal regulations, company policies and procedures, code-share partner internal evaluations, IOSA and DOD Standards. 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. • Oversees the development and ongoing safety risk management processes for all operational divisions • Develops and maintains safety manuals and required training. • Participates in regular meetings that review safety related information that impact each department. • Validates regulatory correspondence status; and prepares weekly reports for Senior Management. • Participates in Codeshare Aircraft Ground Damage investigations. Conducts investigations of all Company inducted aircraft ground damages. Coordinates with the finance department to recover damage costs from vendor and reports aircraft ground damage statistics. • Participates in regulatory update meetings with the Company and the Federal Aviation Administration. • Interfaces with Codeshare partners in safety meetings. • Manages the Internal Evaluation Program including evaluations of all operational divisions and Internal IOSA audits. Develops and maintains a schedule of audits and evaluations. • Updates the safety implementation plans, training plans and details gap analysis for the company. • Attends safety related conferences to provide input on best practices for safety for the company. • Develops and maintains an annual budget for the Internal Evaluation Program and the Safety Management System areas. • Fosters the Company's core values and culture throughout the work environment. • Screens, interviews and hires potential associates. Coaches and provides leadership, direction, motivation and supervision of direct reports. Appraises performance, provides performance feedback, takes corrective actions and oversees training and development of staff. • 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, Quality Assurance, or Safety Management System experience. • Knowledge of the Code of Federal Regulations, specifically Titles 14 and 49 and associated regulatory material. • Knowledge in aviation safety programs including, but not limited to: Safety Management System (SMS), System Safety, ATOS and IOSA. • Proficiency 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. • Airframe and Powerplant, 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 on 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 associate to successfully perform the essential functions of this job. Able to move about the work environment. Frequently required to stand, walk, sit, talk and hear. WORK ENVIRONMENT The work environment characteristics described here are representative of those an associate encounters while performing the essential functions of this job. Typically not exposed to extreme environmental conditions. TRAVEL REQUIREMENTS Ability to travel up to 25% of the time, including overnight and weekend travel. APPLY HERE Back to Top Position: Group Safety Manager - Operational Safety (Flight Data Development) Reports to: Group Safety Manager - Operational Safety (Flight Data) Department: Group Safety and Operational Risk Management Understudy and support Group Safety Manager - Operational Safety (Flight Data) to manage all aspects of the Group's FDC operations relating to the acquisition, processing and analysis of flight data. The incumbent will succeed the role of GSM-OS (FD) in mid-2020. Key Responsibilities • Understudy and deputise Group Safety Manager - Operational Safety (Flight Data Analysis) as per GSMOS-FD's terms of reference. • Oversee the FDA supporting activities pertinent to the introduction (EIS) of the new aircraft types across CX/KA/LD. • Support CFEA AMS project. • Provide support to Maintenance Control to minimise operational disruption. • Manage the review of daily detection of significant events and coordinate the callbacks and the maintenance follow up with Maintenance Control. • Ensure the materials, such as data, plots and videos, provided to requesters are accurate and in the standard in accordance with PPM. • Monitor the serviceability of the flight data recording and downloading system and liaise with IT and OEM for any anomaly. • Use of CEFA FAS and Insight Animation to build sophisticated videos for investigations and trainings. • Manage the daily activities of the Flight Data Monitoring Program (FDMP) in accordance with the published agreements. • Conduct Flight Data analysis in support of Air Safety Reports (ASRs) & Mandatory Occurrence Reports (MORs) and prepare summaries for the company Safety Database. • Conduct Flight Data analysis in support of accident and incident investigations. • Contribute to the FDAP and Flight Data Analysis Review Committee process. • Continually develop and maintain the Flight Data Animation Systems. • Maintain and develop Flight Analysis Profile (FAP) and logical frame layouts (LFL) in cope with the requirements. • Undertake Flight Data related projects as directed by HGSS/GSM-OS (FD). • Member of the CX/KA Flight Data Analysis Review Committee (FDARC). • Alternate Chairman of the Air Hong Kong Flight Data Analysis Review Committee (FDARC-LD). • Alternate CX Representative and Member of the Proprietary Operational Data (POD) Group. Requirements Skills • Broad