Flight Safety Information AUGUST 20, 2019 - No. 167 In This Issue Incident: Interjet SU95 near Mexico City on Aug 16th 2019, both packs failed Incident: KLM B772 near Amsterdam on Aug 18th 2019, fire in cabin Incident: Delta A320 near Nassau on Aug 17th 2019, engine shut down in flight Incident: VivaAerobus A20N near Monterrey on Aug 18th 2019, engine shut down in flight Incident: SARPA E120 at La Macarena on Aug 19th 2019, runway excursion ncident: Jazz DH8C at Montreal on Aug 11th 2019, wake turbulence Boeing 737-8LJ (WL) - Tail Strike (Armenia) GoAir Airbus A320neo Returns To Delhi After Pilots Take Off Without Charts How out-of-practice pilots could be contributing to fatal small plane crashes Military to Have 2,936 Aircraft with ADS-B (Out) by Jan. 1, Air Force Says CHC summit will explore unrecognized threats to safety Diving Into the FAA Administrator's Fact Book: Why "Drone Incidents" are Concerning for Regulators FAA Issues Generic Warning On AOA Sensor Risks Cathay CEO Quits After Airline Caught in Hong Kong Protests Why Delta Pilots Oppose Delta's New Partnership India's Moon probe enters lunar orbit International Conference on Unruly Airline Passenger Behaviour Position Available:...SRC Safety Analyst | Florence, KY (near CVG) Position Available: Manager, System Safety & Data Assurance Incident: Interjet SU95 near Mexico City on Aug 16th 2019, both packs failed An Interjet Sukhoi Superjet 100-95, registration XA-DAS performing flight 4O-2119 from Monterrey to Mexico City (Mexico), was was enroute at FL370 about 210nm north of Mexico City when the crew decided to descend to FL110 early after both air conditioning packs had packed up. The aircraft continued for a safe landing in Mexico City. The occurrence aircraft returned to service after about 14 hours on the ground. https://flightaware.com/live/flight/AIJ2119/history/20190816/2105Z/MMMY/MMMX http://avherald.com/h?article=4cbc3605&opt=0 Back to Top Incident: KLM B772 near Amsterdam on Aug 18th 2019, fire in cabin A KLM Boeing 777-200, registration PH-BQK performing flight KL-598 (dep Aug 17th) from Cape Town (South Africa) to Amsterdam (Netherlands), was in the initial descent to FL200 towards Amsterdam when the crew declared PAN PAN reporting smoke in the cabin. The crew subsequently reported there had actually been a fire in the cabin, cabin crew had brought the fire under control but there was still quite a bit of smoke. The aircraft continued for a safe landing on runway 18C about 20 minutes later. A passenger reported the first class cabin was filled with acrid thick smoke, cabin crew were dealing with the fire calmly and extinguished it quickly. http://avherald.com/h?article=4cbc3758&opt=0 Back to Top Back to Top Incident: Delta A320 near Nassau on Aug 17th 2019, engine shut down in flight A Delta Airlines Airbus A320-200, registration N335NW performing flight DL-651 from Providenciales (Turks and Caicos) to Atlanta,GA (USA), was enroute at FL340 about 90nm southeast of Nassau (Bahamas) when the crew needed to shut the right hand engine (CFM56) down and decided to divert to Nassau. The aircraft landed safely on Nassau's runway 14 about 45 minutes later. A replacement Airbus A320-200 registration N317US reached Atlanta with a delay of 7:15 hours. https://flightaware.com/live/flight/DAL651/history/20190817/1756Z/MBPV/KATL http://avherald.com/h?article=4cbc3476&opt=0 Back to Top Incident: VivaAerobus A20N near Monterrey on Aug 18th 2019, engine shut down in flight A VivaAerobus Airbus A320-200N, registration XA-VIJ performing flight VB-2171 from Monterrey to Cancun (Mexico), was enroute at FL370 about 240nm eastsoutheast of Monterrey over the Gulf of Mexico when the crew decided to return to Monterrey and drifted the aircraft down to FL200 after an engine (PW1127) needed to be shut down. The aircraft landed safely back on Monterrey's runway 11 about 50 minutes later. A replacement Airbus A320-200 registration XA-VAY reached Cancun with a delay of 4:15 hours. The occurrence aircraft is still on the ground about 24 hours after landing. The airline confirmed the crew received indication of an engine problem and decided to return to Monterrey as precaution. http://avherald.com/h?article=4cbc32ab&opt=0 Back to Top Incident: SARPA E120 at La Macarena on Aug 19th 2019, runway excursion A SARPA Servicios A้reos Panamericanos SAS Embraer EMB-120, registration HK-4973 performing a flight from Bogota to La Macarena (Colombia) with 29 passengers and 3 crew, landed on La Macarena's runway 35 at about 08:00L (13:00Z) but touched down to the left of the runway centerline, rolled along the left runway edge, veered left off the runway and came to a stop with nose and left main gear in a ditch left of the runway. There were no injuries, the aircraft received minor if any damage. Colombia's Aerocivil have opened an investigation into the occurrence and dispatched investigators on site. No weather data (METARs) are available, at the time of the occurrence the local weather station reported variable winds at about 3 knots, the skies were mostly cloudy. About 3 hours prior to the occurrence there had been rain showers in the vicinity. http://avherald.com/h?article=4cbc23ea&opt=0 Back to Top Incident: Jazz DH8C at Montreal on Aug 11th 2019, wake turbulence A Jazz de Havilland Dash 8-300, registration C-GABP performing flight QK-8685 from Bagotville,QC to Montreal,QC (Canada) with 47 people on board, was on approach to Montreal's runway 24R following a Boeing 767-300, when the aircraft encountered wake turbulence causing the aircraft to roll left 30 degrees and roll right uncommandedly. The crew notified ATC and continued the approach for a safe landing. The Canadian TSB reported the Air Canada Rouge Boeing 767-300 was conducting flight RV-1533 from Halifax,NS to Montreal,QC (Canada). http://avherald.com/h?article=4cbc2760&opt=0 Back to Top Boeing 737-8LJ (WL) - Tail Strike (Armenia) Date: 19-AUG-2019 Time: 21:04 Type: Boeing 737-8LJ (WL) Owner/operator: Pobeda Registration: VQ-BTJ C/n / msn: 39950/5133 Fatalities: Fatalities: 0 / Occupants: 173 Other fatalities: 0 Aircraft damage: Minor Location: Gyumri-Leninakan Airport (LWN/UDSG), Gyumri - Armenia Phase: Landing Nature: International Scheduled Passenger Departure airport: Moskva-Vnukovo Airport (VKO/UUWW) Destination airport: Gyumri-Leninakan Airport (LWN/UDSG) Narrative: Upon landing, a Pobeda Boeing 737-8LJ (WL), performing flight DP855, suffered a tail strike. It was taken out of service. https://aviation-safety.net/wikibase/228350 Back to Top GoAir Airbus A320neo Returns To Delhi After Pilots Take Off Without Charts Indian carrier, GoAir, returned to Delhi International Airport mid-flight after crew noticed that no navigation charts were on board. The Airbus A320-200N, registration VT-WJA, performing flight G8-38, was an hour and 15 minutes into its route to Bangkok before crew members realized that there were no charts. AV Herald reports that the new VT-WJA was assigned to conduct only domestic routes, but due to maintenance issues, there was a last-minute swap, which caused the aircraft to take flight for Thailand. The GoAir Airbus A320 had to return 1:45 hours into its journey. Image: Wikimedia Commons Returned flight The switch