Flight Safety Information SEPTEMBER 30, 2019 - No. 197 In This Issue EASA Clarifies Position on Boeing 737 MAX Return to Service Boeing omitted safeguards on 737 Max that were used on military jet Incident: TUIfly B738 near Hanover on Sep 28th 2019, electrical failure Incident: Sunstate DH8D at Brisbane on Sep 29th 2019, blew tyre on departure Incident: Hong Kong A332 at Hong Kong on Sep 29th 2019, hydraulic leak Strange Odor Forces Southwest Flight to Return to Gate Incident: American B763 over Atlantic on Sep 26th 2019, burning odour in cabin and cockpit Incident: India A319 near Kolkata on Sep 27th 2019, engine shut down in flight Cessna 421 Golden Eagle - Fatal Accident (Florida) Exposed Engine Forces United Airlines Flight To Return To Denver International Airport 2 SpiceJet pilots suspended for forgetting to turn on cabin pressure switch Expired medical certification for pilot killed in crash raises questions Flights across New Zealand resume after fault with air traffic system SERIOUS CRACKING ISSUE IDENTIFIED ON BOEING 737 NG AIRCRAFT Passenger weight assumption behind Dash 8 take-off abort UN Body to Vote on Cutting Aviation Greenhouse Gases Hyundai Motor Group appoints NASA research exec to lead new Urban Air Mobility division Sky's the limit for aircraft mechanics as industry soars Dubai Aerospace drops plans for big aircraft order, targets M&A deal Why Is The Percentage Of Women Pilots So Low? NASA Hires Company to Build Spacecraft for the Artemis Moon Missions GRADUATE RESEARCH SURVEY MITRE - SMS Course - December 2019 Manager, Internal Evaluation Program Maintenance Safety Specialist Technical and Training Manager Human Factors in Accident Investigation from SCSI Aircraft Accident Investigation from SCSI EASA Clarifies Position on Boeing 737 MAX Return to Service The European Aviation Safety Agency (EASA) issued a statement of clarification regarding its position on the Boeing 737 MAX's return to service. Photo: EASA On Sept. 27, the European Aviation Safety Agency (EASA) clarified statements it made that were recently published in an article by a publication called Flyers Rights about the process it is currently undergoing to investigate and review the certification and eventual return to service of the Boeing 737 MAX . In the release, the agency notes that it provided written emailed responses to questions about the process and wanted to bring clarity to their 737 MAX investigation. Upon publishing the statement of clarification, the agency also noted its next milestones for the investigation include an upcoming week of flight testing on a modified 737 MAX flight simulator. The MAX remains grounded while accident investigators review the malfunctioning of the aircraft's maneuvering characteristic augmentation system (MCAS) that lead to two separate Lion Air and Ethiopian Airlines crashes and killed a combined 346 passengers and flight crew. "Aircraft longitudinal stability is subject to airworthiness requirements. Boeing has to demonstrate compliance of the 737 MAX airframe with these requirements. Consequences of failures of systems affecting potentially the aircraft stability need to be assessed using acceptable safety analysis methodology also subject to airworthiness requirements," EASA said in its published statement. The agency declined to comment on several aspects of the ongoing investigation, including the level of delegation granted by the FAA to Boeing in certification of the 737 MAX and the possibility of necessitating hardware changes, aircraft redesign or pilot re- training on full-motion flight simulators in order to return the global fleet of MAX aircraft to service that have been grounded since March. Flight and simulator evaluation by EASA officials occurred in June and July, with the statement noting that evaluation resulted in "70 test points to be evaluated covering both normal and abnormal operations." "In the case of the B737 max, our review of pilot training requirements is not completed yet and we have not reached a conclusion yet on that matter," EASA said. Boeing 737 MAX cockpit. Photo: Boeing The clarification from EASA comes as newly appointed FAA Administrator Stephen Dickson traveled to Montreal for a Boeing 737 MAX status meeting with civil aviation regulatory agencies from other countries. In a speech at the meeting, Dickson openly acknowledged the international scrutiny the agency has faced relating to its approach to oversight of commercial aircraft certification and welcomed feedback from other countries about that process. "As you make your own decisions about returning the MAX to service, we will continue to make available to you all that we have learned, all that we have done, and all of our assistance," Dickson said. In an emailed statement to Avionics International, Lynn Lunsford, a representative for the FAA said that the agency was attending the conference in Montreal to discuss the most recent revisions to "discuss the most recent revisions to the Boeing software, as well as the regulators' joint efforts to get the answers they need from Boeing to satisfy their various concerns." Lunsford said the agency is staying away from speculating on the 737 MAX's return to service. "We have steadfastly stayed away from speculating about a timeline for return to service. It will be ready when it's ready," Lunsford said. Top FAA officials addressed criticism of the agency's certification process for the 737 MAX during a Senate Appropriations subcommittee hearing in July, admitting that there should have been a better description of the aircraft's MCAS system in the required computer-based pilot training. EASA is one of the civil aviation regulatory agencies represented on the Joint Authorities Technical Review (JATR) group, lead by former National Transportation Safety Board (NTSB) Chairman Christopher Hart, was also established by the FAA specifically to conduct a review of the certification of the 737 MAX's automated flight control system. JATR includes experts from NASA and the civil aviation regulatory agencies of Australia, Brazil, Canada, China, Indonesia, Japan, Singapore, and the United Arab Emirates, in addition to EASA. Boeing's latest organizational activity related to the 737 MAX grounding includes a statement on Sept. 25 published to a special section of its website dedicated to the aircraft describing the creation of a permanent Aerospace Safety Committee of the Board of Directors. Adm. Edmund Giambastiani, Jr., (Ret.), former vice chairman, U.S. Joint Chiefs of Staff, and a career nuclear-trained submarine officer is serving as the chairman of the committee. The committee's primary responsibility is to "oversee and ensure the safe design, development, manufacture, production, operation, maintenance and delivery of the company's aerospace products and services," according to Boeing. https://www.aviationtoday.com/2019/09/29/easa-clarifies-position-boeing-737-max- return-service/ Back to Top Boeing omitted safeguards on 737 Max that were used on military jet * Boeing engineers working on the 737 Max's flight-control system omitted safeguards included in an earlier version of the system used on a military tanker jet, The Wall Street Journal reported. * Boeing's expected software fix for the 737 Max planes will make the maneuvering characteristics augmentation system more like the one used on the tanker jet, the Journal said. Boeing 737 MAX airplanes are seen parked on Boeing property along the Duwamish River near Boeing Field on August 13, 2019 in Seattle, Washington. Boeing engineers working on the 737 Max passenger plane's flight-control system omitted safeguards included in an earlier version of the system used on a military tanker jet, The Wall Street Journal reported Sunday, citing people familiar with the matter. The engineers who created the flight-control system known as the maneuvering characteristics augmentation system more than a decade ago for the military refueling plane, designed the system to rely on inputs from multiple sensors and with limited power to move an aircraft's nose, the