operational knowledge and experience in the functions of the organization (e.g. training management, aircraft operations, air traffic management, aerodrome operations, and maintenance organization management) • Sound knowledge of safety management principles and practices • Team-leading • Good written and verbal communication skills • Well-developed interpersonal skills • Computer literacy • Ability to relate to all levels, both inside and outside the organization • Ability to work unsupervised • Good analytical skills Knowledge • Relevant aviation, engineering or technical undergraduate degree • Good understanding of flight and engineering operations • Possession of SMS Qualification is desirable • Good understanding of statistics and data mining technique • Good understanding on Information Technology Experience • Minimum 5 years relevant work experience in airline or related industry. • Minimum 3 years in management role. Key Competencies • Setting Direction • • Leading and Engaging Teams • • Driving Business Performance and Change • • Developing and Recognising Others APPLY HERE Back to Top Position: Group Safety Manager - Operational Safety (Flight Operations) Reports to: Head of Group Safety and Security Department: Group Safety and Operational Risk Management Key Responsibilities • Act as the primary point of reference (GSORM) on matters relating to Operational Safety (Flight Operations [FOP] / Engineering [ENG] / Ground [GRD] - ASD/CSD). • Maintain close liaison with the FOP/ENG/GRD SMS coordinators. • Participate in CX and KA Operational Safety Committees. • Run the HKCAD OPS MOR meeting (CX). • In conjunction with GSM-Risk & OHS, produce risk profiles of common operational events (FOP/ENG/GRD). • Conduct proactive analysis of other operator's incidents and investigation reports (i.e. Industry Watch), including recommendations to ensure that the Group has appropriate defences and systems in place to avoid similar events. • Conduct and facilitate the operational risk assessment (SIRA) as per the engagement level as defined. • Conduct routine review (including assessment review and closure) of safety reports (ASR, GSR) submitted to GSORM. • Track the safety actions arising from investigations / routine safety assessments and ensure they are implemented / closed in a timely and satisfactory manner. • Maintain the GSORM Operational Team / Accident Reaction Kits in a high state of readiness to support any ad-hoc investigation and event follow-up. • In HGSS's absence or delegation, lead the Group's Company Accident Investigation Team (CAIT) in the event of an accident or serious incident, in accordance with the GSORM Accident Investigation procedures. • Manage the investigation of incidents, serious incidents and accidents, and other selected occurrences within the Group. • Represent the Group Airlines as an Accredited Representative, or as part of the accredited representative team, in any accident investigation conducted by a regulatory authority, into an accident or serious incident involving a Group or LD aircraft. • Contribute to the safety promotion program (in conjunction with GSORM Resilience Excellence Team) and provide continuous input to the safety publications. • Facilitate safety-training programs and briefings as required. • Liaise with regulatory agencies as required on matters pertaining to operational safety. • Ensure the services delivered by the section, stipulated in the Operational Services Agreement (OSA) with Cathay Dragon (KA) and Air Hong Kong (LD), are provided. • Standardize / coordinate of operational safety activities within the section. • Update the Operational Safety Team's related sections in the Group Safety Management Policy and Procedures manual. • Coach and develop Assistant Manager Group Operational Safety - FOP. • Undertake safety duties or projects as directed by GMGSORM or HGSS. Requirements Skills • Strong knowledge and experience in flight operations. • Broad operational knowledge and experience in the functions of the organization (e.g. training management and quality assurance). • Strong analytical skills with a solid background in data analysis. • Strong leadership orientation, cross-section team-working, planning and communication skills. • Excellent command of English (both spoken and written). • Good command of Chinese (both spoken and written) is desirable. • Strong computer literacy. • Ability to work unsupervised. Knowledge • Tertiary qualification in safety related field. • SMS, Aviation Accident Investigation and Quality Assurance Qualification. • Sound knowledge of safety & risk management principles and practices. • Experience in safety, auditing and compliance. • Good knowledge in operational environment and standards related to safety is desirable. Experience • Flight crew experience is a must. • Minimum 7-10 years relevant work experience in airline industry or related industry. • Minimum of 5 years in a managerial role in safety. Key Competencies • Setting Direction • • Leading and Engaging Teams • • Driving Business Performance and Change • • Developing and Recognising Others APPLY HERE Back to Top Join us in Washington, D.C., on July 15-18 for ALPA's annual Air Safety Forum Curt Lewis