hindered the supply of the charts to the cockpit of the low-cost carrier's newly assigned aircraft. While en route at FL350 about 270nm east-southeast of Indira Gandhi International Airport, the crew decided to head back to their departure airport. A GoAir spokesperson said that for safety purposes, the pilot decided to make a U-turn to receive the documents. "All aircraft are equipped with these charts for navigational purposes at airports. This particular aircraft was recently delivered to GoAir and normally dedicated to operating within India on domestic routes," the spokesperson told NDTV. "It was swapped with the original aircraft to operate the Bangkok flight due to maintenance requirements and during that process the update of the navigation charts did not happen. Taking safety into account, the pilot elected to return to Delhi to ensure that the required navigation charts were on board," he concluded. Eventually, the charts were given to the crew and the aircraft left Delhi again after one hour and 15 minutes on the ground. The flight finally reached Suvarnabhumi Airport after a delay of three hours and twenty minutes. All 146 passengers were on board at arrival. https://simpleflying.com/goair-a320neo-pilots-charts/ Back to Top How out-of-practice pilots could be contributing to fatal small plane crashes 'We're engaging in a ridiculously risky activity, but we're moderating the risks' David Burke ท CBC News ท Posted: Aug 19, 2019 6:30 AM AT | Last Updated: August 19 This twin-engine Piper PA-23-250 Aztec crashed at the edge of the runway at the Trois-Rivi่res Airport in Quebec in June. (Transportation Safety Board of Canada) Operating costs leading to a lack of flying time could be contributing to crashes involving small planes in Canada. It has been a deadly year in Canadian skies with 45 people dying in aviation accidents. Many of the aircraft involved in crashes are privately owned and operated by recreational pilots. "The smaller planes in many cases are being flown by less qualified pilots," said aviation expert John (Jock) Williams. "That is pilots who have less training, less experience, less practice, so it's likely to be more accident producing than the big planes where the guys are flying ... four or five times a week and they're in practice," said Williams. Many recreational pilots are only able to fly once or twice a year, according to Williams. He said the cost to fuel planes and get them checked by mechanics has become so expensive some people rarely take their planes out. "People just can't afford to do it, so they're not practising enough and as a consequence they're having problems," said Williams. Only 38 fatalities in 2018 The deaths haven't happened on large commercial airliners, but on small aircraft involving small numbers of people. But there were only 38 aviation fatalities in all of 2018, according to the Transportation Safety Board of Canada. Most of the people who died this year were on board single-engine aircraft that collided with land or water, the safety board said. Everything from tiny two seater ultra-lights, float planes, helicopters and training gliders have been involved in 20 fatal crashes. But Williams said those crashes don't attract the same kind of attention as bigger ones. "If you lose a big airplane, let's say you lose an Airbus A380, you could lose 500 people ... and that's really going to hit the newspapers," said Williams, a pilot and former flight safety officer with Transport Canada. "That's going to take you 250 crashes in a typical light plane, because most light planes are either flown by one pilot or with two pilots onboard and so it's going to take you a long time to come up with the same eye-catching results." John (Jock) Williams is an aviation expert, pilot and former flight safety officer with Transport Canada. (CBC) Large commercial planes that carry the majority of Canadians have a very good safety record, according to Kathy Fox, the chair of the safety board. There have been no fatalities on board those aircraft this year. It's a much different story with small aircraft. In July alone, 24 people were killed in small aircraft crashes, and there was only one week in the month when someone didn't die, according to safety board statistics. On July 1, a two-seat ultralight aircraft was flying near Mont St-Gr้goire, Que., southeast of Montreal when it ran into trouble. It slammed into some trees and its two occupants were killed. Two weeks later, a float plane took off from Crossroads Lake in Labrador for a fishing trip with seven people onboard. Search and rescue crews found the plane submerged in Mistastin Lake the following morning with no sign of survivors. The remains of an ultralight plane that crashed into an orchard in Quebec. (Radio-Canada) On July 26 in Black Diamond, Alta., a Cessna and a two-seater glider collided in mid-air. The student and instructor in the glider died while the pilot of the Cessna managed to land without injury. That's just a small sampling of some of the fatal crashes the board is investigating. This float plane crashed in Manitoba back on July 11 about 12 kilometres south of Little Grand Rapids, a First Nation northeast of Winnipeg. (Little Grand Rapids RCMP) The crashes leave some people with a bad impression of civil light plane aviation, said Williams, but he doesn't believe that should be the case. "In reality, it's a pretty safe way to spend your time as long as you watch very carefully the few very basic rules that exist in aviation." A pilot and trainer were not seriously injured in this crash in the Toronto area in March. (Transportation Safety Board of Canada) It's when people break those rules they run into trouble, a sentiment shared by Fox and the safety board. Fox said most accidents are caused when pilots make mistakes and not the result of mechanical failure. "If we look overall, the more serious accidents, the accidents that more frequently lead to fatalities, involve operation in weather - poor weather beyond the pilot's capability," she said. That can result in a pilot losing their bearings. Kathy Fox is chair of the Transportation Safety Board of Canada and is a pilot as well. (Transportation Safety Board of Canada) "People may overestimate their abilities to handle any particular situation, but we've also seen a lot of accidents with a lot of well-intentioned, well-meaning pilots who got themselves into situations they weren't able to handle," said Fox. The Canadian Owners and Pilots Association represents people who fly recreationally and travel in their own aircraft. Despite the deaths this year, Bernard Gervais, the president and CEO of the association, said the overall number of aircraft accidents is decreasing, a statement supported by safety board research. In 2008, there were 294 accidents reported to the safety board. That number has dropped consistently over the last 10 years, and in 2018, there were 201 accidents. The number of fatalities has started dropping, too. From 2008 to 2017 there was an average of 48 fatalities a year. But, in 2017, there were just 34 deaths. This year, with 45 fatalities by August, is shaping up to be the deadliest year since 2013. On July 21, shortly after take off from the Jasper