Journal said. The newspaper cited one person familiar with the design saying this approach was taken in order to guard against the system acting erroneously or causing a pilot to lose control. In contrast, the version of MCAS on the 737 Max passenger planes relied on input from just one of two sensors which measure the angle at which the plane's nose is flying, the newspaper said. Boeing's expected software fix for the 737 Max planes will make the MCAS more like the one used on the tanker jet, the Journal said. Boeing did not immediately respond to Reuters' request for comment outside regular business hours. The company has previously said that erroneous sensor data fed to the MCAS system was a common link in a chain of events leading to the fatal crashes of a Lion Air 737 Max airliner in Indonesia in October 2018 and an Ethiopian Airlines 737 Max in March 2019, which killed all 346 people aboard the two aircraft. https://www.cnbc.com/2019/09/29/boeing-omitted-safeguards-on-737-max-that-were- used-on-military-jet.html Back to Top Incident: TUIfly B738 near Hanover on Sep 28th 2019, electrical failure A TUIfly Boeing 737-800, registration D-ATUC performing flight X3-2944 from Hanover (Germany) to Ibiza,SP (Spain), was enroute at FL370 about 270nm south of Hanover, just about to enter Swiss Airspace, when the crew decided to return to Hanover due to an electrical failure. The aircraft landed safely back in Hanover about 90 minutes after departure. A replacement Boeing 737-80 registration D-ATUD reached Ibiza with a delay of about 21.5 hours. A passenger reported the captain announced an electrical failure inside the cockpit as cause for the return. The occurrence aircraft remained on the ground for about 30 hours, then performed a test flight of about 70 minutes, but is still on the ground about 9.5 hours after landing after the test flight. http://avherald.com/h?article=4cd6a866&opt=0 Back to Top Incident: Sunstate DH8D at Brisbane on Sep 29th 2019, blew tyre on departure A Sunstate Airlines de Havilland Dash 8-400 on behalf of Qantas, registration VH-QOC performing flight QF-2512 from Brisbane,QL to Mackay,QL (Australia) with 72 people on board, was climbing out of Brisbane's runway 01 when the crew stopped the climb at 10,000 feet due to the inboard left main tyre having blown on departure. A runway inspection confirmed rubber all over the left hand side of the runway. The aircraft entered a hold for about 70 minutes, then returned to Brisbane for a safe landing on runway 01. A replacement Dash 8-400 registration VH-LQQ reached Mackay with a delay of 5:20 hours. The occurrence aircraft is still on the ground about 18 hours after landing back. http://avherald.com/h?article=4cd6a43f&opt=0 Back to Top Incident: Hong Kong A332 at Hong Kong on Sep 29th 2019, hydraulic leak A Hong Kong Airlines Airbus A330-200, registration B-LHA performing flight HX-707 from Hong Kong (China) to Denpasar (Indonesia) with 280 people on board, was climbing out of Hong Kong's runway 25L when the crew stopped the climb at 6000 feet reporting a hydraulic leak. The aircraft continued the climb to FL090 while positioning for the return to runway 25L. Upon touchdown on runway 25L loud bangs were heard associated with a large cloud of white smoke, the aircraft rolled out without further incident and became disabled on the runway with two tyres blown. The passengers disembarked onto the runway and were bussed to the terminal. The runway was closed for about 105 minutes until the aircraft was towed off the runway. The airline reported the aircraft experienced a technical problem prompting the return. A replacement A330-200 registration B-LNI reached Denpasar with a delay of about 5 hours. http://avherald.com/h?article=4cd6a1f5&opt=0 Back to Top Strange Odor Forces Southwest Flight to Return to Gate A strange odor forced a Southwest Airlines flight to return to the gate at Fort Lauderdale-Hollywood International Airport on Friday. The odor made passengers feel ill and sent a worker in the cargo hold to a local hospital. The flight, on a Boeing 737, was headed from Fort Lauderdale to Havana, Cuba. The fire department responded to the airport on Friday afternoon after reports of the odor emerged. All passengers were removed and a HAZMAT team - conducting atmospheric pressure tests - also had the luggage from the cargo hold emptied as well. Officials still don't know what caused the odor. But unfortunately, it's not the first time an odor has been detected on a flight in what seems to be an unusually high rate affecting several different airlines this year. Incidents have happened in: - February, on an Alaska Airlines flight. - March, on United Airlines. - April, on Spirit Airlines. - May, three times, on Alaska Airlines and separate incidents on Spirit. Those happened just a week apart. - July, on a JetBlue flight. https://www.travelpulse.com/news/airlines/strange-odor-forces-southwest-flight-to- return-to-gate.html Back to Top Incident: American B763 over Atlantic on Sep 26th 2019, burning odour in cabin and cockpit An American Airlines Boeing 767-300, registration N397AN performing flight AA-734 (dep Sep 25th) from Philadelphia,PA (USA) to Manchester,EN (UK) with 170 people on board, was enroute at FL360 about 210nm eastsoutheast of St. Johns,NL (Canada) when the crew decided to divert to St. John's reporting a burning odour in cabin and cockpit. The aircraft descended to FL280 for the diversion and landed safely on St. John's runway 11 about 45 minutes after leaving FL360. https://flightaware.com/live/flight/AAL734/history/20190926/0110Z/KPHL/EGCC http://avherald.com/h?article=4cd607cd&opt=0 Back to Top Back to Top Incident: India A319 near Kolkata on Sep 27th 2019, engine shut down in flight An Air India Airbus A319-100, registration VT-SCV performing flight AI-233 Gaya (India) to Yangon (Myanmar) with 33 passengers and 8 crew, was enroute at FL330 about 110nm northwest of Kolkata (India) when the crew needed to shut the right hand engine (CFM56) down. The aircraft diverted to Kolkata for a safe landing about 25 minutes later. The occurrence aircraft is still on the ground in Kolkata about 34 hours after landing. http://avherald.com/h?article=4cd5efa6&opt=0 Back to Top Cessna 421 Golden Eagle - Fatal Accident (Florida) Date: 29-SEP-2019 Time: c. 16:00 Type: Cessna 421 Golden Eagle Owner/operator: Private Registration: N731PF C/n / msn: 421-0164 Fatalities: Fatalities: 3 / Occupants: 3 Other fatalities: 0 Aircraft damage: Written off (damaged beyond repair) Location: DeLand, Volusia County, FL - United States of America Phase: En route Nature: Private Departure airport: Destination airport: Narrative: A Cessna 421 Golde Eagle impacted wooded terrain in Volusia County, DeLand, Florida. The aircraft was destroyed, there was a post impact fire. The three occupants onboard received fatal injures. Several witness saw the plane go down. https://aviation-safety.net/wikibase/229489 Back to Top Exposed Engine Forces United Airlines Flight To Return To Denver International Airport DENVER (CBS4) - Passengers on board a United Airlines flight from Denver to Orlando were surprised when the plane had to turn around and land at Denver International Airport. The plane suffered a mechanical issue in one of its engines Sunday morning. A damaged engine on a United Airlines plane at Denver International Airport. (credit: Nick Burke) A passenger on board another plane next to the United Airlines jet shared a picture of the damage. It appears some of the steel covering came off exposing machinery underneath. It's not clear what caused the engine cover to peel back. No one was hurt. Passengers deplaned normally and boarded another plane to get to Orlando. https://denver.cbslocal.com/2019/09/29/exposed-engine-united-airlines-denver/ Back to Top 2 SpiceJet pilots suspended for forgetting to turn on cabin pressure switch Two SpiceJet pilots have been suspended for four months after they forgot to activate the cabin pressure switch during a domestic flight earlier this year The incident took place on a SpiceJet Hyderabad-Jaipur