Flight Safety Information November 25, 2019 - No. 243 In This Issue Accident: British Airways A320 at Paphos on Oct 19th 2019, fumes in cockpit Incident: Canada B788 over Atlantic on Nov 23rd 2019, cracked windshield Incident: Aeroflot A320 near Rostov on Don on Nov 24th 2019, first officer dies in flight Busy Bee Congo Dornier 228 crashes after takeoff from Goma Incident: UIA B738 at Lviv on Nov 23rd 2019, runway excursion during line up Incident: Delta B752 near Syracuse on Nov 22nd 2019, engine shut down in flight Incident: Neos B738 near Bari on Nov 21st 2019, pitot problems Incident: TAROM B737 near Bucharest on Nov 22nd 2019, suspected hydraulic leak Incident: Delta BCS1 near Salt Lake City on Nov 21st 2019, navigation system problems Incident: PIA AT42 at Islamabad on Nov 22nd 2019, engine shut down in flight Boeing 737-401 - Landing Gear Collapse (Colombia) Aeroflot Pilot Dies Following Mid Air Heart Attack HIGHLY RESPECTED AVIATION EXPERTS CRITICAL OF LION AIR PILOTS AND CRASH REPORT Canadian air safety official urges removal of key software from Boeing 737 MAX These are the world's 'most excellent' airlines for 2020, according to AirlineRatings.com Tanzania protests aircraft impoundment USC Aviation Safety & Security Program BlazeTech Aircraft Fire Hazards, Protection and Investigation Course - May 26- 28, 2020 in Woburn MA, USA Accident: British Airways A320 at Paphos on Oct 19th 2019, fumes in cockpit, both pilots partially incapacitated A British Airways Airbus A320-200, registration G-GATL performing flight BA-2676 from London Gatwick,EN (UK) to Paphos (Cyprus), was descending through 8000 feet to 6000 feet towards Paphos when the first officer noticed an unusual odour in the cockpit and queried the captain whether he would also smell onion bahjis, the captain indicated he did not. About 30 seconds later the first officer felt his arms and legs were tingling and he had the impression he was about to faint. He donned his oxygen masks and made sure oxygen was set to 100%. He then turned to the captain telling him, he didn't feel good, but there was no response, the first officer then indicated he was incapacitated, still no response from the captain. After a couple of seconds the captain finally reacted stating very slowly he didn't feel good, too, and donned his oxygen mask. Both pilots verified the captain's oxygen was set to 100%. During that time several calls by ATC to descend to 4000 feet went unnoticed. The pilots recovered a bit, however, could not establish two way communication between them with the oxygen masks on, they figured the captain could hear the first officer but the first officer could not hear the captain. The captain was pilot flying and began to point to the checklist to be executed (smoke, fire, fumes), then throughout the approach pointed to the relevant levers to be operated for flaps and gear extension while the first officer continued to communicate with ATC and read the checklists. The aircraft landed safely on Paphos' runway 29 about 13 minutes after the onset of trouble, the crew opened the cockpit windows immediately after roll out before taxiing to the stand. Following shut down at the stand the captain went to the lavatory almost immediately, while the first officer checked with the cabin whether there was everything okay. The cabin had not noticed anything untoward, however, the flight attendant was shocked by the view of the first officer being completely pale. She stated there was a strong smell of fuel from the cockpit when the cockpit door opened. The tingling, confusion and difficulties to concentrate continued past the landing despite the oxygen mask. Both pilots went to a hospital where they were both diagnosed with very low blood oxygen saturation and feaver. The doctors recommended the flight crew to stay in hospital overnight for monitoring, however, the pilots preferred to go to the hotel and returned to London the next day as passengers, refusing to fly on the occurrence aircraft. The occurrence aircraft remained on the ground for about 27 hours, then returned to London Gatwick as flight BA-2675 and continued service. http://avherald.com/h?article=4cfb5c82&opt=0 Back to Top Back to Top Incident: Canada B788 over Atlantic on Nov 23rd 2019, cracked windshield An Air Canada Boeing 787-8, registration C-GHQY from London,EN (UK) to Toronto,ON (Canada), was enroute at FL390 over the Atlantic Ocean about 300nm northwest of Shannon (Ireland) when the crew decided to divert to Dublin (Ireland) due to a cracked windshield. The aircraft descended to FL250, the crew requested and was cleared to dump fuel on the way to Dublin. The aircraft landed safely on Dublin's runway 10 about 55 minutes after leaving FL390. A replacement Boeing 787-8 registration C-GHPT reached Toronto with a delay of about 24 hours. The occurrence aircraft is still on the ground in Dublin about 30 hours after landing. http://avherald.com/h?article=4cfb55ca&opt=0 Back to Top Incident: Aeroflot A320 