Airport, Alta, this single engine Cessna 150J collided with the Athabasca River. A pilot and a passenger were on board. The pilot had serious injuries and the passenger was killed. (Transportation Safety Board of Canada) Gervais said the number of accidents a year isn't high given the number of people flying. His group alone has 16,000 members. "With the number of aircraft out there in the country with the number of pilots we've got, there's a lot of flying going on and ... these accidents, it's just a few a year and it's actually going down," he said. He said recreational flying is safe. Fox agrees with him, as long as people obey the rules and are cautious. She's been flying for more than 40 years. "I teach flying and I feel very comfortable going up in them, especially when I'm at the controls," she said. A TSB investigator photographs the wreckage of Cessna 208 on Addenbroke Island, B.C. The plane was headed to a remote fishing lodge with a pilot and eight passengers on board. The pilot and three passengers died. (Transportation Safety Board of Canada) There is a general aviation safety campaign underway in Canada to help make pilots fly safer and better follow the rules. Gervais said the vast majority of his members already do that, but he admits there are still some who don't. One such pilot died in an accident in Quebec in March. The safety board discovered the pilot's licence had not been valid since 1994. Williams, among others, understands that all recreational pilots need to make sure they are physically fit to fly, practise flying with an instructor and avoid flying into bad weather. "We're engaging in a ridiculously risky activity, but we're moderating the risks by studying and by practising and by refresher training," he said. https://www.cbc.ca/news/canada/nova-scotia/plane-crashes-pilot-safety-training-1.5246415 Back to Top Military to Have 2,936 Aircraft with ADS-B (Out) by Jan. 1, Air Force Says ADS-B Out, airspace mandate, U.S. Air Force The Pentagon is to have 2,936 aircraft, such as this UH-60M Black Hawk equipped with ADS-B (Out) by Jan. 1. Photo: Sikorsky The Pentagon will have 2,936 aircraft equipped with Automatic Dependence Surveillance-Broadcast (Out) by the FAA-mandated deadline of Jan. 1, according to the U.S. Air Force, the military service in charge of the effort. That number is just 21 percent of DoD's total aircraft inventory, but officials have said that ADS-B (Out) modifications present a significant depot scheduling challenge, and, in some cases, engineering challenges, such as for fighter aircraft. By 2025, DoD plans to have about 62 percent of its aircraft equipped with ADS-B (Out), including 35 percent of fighter aircraft, 67 percent of helicopters, and 100 percent of mobility, command and control/intelligence, surveillance, and reconnaissance (C2/ISR), and trainer aircraft, an Air Force official said Aug. 19. On Aug. 19, the Air Force provided a breakdown of the 2,936 aircraft to have ADS-B (Out) by Jan. 1. By that date, no fighter or bomber aircraft or UAVs will have ADS-B (Out), but 1,129 helicopters, 923 mobility aircraft, 259 C2/ISR aircraft, and 625 trainers will, the Air Force said. The Air Force official said that DoD will not equip aircraft that are to retire by 2025 with ADS-B (Out), as the Pentagon determined that the effort would not be worth the cost. In addition, other aircraft, such as the Air Force bomber fleet and the future B-21 bomber, have mission requirements that "do not align from an operational security standpoint with the broadcast nature of ADS-B (Out)." Under a rule published last month by the FAA, aircraft conducting operations related to homeland security, law enforcement, national defense and intelligence that could be compromised by transmitting real-time aircraft position information are permitted to disable ADS-B transmissions after obtaining proper authorization from the FAA. Collins Aerospace is supplying ADS-B transponders for the DoD effort, while other contractors, including primes such as Boeing, are providing integration, GPS upgrade and navigation work. A Memorandum of Agreement signed by Acting FAA Administrator Dan Elwell and then Air Force Secretary Heather Wilson on July 26 last year noted that "the cost, budget, and depot schedule constraints make it prohibitive for DoD to equip all DoD aircraft by the compliance date." "Notwithstanding these potential constraints, DoD will seek to align ADS-B Out equipage with other program updates (e.g. Identification Friend or Foe--Mode 5 and Military Code [M-Code] receivers) in order to reduce overall costs," the MoA said. "Additionally, there are instances where DoD airframes are scheduled to be retired soon after the compliance date, which would narrow the benefit window considerably and may not be best value to the public." Mode 5 is an enhancement to legacy Mode 4 Identification, Friend or Foe (IFF) which has been in use since the mid-1950s for military identification. The National Security Agency and Joint Chiefs of Staff require Mode 5 to replace Mode 4 by June 30 next year. By Jan. 1, the FAA will require that the majority of aircraft operating above 10,000 feet in U.S. Class A, B, and C airspace be equipped with ADS-B (Out), which allows aircraft to transmit information about altitude, velocity and position derived through GPS to ground stations and to other equipped aircraft in the vicinity. The FAA mandate's goal is to replace radar as the primary surveillance method for monitoring and separation of aircraft. Among DoD aircraft to receive ADS-B (Out) are Lockheed Martin C-130 and C-5 transports, Boeing C-17 Globemasters, and Lockheed Martin UH-60 Black Hawk helicopters. "The Accommodation Memorandum of Agreement between the DoD and FAA signed July 26, 2018 that addresses how the FAA will accommodate military aviation missions after the Jan 1, 2020 ADS-B Out mandate has evolved into the following two FAA authorizations that will accommodate all DoD military aircraft as required based on mission profile: 1. DoD aircraft NOT ADS-B Out Equipped OR 2. DoD aircraft ADS-B (Out) equipped," the Air Force wrote in an email response when asked about the current status of the MOA. https://www.aviationtoday.com/2019/08/19/military-2936-aircraft-ads-b-jan-1-air-force-says/ Back to Top CHC summit will explore unrecognized threats to safety Safety is an abiding preoccupation for the aviation industry; the subject of much regulation, investment, and hand-wringing. But when it comes to shining a light on safety, are we looking in the right places? That's the theme of the 15th CHC Safety and Quality Summit, which will convene in Dallas, Texas, in early October. According to Duncan Trapp, CHC's vice president of Safety and Quality, each year the summit's organizers try to select a theme that "resonates with the current industry." While Trapp did not cite specific examples, it's easy to think of recent accidents - such as the Boeing 737 Max crashes - that suggest the answer to the question is, "Not always." CHC Safety & Quality Summit This year's CHC Safety & Quality Summit will feature more than 50 speakers over the course of a three-day program. CHC Photo "There are always still some areas where we could say, 'We weren't