flight from June 14 (Reuters photo for representation) Two SpiceJet pilots have been barred from flying for four months after they forgot to activate a switch to ensure cabin pressure on a flight from earlier this year. Aviation regulator the Directorate General of Civil Aviation suspended the licences of the two SpiceJet pilots after determining that they "forgot" to turn their plane's 'bleed switch' to the 'ON' position. The incident in question is from June 14 this year when a SpiceJet Hyderabad-Jaipur flight had to turn back shortly after takeoff due to "pressurisation failure", according to the DGCA order suspending the two pilots. The flight was being operated by Captain Sunil Mehta and Captain Vikram Singh. While Mehta served as the pilot in command, Singh was the flight's first officer. Both the pilots have been suspended for a period of four months. The DGCA has faulted Mehta for forgetting to turn on the bleed switch during cockpit preparation, departure briefing and post-takeoff manoeuvres. The first officer Vikram Singh, on the other hand, apparently said the bleed switch was in an 'ON' position while going through the post-takeoff checklist even though it was in an off position. (A checklist contains a list of tasks pilots must perform at different stages of a flight.) The DGCA found that the pilots' actions "jeopardised the safety of aircraft and its occupants". WHAT IS THE BLEED SWITCH? The bleed switch is essentially a button on the cockpit panel that diverts air from an aircraft's engines into its cabin. This ensures enough cabin pressure, without which passengers or crew would be unable to breathe at the heights passengers jets fly. Sometimes, bleed switches are in an off position during takeoff. This is because at times, due to overloaded flights, pilots need the full power of their engines for takeoff and cannot afford extra air being sent to the cabin. However, pilots much ensure that the bleed switch is turned to ON after takeoff -- this task is mentioned on the after-takeoff checklists of planes. The SpiceJet pilots who flew the June 14 Hyderabad-Jaipur flight forgot to do this, resulting in pressurisation failure and forcing them to turn back. NOT THE FIRST TIME Though rare, pilots forgetting to turn on the bleed switch has happened before. In September last year, around 30 passengers were left suffering nose and ear bleeds due to no cabin pressure on a Jet Airways Mumbai-Jaipur flight. The reason? The pilots of the flight had forgotten to activate the bleed switch due to which the flight had no cabin pressure, injuring the passengers. A lack of cabin pressure can be deadly. In August 2005, more than 120 people died after a Helios Airways passenger jet crashed into a mountainside in Greece. An investigation of the crash revealed that the pilots of the jet had forgotten to ensure that their plane's cabin pressure knob was in the wrong position. Due to this, the aircraft lost cabin pressure and the lack of oxygen led to the pilots passing out. The Helios Airways flight ultimately ran out of fuel and crashed into a mountainside, killing all 121 people on board. https://www.indiatoday.in/india/story/spicejet-pilots-suspended-cabin-pressure-switch- 1604781-2019-09-30 Back to Top Expired medical certification for pilot killed in crash raises questions Before May 2018, pilots were required to be evaluated every two years by an FAA- licensed physician. Many pilots considered the process burdensome. Under the FAA's more-recent BasicMed program, pilots have the option to be seen every four years by any licensed physician. Donald Apple, a 79-year-old pilot killed in a crash in Madison County this month, had neither certification. Aviation experts want to know why an experienced recreational pilot would let his medical certification lapse and whether doing so was related to his death in a crash this month at Madison County Airport. "For somebody who loved to fly, why would he do that? Why would you risk your own safety," said Richard G. McSpadden Jr., executive director of the Air Safety Institute, a branch of the Aircraft Owners and Pilots Association. The 52-year-old Beechcraft Bonanza being flown by Donald Apple, 79, was seen banking sharply before it crashed about 7:30 a.m. Sept. 18 in a soybean field short of the airport runway. It erupted in flames, forcing back motorists who stopped to help. Apple had left the airstrip in the backyard of his Miami County farm near Piqua north of Dayton for a flight of about 20 minutes to London to visit Ohio State University's annual Farm Science Review. His wife, Sally, said it was a trip he'd taken every year for decades. "This was a piece of cake," she said. "When he went out the back door, I said, 'Have fun.'" The tragedy has raised questions about pilot age, medical clearances to fly and recent Federal Aviation Administration standards that make it easier for all private and recreational pilots to remain airborne. Before May 2018, pilots were required to be evaluated every two years by an FAA- licensed physician. Many pilots considered the process burdensome. Under the FAA's more-recent BasicMed program, pilots have the option to be seen every four years by any licensed physician. Some doctors, fearing liability, balked at the new leniency. One doctor, quoted in an article in General Aviation News this year, said: "If you have a physician like that, go to another doctor." The article advised, "If you run into several doctors who say no, just keep looking for one who will say yes." Apple had neither medical certification. His third-class medical certification was last updated in September 2016 and expired on Sept. 30, 2018. "I can't believe he missed it," Sally Apple said of her husband not obtaining medical certification to fly through one of the procedures. She said her husband had no known physical limitations other than prescription eyeglasses, which was indicated on his expired medical certification records with the FAA. The freedom of the open sky has a strong pull on older pilots who want to remain behind the controls. Hours after Apple's crash, several older pilots - one of them age 83 - waited for the airport to reopen. McSpadden, of the Air Safety Institute, said there is no data to indicate that geriatric pilots are less safe than younger ones. "I've seen 93-year-old pilots that are incredibly sharp, and there'd be no reason to take away their licenses," he said. Courtney Chapman, 89, who gave up flying in the 1980s due to a vascular condition, said he misses it every day. Chapman, who has been a flight instructor and FAA examiner, said pilots should know their limitations. "If you want to know what real freedom is, fly," he said. "The call of freedom is very strong." "But you have to stop and look at yourself honestly ... that we're getting older and slower." Robert Katz, a Texas-based commercial pilot and certified flight instructor, monitors news coverage of crashes and then checks the medical credentials of pilots involved. He said he wants to send a message of aviation safety and personal responsibility. "There comes a point when you have to give this up, just like our parents have to give up driving," Katz said. "You do something stupid with an airplane, you're not going to get slightly killed." Sally Apple found notes that her husband left behind, one directing that his ashes be placed at the end of his airstrip, "where all of his flights originated." https://www.dispatch.com/news/20190929/expired-medical-certification-for-pilot- killed-in-crash-raises-quesions Back to Top Flights across New Zealand resume after fault with air traffic system Thirty nine domestic flights were delayed or turned back following a radar fault which grounded services across the country. On Monday afternoon, New Zealand's air navigation service provider Airways said there was a fault with its main air traffic system and it was operating on its back-up standby system. That initially meant taking a "conservative approach to managing New Zealand's airspace" which saw all departures throughout New Zealand