near Rostov on Don on Nov 24th 2019, first officer dies in flight An Aeroflot Airbus A320-200, registration VP-BLH performing flight SU-1546 from Moscow Sheremetyevo to Anapa (Russia), was enroute at FL350 about 120nm north of Rostov on Don (Russia) when the first officer's (49) health rapidly deteriorated prompting the captain to divert the aircraft to Rostov on Don, the first officer collapsed and did not show any sign of life anymore during the approach. The aircraft landed safely, medical services attended to the first officer but had to pronounce him dead. The aircraft remained on the ground for about 3:15 hours, then continued the journey with a replacement crew and reached Anapa with a delay of 3 hours. http://avherald.com/h?article=4cfb4f8d&opt=0 Back to Top Busy Bee Congo Dornier 228 crashes after takeoff from Goma Date: Sunday 24 November 2019 Time: ca 09:15 Type: Dornier 228-201 Operator: Busy Bee Congo Registration: 9S-GNH C/n / msn: 8030 First flight: 1984-05-06 (35 years 7 months) Engines: 2 Garrett TPE331-5-252D Crew: Fatalities: 2 / Occupants: 2 Passengers: Fatalities: 15 / Occupants: 15 Total: Fatalities: 17 / Occupants: 17 Ground casualties: Fatalities: 12 Aircraft damage: Destroyed Aircraft fate: Written off (damaged beyond repair) Location: near Goma Airport (GOM) ( Congo (Democratic Republic)) Phase: Takeoff (TOF) Nature: Domestic Scheduled Passenger Departure airport: Goma Airport (GOM/FZNA), Congo (Democratic Republic) Destination airport: Beni Airport (BNC/FZNP), Congo (Democratic Republic) Narrative: A Busy Bee Congo Dornier 228-200 aircraft crashed shortly after takeoff from Goma, D.R. Congo. The aircraft crashed onto buildings in the Birere neighbourhood south of the airport and a fire erupted. All 17 occupants and several persons on the ground were killed. https://aviation-safety.net/database/record.php?id=20191124- Back to Top Incident: UIA B738 at Lviv on Nov 23rd 2019, runway excursion during line up An UIA Ukraine International Airlines Boeing 737-800, registration UR-PST performing flight PS-34 from Lviv to Kiev (Ukraine) with 157 people on board, was taxiing for departure from runway 13 at about 07:00L (05:00Z) about to line up the runway via taxiway 1 past the hold short line when the aircraft veered right off the taxiway and came to a stop with nose and right main gear on soft ground in the corner between runway and taxiway. The airport reported there was supercooled rain at the time, the aircraft hit an icy patch and skidded off the taxiway while turning onto the runway. The aircraft was pulled back to the apron about 4:20 hours later and airport operations resumed. http://avherald.com/h?article=4cfa7a32&opt=0 Back to Top Incident: Delta B752 near Syracuse on Nov 22nd 2019, engine shut down in flight A Delta Airlines Boeing 757-200, registration N703TW performing flight DL-2531 from Boston,MA to Los Angeles,CA (USA) with 164 people on board, was enroute at FL330 about 70nm east of Syracuse,NY (USA) when the crew received indications of oil pressure problems with one of the engines (PW2040) and decided to shut the engine down. The crew diverted to Syracuse, drifted down to 9000 feet and indicate to ATC they were in no hurry to land, working checklists and needing to burn off fuel though they had the authority to land overweight if they needed to. They received a 0 oil pressure indication for the right hand engine. The aircraft landed safely on runway 28 about 50 minutes after leaving FL330, requested emergency services to check out their right hand side before vacating the runway and taxiing to the apron. Emergency services reported seeing no leaks. A replacement Boeing 757-200 registration N702TW reached Los Angeles with a delay of 6:45 hours. https://flightaware.com/live/flight/DAL2531/history/20191122/2305Z/KBOS/KSYR http://avherald.com/h?article=4cfaa2b0&opt=0 Back to Top Incident: Neos B738 near Bari on Nov 21st 2019, pitot problems A Neos Boeing 737-800, registration I-NEOW performing flight NO-4072 from Milan (Italy) to Luxor (Egypt), was enroute at FL350 about 80nm southsouthwest of Bari (Italy) when the crew decided to return to Milan due to problems with the pitot system. The aircraft climbed to FL360 for the 500nm back to Milan and landed safely back at Malpensa Airport about 85 minutes later. The aircraft remained on the ground for about 3:15 hours, then departed again and reached Luxor with a delay of about 7.5 hours. http://avherald.com/h?article=4cfaa7ee&opt=0 Back to Top Incident: TAROM B737 near Bucharest on Nov 22nd 2019, suspected hydraulic leak A TAROM Boeing 737-700, registration YR-BGI performing flight RO-301 from Bucharest (Romania) to Frankfurt/Main (Germany), had just reached cruise level FL400 about 120nm northwest of Bucharest when the crew decided to return reporting they suspected a possible hydraulic leak. The aircraft landed safely on runway 08L about 50 minutes after departure. A replacement Boeing 737-700 registration YR-BGH reached Frankfurt