expecting that' - whether it's a wellness issue with pilot well-being; whether it's a design issue," Trapp told Vertical, which is a media sponsor of the summit. "Modern technology brings so many advances and so many benefits, but can occasionally bring an unexpected negative as well, which in some cases can have a massive impact on the industry." As difficult as it can be to anticipate those dark threats, that is what the summit will attempt to do over a three-day program featuring more than 50 speakers. The format of the summit will be similar to that of previous years, "because we know it, and we've gotten great feedback in the past that it works," Trapp said. The program will begin on the morning of Oct. 1 with a plenary session on the topic of safety management hosted by Neil Richardson, principal consultant for Baines Simmons Ltd. That will be followed by a session on how organizational procedures and protocols can create blind spots to safety, presented by Dr. Arnoud Franken, senior strategy and change consultant for InContext Consultancy Group. "Both of those folks are very experienced in not only the aviation industry and safety world, but also broader industries," Trapp said. "So they're going to bring their own angle on what they see in other industries as well, because one of the main themes that will run through [the summit] is sharing lessons. How can we as an aviation organization, learn from other areas like marine, like construction, like the fixed-wing side of aviation if you're into rotary?" From there, the summit will split up into workshops until the summit closes with a plenary wrap-up session on the afternoon of Oct. 3. The workshops will include some long-running favorites, such as the always-popular human factors sessions presented by Doug Weigmann and Scott Shappell. However, Trapp noted that the program also features many new speakers and topics that haven't appeared at the summit before. "We have [speakers with] medical backgrounds talking about well-being and wellness, which I think is an increasing area of interest in the aviation world and elsewhere," he said. "We've got people coming on to talk about safety leadership and touching on subjects like, how do you lead a business to commercial success whilst [making] sure that it's a safety success as well?" Because there are so many workshops to choose from, many sessions will be presented twice so that attendees are "pretty much guaranteed to see the [speakers] they want to see," Trapp said. The summit will also include a gala dinner featuring keynote speaker Robyn Benincasa, an award-winning motivational speaker, world champion endurance racer, and firefighter who is also the founder and CEO of the Project Athena Foundation, which helps women who have suffered medical setbacks "live an adventurous dream as part of their recovery." "We pride ourselves in getting some real interesting overachievers in life, to put it one way," Trapp said. "Robyn has a tremendous story of what she has done, from her firefighting, through her adventures, through her sporting prowess and her team building expertise as well." CHC and its partners will also offer pre- and post-summit courses including Accident/Incident Investigation Analysis, A Practitioners' Guide to Building a Safety Case, and Human Factors Analysis and Classification System (HFACS) Training. This year, the summit has moved from the Gaylord Texan Resort in Grapevine to the Omni Dallas Hotel, and Trapp predicts the downtown location will prove popular with attendees who also want to explore the city. The summit routinely attracts key safety management personnel from large aviation operators around the globe, but Trapp said he would especially like to see more small operators and line pilots and maintenance personnel benefit from this world-class event. "Historically, we have a large amount of leaders and managers, which is good because they all . . . have to play an active role in setting the [safety] culture. But anything we can do to promote smaller operators and people who actually deliver aviation to whatever part of the industry they're in, would be good to get them in through the front door," he said. The summit's organizers are also eager to reach the next generation of aviation personnel. Two students will be attending this year's summit through the Peter Gardiner Grant and the Sikorsky Safety Scholarship. CHC is offering registration discounts to members of the Whirly-Girls organization, and next year will sponsor an attendee at the 2020 summit through the Whirly-Girls scholarship program. New this year, CHC is also partnering with the University of North Texas to bring students in its aviation logistics program to the summit. "We're looking to get some of those students actually participating in the summit by making it freely available to them," Trapp said. "It's the first year that we've worked with the university, and we've gotten really good engagement from the head of their aviation study. . . . It's really exciting." https://www.verticalmag.com/news/chc-summit-will-explore-unrecognized-threats-to-safety/ Back to Top Diving Into the FAA Administrator's Fact Book: Why "Drone Incidents" are Concerning for Regulators Airspace regulators around the world are concerned about incidents between drones and manned aircraft - and a dive into the data found in the recently released FAA Administrator's Fact Book for 2019 (Fact Book) shows why. Is the data accurate enough to use? Accident Data and the U.S. Safety Record The National Airspace (NAS) in the U.S. is some of the busiest in the world: but it is also one of the safest. While development of new regulations for unmanned systems may at times have been slower than the drone industry would have liked, the FAA is defending a hard-won and impressive record for safety. Accident rates are stunningly low. According to the data in the Fact Book, there were fewer than 35 accidents per year in commercial airlines from 2006 - 2015; most years there were absolutely no fatalities. The National Transportation Safety Board figures, which display 2016 and 2017, also show no fatalities at all for commercial airlines during those years. Compared to other modes of transport - highway, railway and marine - flying on a commercial airline in the U.S. is by far the safest way to travel. It isn't just numbers of fatalities that are low (although travelers might argue that's the most significant data set). Accident rates during the years 2006 - 2015 are correspondingly low. Accident rates per 100,000 departures range from 0.25 to 0.35 (rounding to two decimal points is mine) each year - a rate unthinkable on the highway. Accidents vs. Incidents: The Data on Drones Accidents - which remain as stated above, thankfully, extremely rare - are not the same as "incidents." Tables of Air Traffic Incident data are designed to show trends in risk. As such, they are defined in terms of how close one aircraft came to another, or whether a pilot was forced to deviate from the plan and take "evasive action" to avoid a collision. It's in rates of "incidents" that the data about drones is raising safety concerns all over the world. Specifically, in one category of incident: Near Mid-Air