halted and arrivals prioritised. Operations were running normally again by 2.15pm. At 4pm, Airways' CEO Graeme Summer apologised to clients and the travelling public for the disruption and its follow-on effects. He said the network should be back to normal by the end of the day. Thirty six domestic flights were delayed by an average time of 50 minutes, and three had to turn back to their airport of origin mid-flight. International flights operated on a different system and were not affected by the fault, Summer said. The fault happened around 1.30pm after a fire alarm went off at the building that houses Airways Christchurch Radar Centre. The fire alarm was set off by smoke from a failed Uninterrupted Power Supplies (UPS), which meant radar and communications system reverted to its back-up system. During that time, airborne international flights were unaffected as the main Oceanic control centre is independently managed from Auckland. After flights resumed, a Jetstar spokesperson said there were some delays on its domestic and international services. "We recommend customers keep an eye on departure and arrival times." An Air NZ spokeswoman said its operations team was "too busy" to comment. Steve Lowe, who was due to board an international flight from Auckland at 2pm, said at 2.30pm he was still facing an "indefinite delay". "They're saying the fault has been fixed but I guess clearing the backlog may take a while." Ti Lamusse, who was travelling from Wellington back to Auckland, said everyone on his flight had been sitting doing the safety briefing when the pilot said over the speaker there was an "issue" and they couldn't leave. "A few minutes later the pilot told us there was an issue with the radar and air traffic control couldn't communicate with each other." Lamusse said he was told there was "something wrong" with an aerial in Christchurch which had caused the issue. Auckland Airport's departure board said flights across the country were delayed from 10 minutes up to an hour, and passengers were advised to contact their airline for more information. Wellington Airport's arrivals and departures boards showed planes were landing and taking off but some delays have been reported. Christchurch Airport told Stuff all services had resumed after a grounding was ordered by Airways New Zealand. A spokesperson for Nelson Airport said all flights were back up and running, with delays of about 40 minutes. A spokesperson for the New Zealand Defence Force said no air force flights were affected. The NZDF does operate under the CAA system when operating in NZ airspace. https://www.stuff.co.nz/travel/travel-troubles/116204328/flights-affected-across-new- zealand-after-air-traffic-systems-issues Back to Top SERIOUS CRACKING ISSUE IDENTIFIED ON BOEING 737 NG AIRCRAFT A serious cracking issue has been identified on some Boeing 737 Next Generation aircraft, prompting the manufacturer to contact airlines. The Federal Aviation Administration issued a warning to airlines on Friday the 27th of September, requesting that they conduct inspections for structural cracking and apply appropriate repairs. Boeing engineers and safety authorities are currently working to determine exactly how many aircraft are affected by the issue, after several instances were found on aircraft around the world. The part subject to cracking is called a pickle fork, which is responsible for holding a 737s wing structure to the fuselage. Additionally, a pickle fork also manages the large amount of stress, torque and aerodynamic forces around the wing and aircraft body joint. Boeing 737 NG Pickle Fork Pickle forks are designed to last the entire lifespan of an aircraft, so for the Boeing 737 NG it should last around 90,000 cycles. Should a pickle fork fail, a serious accident could occur, easily bringing down an aircraft, resulting in the deaths of many. What caught the attention of engineers was a fairly young 737 NG with around 35,000 cycles that had seriously cracked pickle forks. An engineer in contact with KOMO News who elected to remain anonymous reflected on the situation in the following statement: "It's unusual to have a crack in the pickle fork. It's not designed to crack that way at all. Period." Boeing has acknowledged the problem and reaffirms only a small number of aircraft have been found with cracked pickle forks during inspections. It is also understood that this issue does not affect P-8 Poseidon and 737 MAX aircraft. Airlines conducting inspections are required to contact the FAA and their respective authorities immediately to present their findings. Even the smallest cracks are to be taken seriously; fatigue cracks grow in size every flight, increasing the chances of a catastrophic failure. The Boeing 737 NG was introduced in 1997 and is the third revision of the original 737. Comprising of the -600, -700, -800 and -900 variants with additional sub-variants in the mix, the 737 NG last rolled off the production line for the final time in June 2019. No mandatory inspections have been ordered by governments yet, as not enough data is available to completely determine a maintenance plan. An investigation has been opened that will look into the cause, effect and remedies. https://samchui.com/2019/09/30/serious-cracking-issue-identified-on-boeing-737-ng- aircraft/#.XZHgTVVKiUk Back to Top Passenger weight assumption behind Dash 8 take-off abort Air Greenland has revised its centre-of-gravity considerations after a serious incident in which a Bombardier de Havilland Dash 8-200 failed to rotate on departure owing to higher-than-assumed passenger and baggage weights. The turboprop had been conducting its take-off roll from Nuuk's runway 05 and had reached its rotation speed of 88kt, but when the first officer pulled back on the control column there was no response from the aircraft. This prompted the first officer to abort the take-off by reducing throttle and applying maximum anti-skid braking, and the aircraft stopped about 50m from the end of the 950m runway. The surface was dry at the time. Twenty-nine passengers and three crew members had been on board the 30 May service to Kangerlussuaq, which meant the aircraft was fully laden. Pre-flight calculations - using standard weight figures for the occupants - had assumed a cabin weight of 2,445kg, evenly distributed, and this resulted in a centre-of-gravity within the aircraft's limits. But the actual weight was closer to 2,740kg with the first three rows of seats particularly heavy, at over 160kg more than the assumed figure. The pilots' weight was also heavier, and the overall discrepancy across the crew, passengers, baggage and wardrobe amounted to a 13% increase. Danish investigation authority HCL says the crew had been "aware" of a forward centre- of-gravity issue before departure, and an off-duty crew member had repositioned from the cockpit jump-seat to the cabin. But the inquiry found that the centre-of-gravity - when calculated using actual, rather than assumed, weights - was still 2.4in (6.1cm) forward of the aircraft's operational limitation. Even though the aircraft had reached rotation speed during the take-off run, the crew chose to abort after believing the lack of response signified a flight-control failure. "The rationale behind the decision on aborting the take-off roll complied with the operating procedures and potentially prevented a more severe outcome," says the inquiry. Air Greenland has since revised its centre-of-gravity envelope to account for increased passenger weights, and amended its method of passenger distribution during seating to achieve greater control of extreme forward or aft positioning. Although operating procedures require ground personnel or cabin crew to advise the captain if significant numbers of larger-than-average passengers are on board, the inquiry questions the effectiveness of this method of risk control. "Such observations...are affected by, for instance, culture, subjective perception, working experience, and individual training," it states. Given the severity of the Air Greenland incident, the