with a delay of 4.5 hours. The occurrence aircraft returned to service after about 7 hours on the ground. http://avherald.com/h?article=4cf9f87b&opt=0 Back to Top Incident: Delta BCS1 near Salt Lake City on Nov 21st 2019, navigation system problems A Delta Airlines Bombardier C-Series CS-100, registration N124DU performing flight DL-2665 from Denver,CO to Seattle,WA (USA), was enroute at FL360 about 140nm north of Salt Lake City,UT (USA) when the crew decided to divert to Salt Lake City reporting problems with the navigation systems. The aircraft landed safely on Salt Lake City Airport's runway 16L about 30 minutes later. A passenger reported they were about 80 minutes into the flight when the inflight entertainment system switched from destination Seattle to Salt Lake City, no announcement was made. Some time later the captain announced due to problems with the navigation systems they needed to divert to an airport with VFR weather, they would therefore divert to Salt Lake City. A replacement CS-100 registration N126DU reached Seattle with a delay of 5 hours. https://flightaware.com/live/flight/DAL2665/history/20191121/1505Z/KDEN/KSEA http://avherald.com/h?article=4cf9f54c&opt=0 Back to Top Incident: PIA AT42 at Islamabad on Nov 22nd 2019, engine shut down in flight A PIA Pakistan International Airlines Avions de Transport Regional ATR-42-500, registration AP-BHH performing flight PK-650 from Lahore to Islamabad (Pakistan) with 38 passengers, was on approach to Islamabad when the crew needed to shut the left hand engine (PW127) down, the crew suspected a foreign object ingestion. The aircraft continued for a safe landing in Islamabad. A replacement ATR-42 continued the schedule. http://avherald.com/h?article=4cf9eb65&opt=0 Back to Top Boeing 737-401 - Landing Gear Collapse (Colombia) Date: Friday 22 November 2019 Time: 19:16 Type: Boeing 737-401 Operator: Avior - Aviones de Oriente Registration: YV3012 C/n / msn: 23990/1732 First flight: 1989-06-02 (30 years 6 months) Engines: 2 CFMI CFM56-3B2 Crew: Fatalities: 0 / Occupants: Passengers: Fatalities: 0 / Occupants: Total: Fatalities: 0 / Occupants: Aircraft damage: Substantial Location: Bogotá-Eldorado Airport (BOG) ( Colombia) Phase: Landing (LDG) Nature: International Scheduled Passenger Departure airport: Valencia Airport (VLN/SVVA), Venezuela Destination airport: Bogotá-Eldorado Airport (BOG/SKBO), Colombia Flightnumber: 9V1400 Narrative: Avior flight 1400, a Boeing 737-400, suffered a collapse of the right-hand main landing gear on landing at Bogotá-Eldorado Airport, Colombia. The aircraft operated on a flight from Valencia. https://aviation-safety.net/database/record.php?id=20191122-0 Back to Top Aeroflot Pilot Dies Following Mid Air Heart Attack A Russian Aeroflot pilot has died following a mid-air heart attack. Aeroflot flight number SU1546 from Moscow Sheremetyevo Airport (SVO) to Anapa Airport (AAQ) departed Moscow on time at 08:20 local time. While cruising at 33,000 feet on route to the popular Black Sea resort of Anapa the co- pilot of the aircraft, an Airbus A320 registration number VP-BLH complained about not feeling very well. aeroflot-airbus-a320 Aeroflot A320 makes an emergency landing after the co-pilot suffered a heart attack. Photo: Alex Beltyukov Wikimedia commons After dispatching one of the flight attendants to see if the aircraft had a doctor onboard and then having her come back empty-handed, the captain decided to make an emergency landing at the nearest suitable airport. The co-pilot was only 49-years-old While radioing ahead to Platov International Airport (ROV) in Rostov-on-Don the captain of the plane advised the tower that he had a medical emergency aboard the aircraft. When giving him permission to land the tower at ROV the tower said they would have medical staff standing by to meet the aircraft when it landed at Rostov at 09:57. Despite a medical team boarding the aircraft and an ambulance standing by a source told the Russian TASS news agency that the 49-year-old co-pilot had suffered a massive heart attack in the cockpit and died sometime during the emergency landing. The cause of death appears to be from a massive heart attack Medical staff on the ground were unable to resuscitate the dead pilot and took the body away in the ambulance. "Unfortunately it was not possible to resuscitate the pilot," an Aeroflot spokesman told RBC news outlet who passed the information on to TASS. "He died in the ambulance." "We express our sincere condolences to his family and friends." Preliminary reports point to the unexpected death as being due to a heart attack or thrombosis. The Russian Investigative Committee's southern investigative department will now launch an investigation into the pilot's death and the hours running up to it. The aircraft later took off from Platov International Airport at 13:12 and landed in Anapa at 13:53. Incidents like this are extremely rare Incidents like the one today in which one of the pilots suffered a heart