Collisions, or NMACs. As defined in the Fact Book: Near Mid Air Collision (NMAC): when an aircraft flies within 500 feet of another aircraft, or a pilot or flight crew member reports a collision hazard between two or more aircraft. NMACs stayed constant over 2014 and 2015, at 143 and 145 - that's total, for the year - respectively. But in 2016 and 2017, those incident rates more than doubled, to 302 and 385 per year, respectively. The blame for the rise, says the FAA, can be laid entirely on drones. "Pilot-reported NMACs with Unmanned Aircraft Systems (UAS) now account for more than half of all reported events," says the FAA. The data tables are disturbing; and they are influencing regulations and public opinion around the world. According to the numbers, the risk - not the number of accidents - is rising sharply. In including drones in the data as equivalent with manned aircraft, however, the numbers may no longer be accurately reflecting real risk to air travelers. The Breakdown in Data: Reporting One of the major problems with drone incident data is in reporting. While pilots can easily, obviously, and accurately report another airplane at 500 feet; they cannot easily and accurately report a drone at 500 feet. Well-publicized reports of "near misses" with drones have later been found to be balloons, plastic bags, birds, or other objects. Major drone manufacturer DJI and other stakeholders have struggled to make the point to regulators around the world. When it comes to clearly identifying an object as small as a modern commercial drone (not to mention an even smaller recreational drones) from a distance of more than one and half U.S. football fields, or the length of a skyscraper more than 40 stories tall - most humans just can't be that reliable. The Real Risk in Collision: Still Unknown Aside from a critical issue of accuracy in numbers, a major problem with drone incident data is that it doesn't necessarily equate to risk in the same way that the NMAC standard as applied to other manned aircraft does. If two manned aircraft come in close proximity to one another, there is a real risk of collision - and a real risk that the collision will significantly damage both aircraft, placing passengers in danger. In that case, an increase in near misses has a direct correlation to increased risk of accident. The same isn't necessarily true for drones. There have been studies involving computer simulations, mathematical assumptions, and even crashing old drones into even older airplane parts. In the past five years, such studies have abounded. They have come to clear and well-publicized conclusions: but those definite conclusions that have ranged from "catastophic risk" to "absolutely negligible danger." The fact remains that we still don't know what would happen if a drone hit a manned aircraft in exactly the right place or exactly the right way. A very few real collisions between manned aircraft and a drone (such as the blackhawk helicopter incident) have actually occurred. They have not caused passenger injury or major damage to the aircraft. The Search for a New Standard That's not a claim that drones pose no danger or risk. It's just a statement that as of yet, there seems insufficient evidence to reach a conclusion upon which to base long-reaching regulations. And, as the life-saving applications of drones evolve and are more commonly implemented, the risk of limiting those operations must be also be weighed against the risk to manned aircraft. According to a conservative record of lives saved directly due to drones, drones saved more than 65 people last year. As new FAA Administrator Steve Dickson steps into office tasked with dealing with the recent Boeing scandal and the daunting job of modernizing the air traffic system, he may also look for data from which to base important decisions about protecting the U.S. airspace safety record. Including drone incident data into the regular tables of manned aircraft incident data may not provide enough information for the purpose. https://dronelife.com/2019/08/19/diving-into-the-faa-administrators-fact-book-why-drone-incidents-are-concerning-for-regulators/ Back to Top FAA Issues Generic Warning On AOA Sensor Risks The FAA, citing non-specific "continued airworthiness activity," reminded operators that angle-of-attack (AOA) sensors can be easily damaged during "normal operations" and must be carefully maintained to ensure safe flight operations. "Based on continued airworthiness activity on multiple foreign and domestic products, including large transport aircraft and small general aviation aircraft, FAA has determined it is necessary to advise operators of the importance of performing proper operations and maintenance on AOA sensors," the agency said in an "information for operators" bulletin. The U.S. agency cautioned that the sensors are exposed to many conditions that could result in damage. "It is imperative that all operators are aware of the criticality of AOA sensors and the potential for damage during normal operations, maintenance procedures, servicing procedures, and any other procedures around an aircraft where damage to an AOA sensor could occur," the FAA said. It urged operators to remind everyone "involved with the operation and maintenance of aircraft, such as aircraft operators, certificate holders, maintenance providers, ramp service providers and miscellaneous service providers," to follow AOA airworthiness requirements diligently. FAA's advisory messages are often triggered by specific incidents or collections of similar reports. If they are linked to ongoing accident investigations, however, international protocol limits what the agency can reveal. AOA sensor failures are at the center of two ongoing probes into Boeing 737 MAX accidents that have the worldwide fleet grounded. But the agency said the message is not indicative of any new findings coming from those investigations. "The [alert] was sent out as a reminder and was not indicative of any specific findings related to the ongoing investigations," an FAA spokesman said. https://www.mro-network.com/maintenance-repair-overhaul/faa-issues-generic-warning-aoa-sensor-risks Back to Top Cathay CEO Quits After Airline Caught in Hong Kong Protests • Rupert Hogg ran Hong Kong's flag carrier for just over 2 years • Cathay has emerged as corporate target for China amid protests Cathay Pacific Airways Ltd.'s Chief Executive Officer Rupert Hogg resigned, a week after the carrier was rebuked by China for staff involvement in the anti-Beijing protests rocking Hong Kong. Hogg, 57, quit to take responsibility for the way the airline has responded to recent events, he said in an email to staff obtained by Bloomberg. Hong Kong's flagship carrier appointed Augustus Tang, 60, as Cathay's new CEO, according to a statement released Friday. The CEO has been "at the forefront of this crisis and must take responsibility for the way it has been managed," Hogg said. "Could we have managed things differently? In hindsight, 'Yes'." The shock exit comes after one of the worst weeks in Cathay's recent history. The move had added symbolic significance given the historical roots of the Swire Group, the airline's biggest investor and one of Hong Kong's