inquiry has urged the European Union Aviation Safety Agency to revisit its plans to update standard passenger data, a task which the investigators claim has been deprioritised by EASA. https://www.flightglobal.com/news/articles/passenger-weight-assumption-behind-dash- 8-take-off-a-461163/ Back to Top UN Body to Vote on Cutting Aviation Greenhouse Gases A United Nations body inched closer to establishing a long-term goal for cutting greenhouse gas emissions from international aviation and expanding its response to climate change Sept. 29. The International Civil Aviation Organization's executive committee agreed on a handful of resolutions to send to the organization's plenary for a vote this week as the global aviation industry undergoes increased scrutiny for its impact on global warming. The committee approved resolutions to agree on a long-term greenhouse gas emissions goal by 2022; declare its offsetting scheme for emissions the only global plan to avoid duplication by regional and national schemes; examine the life-cycle impacts of biofuels for aviation; and wait for a technical committee to wrap up its studies before looking into global rules for the re-introduction of supersonic commercial jets. The Montreal-based ICAO is holding its 181-nation assembly until Oct. 4, setting the organization's policy direction for the next three years. Move Delayed by Climate Protest China, Russia, and India raised extensive concerns on the resolutions dealing with long- term emissions goals and the offsetting scheme during the meeting, which had to be moved to a Sunday after climate change marches led by Swedish teen activist Greta Thunberg forced the organization to cancel meetings Friday. "Up to now, we find no scientific support for this long-term goal, so we are very, very cautious about it," said Guo Xiaofeng, a first secretary with China's delegation at the organization, in an interview Sept. 29. The resolutions enjoyed broad support from most countries at the executive committee, but nations can still change their minds before a meeting of all assembly delegations Oct. 2 that will seek to make them official ICAO policy. Environmental groups have pointed out that other branches of the U.N. have criticized the global aviation industry for lagging behind other sectors in embracing changes that would cut greenhouse gas emissions. International aviation was not included in the U.N.'s 2015 Paris Agreement on climate change. Air Travel Expected to Grow Rapidly The airline industry predicts major growth over the next decades that would double the number of annual passengers to 8.2 billion in 2037 compared to last year. The sector has pushed nations to enter ICAO's greenhouse gas cutting plan-called the carbon offsetting and reduction for international aviation or CORSIA-in the hopes of weakening calls to curb flying. Eighty-one countries have agreed to join a pilot phase of CORSIA beginning in 2021, but China, India, and Russia oppose key pillars of the plan, and some countries have created their own charges on plane emissions that companies say is undermining support for CORSIA. "This success is in danger because several states are piling so-called green taxes, measures, levies on travelers," International Air Transport Association director and CEO Alexandre de Juniac said before the meetings. Conflict With Existing EU Aviation Program Chief among those other charges is the European Union's aviation emissions trading system, which has applied to flights within Europe since 2012. European Union countries did not raise concerns at the executive council meeting Sept. 29 about a resolution that declares CORSIA the only global offsetting plan for international flights, which some attendees said could one day result in the U.N. plan covering emissions from flights between EU countries instead of the EU plan. Since key elements of CORSIA are still being decided by a technical body of ICAO, it's too early to tell how the EU issue will be resolved, Kevin Welsh, a top official in the U.S. delegation, said in an interview Sept. 29. "That's certainly still an outstanding issue that's on everybody's mind," said Welsh, executive director at the office of environment and energy at the U.S. Federal Aviation Administration. Finland, which is leading the EU delegation at the two-week assembly, declined comment on the issue because of its sensitivity, senior specialist with the Ministry of Transport and Communications Janne Manttari wrote in an email Sept. 29. The resolution's effect would be increased regulatory uncertainty for airlines as they wait and see what emissions scheme will cover international flights in Europe less than two years from now, said Brad Schallert, a deputy director at the World Wildlife Fund, in an interview Sept. 29. Removing airline permits from the European carbon market could also result in a 14% drop in the price of European emission allowances by 2021, according to a BloombergNEF analysis. Aviation Biofuels The executive committee passed a resolution endorsing the use of sustainability criteria for aviation biofuels, which ICAO envisions accounting for the vast majority of emissions cuts from flights by 2035. The organization estimates production of the fuels could rise from 6.45 million liters per year in the 2016-2018 period to around 8 billion liters by 2032, but state subsidies for the fuels currently favor ground transport over air. The resolution would allow for a better determination of whether the fuels are actually reducing environmental impacts, since they can affect other things like land use, said Annie Petsonk, international counsel at the Environmental Defense Fund. Supersonic Jets The executive council also recommended ICAO wait for a technical body to finish research on the noise and environmental impacts of commercial supersonic jets before tackling global rules for the planes. Three companies in the U.S. are leading the push to bring supersonics back to the market within the next five to 10 years. The U.S. opposes using the same environmental rules used for traditional planes on supersonics, which European countries say must be done to keep standards from going backward. The FAA is preparing some domestic U.S. regulations, but international rules are necessary to help manufacturers and operators work abroad, said Welsh, the U.S. delegate. The International Air Transport Association, the world's top airplane industry group, declined comment on the resolutions before the assembly concludes. https://news.bloombergenvironment.com/environment-and-energy/un-aviation-body- to-vote-on-strengthening-climate-response Back to Top Hyundai Motor Group appoints NASA research exec to lead new Urban Air Mobility division Hyundai Motor Group (HMG) has appointed Dr. Jaiwon Shin as Executive Vice President and Head of its newly established Urban Air Mobility Division. An internationally renowned aeronautics engineer, Dr. Shin will lead the company into a new era of developing smart mobility products within the aviation industry. Having worked on cutting-edge aviation research and development at NASA for 30 years, I am very excited and humbled by the opportunity to now shape urban air mobility strategy at Hyundai Motor Group. The new team at Hyundai will develop core technologies that will establish the company as a driving force in urban air mobility, a sector that is expected to grow into a market worth US$1.5 trillion within the next 20 years. -Dr. Shin Urban Air Mobility may become an important part of the integrated mobility solution for ever-increasing traffic problems in mega cities around the world. Through the Urban Air Mobility Division, Hyundai Motor Group aims to provide innovate and smart mobility solutions never seen or thought of before. Dr. Shin most recently led the Aeronautics Research Mission Directorate at NASA, where he shaped the agency's aeronautics research and development strategy for over 11 years. His expertise in revolutionary airframe, engine, aviation safety, and air traffic management technologies will allow Hyundai Motor