great business houses, or hongs. The airline has emerged as the most visible corporate victim of the political unrest in Hong Kong, with demonstrations against an extradition bill morphing into a full-scale, months-long pushback against China's grip on the city. Cathay is the biggest airline in Hong Kong and its airport, which was shut down earlier this week by protesters, is the carrier's hub. After Cathay pilots and attendants took part in strikes and protests, China's aviation regulator levied a swathe of curbs on the airline, which is increasingly reliant on mainland traffic. Chinese state-owned firms have started boycotting Cathay, telling their workers not to fly with the carrier. The company was also excoriated by the nation's biggest bank, sending its shares to a 10-year low on Tuesday. "This is the right step to repair the relationship with China," said K. Ajith, an analyst at UOB Kay Hian Pte in Singapore who covers the stock. "Someone is taking responsibility -- they are acknowledging the importance of China and its shareholders." China's Cathay Crackdown Bodes Badly for Hong Kong Companies The resignation was first reported by China's state broadcaster CCTV, which said Hogg had quit without saying where it got the information. Hogg took the helm at the 72-year-old carrier just over two years ago, tasked with one of the toughest turnaround jobs in Asian commercial aviation. He was previously an executive with Swire. Cathay counts state-run Air China Ltd. as its second-largest investor, with a stake of about 30%. The new CEO is a long-time veteran of Swire -- read more about him here. As Hong Kong's dominant local airline, Cathay was initially affected by the protests because the unrest put off tourists. But its troubles deepened after Cathay staff unions took part in a general strike on Aug. 5. Four days later, China's civil aviation regulator issued a major aviation safety risk warning to Cathay, and issued a detailed list of demands. WHAT CHINA ASKED CATHAY TO DO • From Aug. 10, Cathay should suspend all staff who participated in or supported the "illegal" demonstrations from flying to the mainland or performing any official activities related to air transport on the mainland. • From Aug. 11, Cathay should submit for approval a manifest of all crew members flying to and across mainland China's airspace. Otherwise, the relevant flights won't be accepted by the Chinese authorities. • On Aug. 15, Cathay should submit plans for how management will improve flight safety and security to relevant authorities on the mainland. Source: Civil Aviation Administration of China, Aug. 9 Merlin Swire, chairman of the Swire Group, went to Beijing to meet with aviation officials on Monday, and Cathay fired two pilots who'd been suspended in relation to the protests. In a message to employees this week, the carrier said it is obliged to comply with regulations from the nation's aviation authorities. Cathay also said it won't tolerate illegal activities. On Thursday, China's authorities said Cathay had complied with its demands. Once a dominant player in Asia's premium air travel market with few serious rivals, Cathay brought in Hogg in 2017 after the airline reported its first loss in eight years. It saw challenges from intensifying competition, with budget carriers and deep-pocketed, state-owned Chinese carriers moving into its turf. Incursions into Asia from Middle Eastern rivals such as Emirates Airline and Etihad Airways PJSC, which targeted business travelers, also had an impact. Job Cuts Through cost reductions -- including hundreds of job cuts -- Hogg managed to revive the airline's earnings potential. This year, he spearheaded the takeover of Hong Kong's only budget airline to enter the no-frills market, after more than a decade resisting such a move to focus on premium services. Hogg joined the Swire Group in 1986 and steadily rose through the ranks with overseas stints in Southeast Asia and Britain, before being tagged as Cathay's chief operating officer in 2014. As part of the senior management team, Hogg helped pull together a restructuring plan that the company is still executing. Under New CEO, Cathay Cuts Jobs in Biggest Revamp Since '90s Cathay also said Friday its Chief Customer and Commercial Officer Paul Loo resigned, and will be replaced by Ronald Lam, currently head of the Hong Kong Express budget business. The airline is fully committed to Hong Kong under the "One Country Two Systems" principle, Cathay said in Friday's statement. "The company is confident that Hong Kong will have a great future." https://www.bloomberg.com/news/articles/2019-08-16/cathay-pacific-board-accepts-ceo-hogg-s-resignation-cctv Back to Top Why Delta Pilots Oppose Delta's New Partnership Foreign airlines pose a risk to aviation jobs in the US! Sound familiar? Nope, for once it's not Delta making these accusations against the Gulf carriers, but rather it's Delta's pilots union making these accusations against Delta management. Delta's new transatlantic joint venture A couple of weeks ago I wrote about how the US Department of Transportation tentatively approved a new comprehensive joint venture between Delta, Air France, KLM, and Virgin Atlantic. Currently Delta has a joint venture with Virgin Atlantic, and Delta has a separate joint venture with Air France-KLM. However, with this new joint venture there would be a single partnership between all the airlines, allowing them to coordinate schedules and pricing across the Atlantic. When the DOT makes a decision like this, there's always a period for public comment, before final approval is granted. It's normal to see objections, especially from competitors. However, this time around we're seeing objections from a party you don't often hear complaints from - Delta's pilots. Why Delta's pilots oppose the new joint venture The Delta Master Executive Council of the Air Line Pilots Association (which represents Delta pilots), has made their concerns regarding this new joint venture clear. They believe that additional conditions are necessary to ensure that Delta operated services and US aviation workers realize the promised benefits of the amended joint venture. Specifically, Delta's pilots are urging the Department of Transportation to: Expand the scope of their proposed five year review of the joint venture to assess the impact it has on US aviation jobs, and the balance of flying and growth opportunities generated in joint venture markets; in other words, they want to see after five years how many flights Delta has added, compared to how many flights partner airlines have added Impose an interim review of the joint venture on December 31, 2019, to ensure that progress is being made with these metrics The reason they're concerned is because what they saw following the approval of previous joint ventures: In 2013, the Delta MEC expressed strong support for the Delta-Virgin joint venture on the basis that it would "produce new flying opportunities for Delta and its employees"-and thereby grow and enhance US job and career opportunities-through expanded service offerings between the US and the United Kingdom. Nearly six years later, the promised growth in US-UK services has accrued almost exclusively to Virgin, and the promised US job and career opportunities predicated on Delta operational expansion in that market have failed to materialize. In fact, Delta-operated flying in the critical New York-London market has actually decreased since the Delta-Virgin joint went into effect. This use of the JV mechanism to effectively outsource Delta flying to a foreign carrier whose flight crews work under substantially less favorable wages and work rules is fundamentally inconsistent with the Department's public interest objectives of strengthening the competitive position of US air carriers relative to foreign air carriers, and encouraging fair wages and working conditions. They note that this joint venture, if approved, would significantly reduce Delta's financial incentive to expand their own operations in the markets, allowing significant transatlantic growth on other airlines instead. Bottom line While Delta has the all around best labor relations of the "big three" US airlines, in this case the pilots definitely aren't wrong. When it comes to battling the Gulf carriers, Delta always talks about how critically important it is to protect US aviation jobs. However, many of their joint ventures haven't led to the amount of expanded flying you'd expect, as Delta has instead left much of the expansion to partner airlines. Now, in this case I think the pilots may be raising their concern a bit too late. Delta already has joint ventures with the individual airlines involved, so I'm not sure we'll see all that much expansion because of this joint venture. Rather I think we'll see more schedule coordinating. https://onemileatatime.com/delta-pilots-oppose-new-partnership/ Back to Top India's Moon probe enters lunar orbit Chandrayaan 2, or Moon Chariot 2, lifted off from India's spaceport at Sriharikota in southern Andhra Pradesh state on July 22 (AFP Photo/ARUN SANKAR) Bangalore (India) (AFP) - India's Chandrayaan 2 spacecraft entered lunar orbit on Tuesday, executing one of the trickiest manoeuvres on its historic mission to the Moon. After four weeks in space, the craft completed its Lunar Orbit Insertion as planned, the Indian Space Research Organisation (ISRO) said in a statement. The insertion "was completed successfully today at 0902 hrs IST (0332 GMT) as planned, using the onboard propulsion system. The duration of manoeuver was 1738 seconds," the national space agency said. India is seeking to become just the fourth nation after Russia, the United States and China to land a spacecraft on the Moon. If the rest of the mission goes to plan, the Indian probe will land on the lunar South Pole on September 7. To enter the final orbit over the lunar poles, Chandrayaan 2 will undergo four more similar manoeuvres, with the next scheduled for Wednesday. ISRO chief K. Sivan said the manoeuvre was a key milestone for the mission, adding he was hoping for a perfect landing next month. "On September 7, the lander will land on the moon. Whatever is humanly possible, has been done by us," Sivan told reporters. Tuesday's insertion was one of the trickiest operations in the mission because if the satellite had approached the Moon at a higher velocity it would have bounced off and got lost in deep space. And had it approached at a slow velocity, the Moon's gravity would have pulled it in, causing a crash. - Heart-stopping moments - "The approach velocity had to be just right and the altitude over the moon precise. Even a small error would have killed the mission," Sivan said. "Our heartbeats increased... for 30 minutes, our hearts almost stopped." Chandrayaan 2, or Moon Chariot 2, lifted off from India's spaceport at Sriharikota in southern Andhra Pradesh state on July 22. The spacecraft used in the mission comprises an orbiter, a lander and a rover almost entirely designed and made in India. The orbiter has a mission life of a year and will take images of the lunar surface. ISRO says the mission will help scientists to better understand the origin and evolution of the Moon by conducting detailed topographical studies, mineral analyses and a host of other experiments. About $140 million was spent on preparations for the probe's mission -- a much smaller price tag compared to similar operations by other countries. It was launched on India's most powerful rocket, the Geosynchronous Satellite Launch Vehicle (GSLV) MkIII. The lift-off was successful in its second attempt, a week after it was aborted just under an hour from its launch due to a technical glitch. India's first lunar mission in 2008 -- Chandrayaan-1 -- did not land on the Moon, but carried out a search for water using radar. A soft landing on the Moon would be a huge leap forward in India's space programme, with Prime Minister Narendra Modi determined to launch a manned mission into space by 2022. India also has ambitions to land a probe on Mars. In 2014, India became only the fourth nation to put a satellite into orbit around the Red Planet. https://www.yahoo.com/news/indias-moon-probe-enters-lunar-orbit-053002197.html Back to Top DISPAX World 2019 18 - 19 September 2019, The Riverside Venue, London, UK The 3rd International Conference on Unruly Airline Passenger Behaviour With only a few weeks to go, DISPAX World 2019 is fast approaching! We are delighted to be able to offer all subscribers to Curt Lewis a 20% discount on the delegate rate. To redeem this offer use the promotional code: CURT20 when registering on the conference website: www.unrulypax.com/registration/ Disruptive passenger incidents are a daily occurrence on board commercial flights around the world. Seemingly trivial issues can quickly escalate into explosive situations that endanger the safety of passengers and crew. The much anticipated 3rd edition of DISPAX World returns to London to explore the broad range of causes of such behaviour, the responses available and the legal implications for carriers and states. Looked at from diverse perspectives, including those of aircrew, passengers, regulatory authorities, industry associations, and law enforcement, DISPAX World 2019 will provide a comprehensive and authoritative programme over two days in one of the busiest airline hubs in the world: London. Speakers will include industry leaders, aircrew, airport operators, academics and law enforcement agencies. DISPAX World 2019 is a must-attend conference for: Flight attendant instructors Unions & staff associations Pilots Law enforcement agencies Airline Security Personnel Airport operators Government transportation regulators Security companies Aviation health professionals & psychologists Consumer bodies Academics & researchers International law firms For more information and to view the programme, please visit: www.unrulypax.com or contact the Event Manager, Lucy Rawlings, at lrawlings@avsec.com and don't forget to follow us on Twitter: @DispaxWorld Back to Top Position Available: SRC Safety Analyst | Florence, KY (near CVG) Are you ready to take flight with the global leader in airfreight? Do you have a passion for flight safety along with the ability to proactively identify trends through targeted analysis? If so, we invite you to explore new heights with Atlas Air! Overview: This position will be responsible for assisting in the