Group to take a lead in the fast- growing urban air mobility sector. The new business unit will develop core technologies and innovative solutions for safe and efficient airborne travel. During his time at NASA, Dr. Shin oversaw a US$725-million program to lead many new aeronautics research initiatives, such as supersonic X-plane, electrification of aircraft, UAS traffic management, and Urban Air Mobility. In addition to his work with NASA, Dr. Shin co-chaired the White House National Science and Technology Council's Aeronautics Science and Technology Subcommittee, which wrote the United States' first presidential policy for aeronautics research and development. He was also co-chair of the USAF / NASA Executive Research Committee, which facilitated the highest level of coordination of common research needs between United States Air Force and NASA Aeronautics. He is internationally recognized as a leader in the aviation research community and was elected to the Chair of the International Forum for Aviation Research (IFAR) for a two- year term in 2014. Dr. Shin has also been awarded the Presidential Rank Award twice (in 2008 and 2016), the highest accolade presented to public officials in the US federal government. Dr. Shin received his doctorate in mechanical engineering from the Virginia Polytechnic Institute and State University, Blacksburg, Virginia. His bachelor's degree is in mechanical engineering from Yonsei University in Korea, and his master's degree is in mechanical engineering from the California State University, Long Beach. A graduate of the Senior Executive Fellowship Program at the Kennedy School of Government at Harvard University, Dr. Shin has authored and co-authored more than 20 technical and journal papers. He is a Fellow of the American Institute of Aeronautics and Astronautics and a Fellow of the Royal Aeronautical Society of the United Kingdom. https://www.greencarcongress.com/2019/09/20190930-hmgair.html Back to Top Sky's the limit for aircraft mechanics as industry soars DULUTH, Minn. - Kieran Cummings has a year of school left, but he's already making a living repairing commercial jets. After a day of classes at one hangar at the airport here, he heads to another where he works late into the night - some caffeine required. "We're tearing these things apart, and we're doing everything," said the Lake Superior College student. "The experience, you can't beat it." It takes a lot of people on the ground to keep airplanes in the sky, and a shortage of aircraft mechanics around the country is causing employers to get creative and some school programs to swell. Minneapolis Community and Technical College has seen enrollment grow for its aircraft maintenance program, located inside the Delta Air Lines hangar at Minneapolis-St. Paul International Airport. The airline has also partnered with dozens of other schools around the country to "mentor and source the next generation of aircraft maintenance technicians" as it faces more than 2,000 retirements in the next decade, said Delta spokesperson Morgan Durrant. Across North America, Boeing estimates there will be demand for 193,000 aircraft mechanics over the next 20 years. But aviation programs are costly to maintain and still hard to recruit for. The University of Minnesota Crookston recently suspended its program - which had been around since the school was founded in 1967 - citing increasing expenses and only modest enrollment. Northland Community and Technical College in Thief River Falls has seen its aviation enrollment shrink as a strong economy deters those who might want to go back to school to change careers. Industry support has been crucial to building the workforce pipeline. The rest is up to students. "If you don't get a job in aviation right now, it's because you're not trying," LSC instructor William Beecroft said. "Everybody is begging for mechanics," said Lynn McGlynn, aerospace case manager and academic adviser at Northland Community and Technical College, whose phone rings often with companies looking for recruits. "These companies are going to have to start giving incentives because there's so much competition out there." Aviation services company AAR is looking at offering free mountain bike and kayak rentals on top of tuition assistance and other perks to lure hires. With steady work from United Airlines and a 20-year lease recently signed at the hangar that was once home to Northwest Airlines, the proactive approach is a necessary one. "We're doing a lot of different things to try to attract people to Duluth, and also getting people to change careers," said Pete DeSutter, AAR's director of business development. The publicly traded company, based in Illinois with operations around the world, employs about 350 people in Duluth today. DeSutter wants that number closer to 400, especially with a fourth maintenance line opening this month. Luckily for DeSutter, a lot of new hires are staying: "I would say they're coming in faster than they're leaving." https://www.bostonherald.com/2019/09/30/skys-the-limit-for-aircraft-mechanics-as- industry-soars/ Back to Top Dubai Aerospace drops plans for big aircraft order, targets M&A deal DUBAI (Reuters) - Dubai Aerospace Enterprise favors expanding its fleet via a takeover of a rival after the group was unable to agree on a major order from Airbus (AIR.PA) and Boeing (BA.N), its chief executive said. DAE, which joined the top tier of aircraft lessors with the 2017 acquisition of Dublin- based AWAS, was interested in a near-record purchase of 400 jets from Airbus and Boeing. "It is hard to see how DAE is able to find a way to accept the price and terms and conditions the OEMs (original equipment manufacturer) are offering," CEO Firoz Tarapore told Reuters. A pricing disagreement had been an issue when Tarapore told Reuters in May 2018 DAE was interested in the order. This has led to DAE pursuing other options to increase its portfolio. Boeing declined to comment on customer discussions. Airbus could not be immediately reached for comment. The order for 400 single-aisle aircraft would have been worth more than $40 billion at list prices, though discounts of at least 50 percent are common on large orders. This would have given DAE a pipeline of jets ordered directly from manufacturers on par with its rivals, though the world's biggest planemakers are mostly sold out of their workhorse single-aisle jets until 2024. reut.rs/2nC29HQ The long wait is not a concern for the Dubai state fund company which wants to double its portfolio to 800 jets within the next six to eight years. But Tarapore said the difference between the order price and the rental available in the leasing market was "so large that it doesn't make any sense to have any hope that the gap narrows in the near future." "If you are sold out for four years what is your incentive to sell the first unit of the fifth year at any price other than the absolute highest price you can charge for it?" Tarapore said. DAE could revisit a direct order in two years time as manufacturers clear their backlog of deliveries, though for now terms were "completely mispriced," Tarapore said. Instead, the Dubai-headquartered firm will look at expanding through organic growth, including sale and leaseback deals with airlines, as well as a potential takeover of a large rival. "I think that our DNA is more aligned with doing a large, inorganic transaction and to supplement an inorganic transaction with organic growth," Tarapore said. Tarapore said an ideal takeover target would have around 100 to 200 jets in its fleet and none on order, but there are few of these. "Whatever we end up buying has to advance our strategic objectives. As long as it does that, the price for that can be easily contextualised. That does not mean we are going to pay an insane price. It just means that for the right asset we would be willing to pay the market price." DAE was set up in 2006 with the aim of becoming one of the world's biggest aircraft lessors, but started cancelling orders in 2010 as funds dried up following Dubai's debt