overall gathering, validating, tracking, and analyzing of Safety Data. Flight data studies and investigations will be done at the direction of Safety and Flight Operations. Responsibilities: • Ensure data integrity and validity through maintaining flight data database and validating safety events. • Analyze flight data and develop detailed queries within Excel and additional software programs. • Assist with flight data investigations, conducting root cause analysis of identified safety concerns. • Assist in administration of all internal safety programs (ASAP, FDM, FRMC, FCR, & LOSA) making up components of the Company Safety Management System (SMS), and assist in external and internal operational audits (IOSA, DoD, customer, etc.). • Solicit and process safety improvement suggestions and write reports based on empirical safety data. • Conduct industry safety data comparisons and attend industry safety conferences. • Create presentations of current and past safety data trends and present to a wide variety of audiences. • Assist in development and deployment of internal newsletters. • Provide timely advice and assistance on Company aviation safety matters. • Perform other duties as assigned. Qualifications: • Bachelor's Degree or higher; preferably aviation or mathematics focus. • 2 - 4 years of relevant work experience. • Knowledge of Part 121 airline procedures; preferably holds at least Private Pilot License. • Proficient in Microsoft Office Suite (Word, PowerPoint, and Excel); advanced experience in Excel preferred. • Must be self-starter with ability to work with little supervision in fast paced environment. • Minimal travel will be required; must be able to travel without restrictions. • Strong written and verbal communication skills required. • Authorization to work in the U.S. without requiring sponsorship. About Atlas Air: Atlas Air Worldwide is a world leader in aircraft and aviation outsourcing with more than 25 years of experience serving freight, commercial, charter, and military customers. We deliver a powerful combination of an efficient fleet, cost-saving operations, and superior customer service. With nearly 3,300 employees working together across 89 countries, Atlas Air generated 2018 net sales of $2.7 billion. Our companies operate the world's largest fleet of Boeing 747 Freighters and provide customers a broad array of Boeing 747, 777, 767, 757 and 737 aircraft for domestic, regional and international applications. We are dedicated to safety, integrity, and excellence; and we're seeking applicants who are interested in working in a challenging, fast-paced environment with a truly international company. Our rapid growth continues both on the ground and in the sky, and we invite you to grow along with us! APPLY HERE Back to Top Manager, System Safety & Data Assurance Position Overview The position supports the Director, Safety Programs & Analytics in the administration of HA's Safety/Security/Quality Assurance (SSEQ) database. Responsible for the implementing SMS standards to the database and operational departments' SMS programs. Responsible for performing periodic evaluation of the standards and their application within the SSEQ database and operational departments SMS programs. Key Responsibilities • Provide oversight of the airlines SSEQ database to ensure processes and tasks performed within the database are in compliance with Hawaiian's Safety Management System Manual (SMSM) • Perform critical functions to include the development and application of taxonomy, change management and Data analysis within the safety programs database • Establish and administer that SSEQ database steering committee by developing system standards and workflows in compliance with Hawaiians Safety Management System (SMS) • Develop advanced models, tools and templates to drive the safety planning, and development processes • Evaluate accuracy of data, reporting, and forecasting outputs and perform adjustment to maximize commercial impact • Interface with the Operations SMS managers, IT, and other operational departments to document and ensure system and analysis expectations are being met • Perform periodic evaluations of operational departments' SMS programs to ensure compliance with Hawaiian's SMSM • Support the airline's corporate safety department with evaluations and conformance with IOSA (Int Operational Safety Audits) [SMS] requirements • Oversee the investigations for company mishaps, incidents, and accidents and support the Primary Investigator for aircraft mishaps and accidents • Participate in InfoShare Conferences to meet 14CFR ง13.401 (FOQA) requirements. In coordination with other Safety Departments, use available databases to identify areas where enhanced equipment, training or procedures are required • Flight Operations Quality Assurance (FOQA) • Safety Database & Analysis Administrator • Other duties as assigned Minimum Requirements Bachelors' degree or equivalent work experience Three years aviation safety experience with a 14CFR Part 121 carrier or relevant operational safety management experience, such as 14CFR Part 135 or military Working knowledge in Aviation Safety Programs including SMS, AQP, ASAP, FOQA, ASIAS, and LOSA Have a thorough understanding of relevant CFRs and applicable company manuals Extensive statistical methods experience Excellent interpersonal, analytical, and problem-solving skills Must possess the ability to work effectively with a minimum of supervision Must be proficient in Microsoft Word, Excel, PowerPoint and Adobe Acrobat software and Tableau (or similar software) Excellent communication and presentation skills are required Must be able to obtain and maintain an airport SIDA credential Must be able to travel to both domestic and international locations; passport required Preferred Qualifications Quantitative and qualitative data analysis, data modeling, developing reports relational database experience SQL, SAS, Unix programming experience preferred 5+ years of SMS or Safety Analytics experience preferred About Hawaiian Airlines Hawaiianฎ has led all U.S. carriers in on-time performance for each of the past 15 years (2004-2018) as reported by the U.S. Department of Transportation. Consumer surveys by Cond้ Nast Traveler, Travel + Leisure and TripAdvisor have placed Hawaiian among the top of all domestic airlines serving Hawai'i. Now in its 90th year of continuous service, Hawaiian is Hawaii's biggest and longest-serving airline. Hawaiian offers non-stop service to Hawai'i from more U.S. gateway cities (13) than any other airline, along with service from Japan, South Korea, Australia, New Zealand, American Samoa and Tahiti. Hawaiian also provides, on average, more than 170 jet flights daily between the Hawaiian Islands, and over 260 daily flights system-wide. Hawaiian Airlines, Inc. is a subsidiary of Hawaiian Holdings, Inc. (NASDAQ: HA). Additional information is available at HawaiianAirlines.com. Follow Hawaiian's Twitter updates (@HawaiianAir), become a fan on Facebook (Hawaiian Airlines), and follow us on Instagram (hawaiianairlines). For career postings and updates, follow Hawaiian's LinkedIn page. For media inquiries, please visit Hawaiian Airlines' online newsroom. APPLY HERE Curt Lewis