crisis. The 2017 acquisition of AWAS, the industry's 10th-biggest firm at the time, tripled DAE's portfolio to about 400 owned, managed and committed aircraft worth over $14 billion. Last week, it announced it had received a mandate from a fund manager to source and manage a $1.4 billion portfolio of jets. That mandate will focus on Airbus A320ceo and Boeing 737NG jets, sourced from outside DAE's existing portfolio. The company also plans to raise more than $500 million once it obtains credit ratings from agencies S&P and Moodys. DAE has an investment grade credit rating of BBB- (minus) by Fitch. Part of this money will be used to cover a $500 million debt maturity in August 2020, Tarapore said. https://www.reuters.com/article/us-dubai-aerospace-m-a-exclusive/exclusive-dubai- aerospace-drops-plans-for-big-aircraft-order-targets-ma-deal-idUSKBN1WF0QM Back to Top Why Is The Percentage Of Women Pilots So Low? Most people, when they think about a pilot, they generally imagine a male figure. Indeed, more males than females dominate the pilot industry. Although every year, the number of female pilots keeps increasing, there still is a significant gap in the number of male and female pilots. And, in the upper echelons of airline management, the male domination is quite stark. The number of women in aviation keeps growing 4.4% of pilots in the United States, according to a CAPA study, are women. Over a ten year period, however, the share of female pilots grew from 3.7% to 4.4%. In the UK, 4.3% of airline pilots are female- up from the 3.4% ten years prior. In terms of airlines in 2018, United had over 900 female pilots, Delta was behind at close to 700, American topped 600. Lufthansa, Indigo, Skywest, and Southwest all had just over 300, but under 400 female pilots. Other major airlines, including British Airways, Air Canada, Air India, KLM, and Cathay Pacific also have a significant share of women pilots. Delta has one of the highest numbers of female pilots in the industry. Photo: Delta Air Lines Stereotypes of women in aviation Phrases such as "trolley dolly" reinforce negative stereotypes surrounding women in aviation. Indeed, most women in aviation work as members of cabin crew. Part of this comes from standardized roles for men and women back in the Golden Age of Aviation. When air travel started, the idea for flight attendants was to provide hospitality in the sky in addition to safety. Nowadays, however, airlines and professional groups are going the extra mile to recruit more female pilots. Flight academies and professional organizations bring together resources and support services to encourage more women to enter the aviation world. These include organizations like the Women in Aviation International and the International Society of Women Airline Pilots. Will there be more women pilots? In short, yes! Part of the solution to the lack of pilots involves diversifying the field both in terms of gender and race or ethnicity. Not to mention, around the world, many aviation markets are in huge demand for pilots. Several airlines, like American Airlines, are making an active effort to highlight the role of women in history and cockpit crew. American Airlines is highlighting the role of women in their history. Photo: American Airlines Hopefully, in the future, the number of female pilots do increase. For young women considering a career in aviation, a job as a pilot can be quite rewarding. With opportunities for growth and travel, the job of a pilot is not without its challenges but should be open for applications regardless of gender. https://simpleflying.com/women-in-aviation/ Back to Top NASA Hires Company to Build Spacecraft for the Artemis Moon Missions The Orion capsule shown here will make NASA's first Artemis mission, an uncrewed test flight to the moon. NASA recently tasked a company to open production on the spacecraft that will bring astronauts to the moon as part of the Artemis program. Lockheed Martin - the builder of the Orion spacecraft for moon missions - received a contract promising at least six spacecraft orders from NASA. The contract could include as many as 12 orders before the contract's expiration date, which is Sept. 30, 2030, according to a NASA statement about the contract. Orion will be used to bring astronauts into orbit around the moon. The agency plans to build a Gateway space station in lunar orbit in the coming years and to land humans on the surface of the moon in 2024. While astronauts landing on the moon will use a landing craft, the Orion spacecraft will bring them most of the way there - from Earth to the Gateway and back. "This contract secures Orion production through the next decade, demonstrating NASA's commitment to establishing a sustainable presence at the moon to bring back new knowledge and prepare for sending astronauts to Mars," NASA Administrator Jim Bridenstine said in the statement. NASA plans to order the spacecraft in groups of three to make the production of Orion spacecraft as efficient as possible, and thus lower costs. The agency has ordered three Orion spacecraft for Artemis missions III through V, which together costs about $2.7 billion. The next three missions, which NASA plans to order in fiscal year 2022, will cost $1.9 billion, according to the agency. NASA added it is taking other measures to reduce cost, such as reusing each spacecraft at least once and issuing fixed-price orders for future missions once the production line has matured. https://www.space.com/nasa-chooses-human-moon-spacecraft-manufacturer.html Back to Top GRADUATE RESEARCH SURVEY Dear Participants, You are being asked to participate in a research study to assess a pilot's trust in air traffic controllers. This study is expected to take approximately 5 minutes of your time. In order to participate, you must be a resident of the United States, at least 18 years old, and a certified pilot. Participation in this study is voluntary, and you may choose to opt out of the study at any time. If you choose to opt out, your data will be immediately destroyed. We appreciate your consideration and time to complete our study. Please click on or copy and paste the URL below: https://forms.gle/JmvoYiUBb3BfJbgY9 For more information, please contact: Brad Baugh, Ph.D. in Aviation Candidate baughfd0@my.erau.edu We appreciate your interest and participation! Back to Top Back to Top Manager, Internal Evaluation Program Internal Evaluation is an essential component of Safety Management Systems (SMS). This role will partner with the SMS Director to help department heads implement best practices and measure their success against established metrics. Responsible for developing and executing the internal audit process to evaluate NetJets Aviation's operational policies and procedures. Design audit standards that will objectively examine internal processes for conformity to accepted best practices and compliance with regulatory standards. Report findings to the responsible department heads and assist in developing corrective action plans. The position will also coordinate third-party audits performed on NetJets Aviation and may serve as a Point of Contact for audit vendors. 30%: Develop and maintain internal audit processes, procedures, and documentation to analyze NetJets Aviation flight operations, training, and maintenance policies. 30%: Conduct internal audits on a schedule to be adjusted annually; report findings and observations to affected managers. 20%: Conduct all federal and other relevant regulatory compliance analysis related to flight and maintenance operations as assigned. 10%: Coordinate audits performed on NetJets by third-party vendors and prepare departments for external audits. 10%: Support SMS change-management initiatives as a subject matter expert or team leader as required. Education Level: Bachelor's Degree Course of Study/Major: Aviation / Business or related field, or equivalent combination of training and experience. Type of Credentials/Licenses: FAA Commercial Pilot, Aircraft Dispatcher, or Maintenance Technician Related Work Experience: 6-8 years * 2+ years in an aviation management position (dispatch, maintenance, scheduling, in-flight), or as a line pilot, with a certified air carrier (91K, 135, or 121). * In-depth knowledge of SMS concepts and the carrier's regulatory environment. * Working knowledge of auditing principles, standards, and practices. * Experience with root-cause analysis and process development. * Excellent written and oral communication skills. * Demonstrated leadership skills and ability to manage multiple projects and/or working groups. * Outstanding analytical and problem-solving abilities. To apply, please visit www.netjets.com/careers Back to Top Maintenance Safety Specialist The Maintenance Safety Specialist position assists the Director, Maintenance Safety in the execution of the comprehensive NetJets Safety Program. This includes reviewing, evaluating and processing safety reports, analyzing data, assessing risks and making recommendations on how to minimize the risks involved in NetJets flight and maintenance operations. Assist the Director, Maintenance Safety in development and execution of the NJA safety programs through: 50%: Evaluate, analyze and process safety reports submitted to any of the NJA administered Aviation Safety Action Programs (ASAP) including but not limited to: * Investigating the issues raised in each safety report * Make recommendations to management regarding changes to policy, procedures and practices to enhance safety * Collection and analysis of policy, maintenance records, and fatigue assessments to determine if safety enhancements are available or warranted. * Provide opinion and interpretation of collected materials to the ASAP ERC. * Act and speak on behalf of NJA as the ASAP Event Review Committee (ERC) representative on a rotating basis. * Administer corrective actions in response to ASAP ERC findings. 20%: Participate in, or conduct research into irregular events occurring during NJA maintenance flight operations 10%: Research and analyze trend data in the NetJets Safety Program and other industry data. 10%: Track ASAP related safety recommendations and corrective actions to ensure that follow-up actions have been taken that are effective. Determine if the actions have been effective and if not, make recommendations for additional changes or corrective action. 5%: Contribute to the production of the NetJets Aviation Safety Action Program (ASAP) quarterly newsletters. 5%: Acts as an information conduit to bring safety of flight issues to the attention of management and to deliver safety information to NJA employees. Education Level: High School Graduate Type of Credentials/Licenses: Maintenance Technician Certificate, A&P License Related Work Experience: 2 years or equivalent experience Required: * Must be able to work independently and use independent discretion and judgment. * Exposure to responding to irregular events as well as identifying, evaluating and writing risk assessments for said events. * Familiarity with safety analysis, trending and risk assessment. * Ability to use sound judgment in analyzing reports, assessing risks and making recommendations. * Must possess a demonstrated high degree of personal and professional integrity with the ability to maintain confidentiality. * Detail oriented characteristics with an ability to prioritize multiple objectives in a dynamic environment with constantly shifting priorities. * Strong verbal and written communication with the ability to write effective reports, business correspondence and procedure manuals. * Technical computer expertise and proficient knowledge in commercial off-the-shelf applications, such as Microsoft Office (Word, Excel, and PowerPoint). * Must be effective working both individually as well as in a team environment with the ability to interact in a tactful manner. * Able to read and interpret general business periodicals, professional journals, technical procedures and governmental regulations with a working knowledge of applicable Federal Aviation Regulations. * Demonstrated ability to interact with people at varying levels of authority. Desired: * Operational Experience within Aviation Safety, Flight Operations, Maintenance, or equivalent transportation industry. * Professional training and/or education in safety or investigation fundamentals. * Experience or training in Aviation Safety Action Program (ASAP). * Professional experience and/or education in aviation safety investigations with particular experience or training in Aviation Safety Action Program (ASAP). * Professional experience and/or education in aviation safety. * Demonstrated public speaking and presentation skills with the ability to effectively present on both the individual level and to large audiences, including NetJets employees, industry professionals and federal agencies. To apply, please visit www.netjets.com/careers Back to Top Technical and Training Manager Flight Safety Foundation l BARS Melbourne, Australia An exciting role for a high-performing aviation expert as Technical and Training Manager with Flight Safety Foundation. Flight Safety Foundation is a non-profit organization staffed and managed by a small group of specialists in aviation safety and aviation communications. Operations are overseen by a board of governors, with primary guidance by a foundation governance council. The board is composed of executives from all segments of the global aviation industry to provide as broad a view of issues as possible. In addition, several standing advisory committees and ad hoc study groups provide focused, detailed direction and assistance in identifying and addressing opportunities for the continual improvement of aviation safety worldwide. Founded in 1947, today, membership includes more than 1,000 organizations and individuals in 150 countries. The Foundation is based in Alexandria, Virginia, USA and has a regional office in Melbourne, Australia. The predominant purpose of the Melbourne office of FSF is to run the BARS Program. The BARS Program is made up of a suite of risk-based aviation industry Standards with supporting Implementation Guidelines. There are dedicated Standards for Contracted Aviation Operations, Offshore Helicopter Operations, Aerial Mustering and Remotely Piloted Aerial Systems. The role of Technical and Training Manager has been created to support the Managing Director in the delivery of the BARS Program objectives and support the Technical team in the function of the Audit Program delivery and quality control. We are seeking to appoint a candidate with the following credentials: - Relevant tertiary qualifications in Business and/or Engineering, * Extensive experience (10-15+ years) in either flight operations (pilot or flight engineer) roles or a maintenance & engineering role. * Aviation background and knowledge-based leadership (through aviation technical expertise) is critical to the success of the role * The ability to lead and coach the Technical team by developing and educating them in areas of aviation safety. * Deep understanding of Safety Management Systems (SMS) (ICAO Annex 19 and Doc 9859) and Quality principles (ISO 9001:2016 or ISO 9000). * Experience in delivering training in a classroom environment. * Excellent written skills to undertake data analysis and prepare reports. * Excellent communications skills and the ability to confidently present at Public Speaking events * Strong analytical skills to interpret complex data * Strong organisational and project management skills * Competent with Microsoft Office - Word, Excel PowerPoint and Outlook * Tableau or Power BI would be an advantage * Prepared to travel domestically and internationally regularly (unrestricted passport) * Pilots - Accident free record This role will be based in Collins Street, Melbourne, Australia For a confidential discussion about this role or to receive a copy of a detailed Position Description, please contact Jennifer Galvin-Rowley on +61 410 477 235 or email jen@galvinrowley.com.au Applications should be made online by visiting www.galvinrowley.com.au Curt Lewis