attack are extremely rare with airline pilots required to take a physical exam every 12 months. Captains over the age of 40 are required to have a medical check-up every six months. If ever one of the two pilots should suffer a heart attack or be unable to fly the aircraft the other pilot in the cockpit is more than capable of landing the plane. Back in 2010 Ryanair boss Michael O'Leary famously said that short-haul flights only needed to have one pilot onboard. Fortunately for us, the European Aviation Safety Agency requires and airliner to have two pilots in the cockpit. It is tragic that something like this ever occurs but to quote my favorite quote from John Lennon. "Life is what happens to you while you're busy making other plans." https://simpleflying.com/aeroflot-pilot-heart-attack/ Back to Top HIGHLY RESPECTED AVIATION EXPERTS CRITICAL OF LION AIR PILOTS AND CRASH REPORT Photo: Lion Air Former NTSB crash investigator is highly critical of the Indonesian NTSC report and the primary conclusion that the MCAS software caused the crash of LionAir Flight 610 in October last year. Well known, former NTSB crash investigator and air safety expert Greg Feith, says the Indonesian NTSC 322-page report, issued last month, into the LionAir 737MAX tragedy presents an in-depth account of the "factual" information developed during the course of the investigation. However, Feith says of the report, "there are so many flaws in logic, failures to properly analyze the facts, and failures to hold persons or organizations accountable and much more. They (NTSC) obviously reverse-engineered the "facts" to support their preconceived conclusions that the airplane and MCAS are to blame," said Mr Feith. "The NTSC stated the pilots, especially the First Officer, had significant training deficiencies and lacked basic flying skills. These same deficiencies occurred during the accident flight. These two pilots had no business being in the cockpit and the airplane should not have been operated because of all the maintenance issues that began at the beginning of October, and were not corrected, making the airplane unairworthy." Feith questions the NTSC's silence regarding "the oversight by the Indonesian DGCA and the accountability of LionAir, especially after the airline had several serious incidents and accidents in the past 6 years. Mr Feith's views are supported by a well-respected Airbus training captain, who told AirlineRatings.com the first officer "could not fly". "The report on the FO is an eye-opener as he is constantly very poor in all phases of operating an aircraft," the training captain said. "The report indicates a lot of additional training in standard operating procedures and emergencies and this was repeated on almost every subsequent training session but the problems were never resolved. "There is a continual mention of a very poor instrument scan which was also never resolved. Even more deeply troubling was that, according to the pilot reports, the first officer didn't understand and had difficulty handling aerodynamic stalls, a fundamental of flying." "That FO could not fly and I wonder why the Lion Air trainers didn't cull him as his performance at proficiency checks are all fail items." That assessment is supported by one of the world's leading flight crew trainers, who told Airline Ratings.com "it would appear that much had been overlooked in order to keep the FO operational". He said the captain had his issues, too, and asks why the two margin pilots were put together. "While there are 'green-on-green' restrictions for the pairing of flight crew with respect to time on type (of plane), this accident makes a compelling case against pairing marginal performing pilots together as well," he said. Both the captain and first officer acted as the pilot flying on the fatal flight and the FO was in command when it crashed. The Digital Flight Data Recoder revealed that the inputs (to correct the nose down pitch from MCAS) from the FO were weaker than the captains, who seemed to have some control over the aircraft. Why the capatin didn't take back control of the 737 is a mystery. Earlier this month a panel of US government flight-safety experts, the Technical Advisory Board, said that Boeing's redesign of the 737 MAX complied with regulations and was "safe". The Technical Advisory Board, created after the 737 MAX jet was grounded in March has just presented its preliminary report to the FAA. The TAB is made up of aviation experts from the US Air Force, the Volpe National Transportation Systems Center, NASA and FAA. And US and Europe regulators said the 737 crashes are a watershed for the industry and that previous assumptions on pilot competency have to be re-evaluated for all new designs. https://www.airlineratings.com/news/highly-respected-aviation-experts-critical-lion-air- pilots-crash-report/ Back to Top Canadian air safety official urges removal of key software from Boeing 737 MAX An Air Canada Boeing 737 MAX 8. The aircraft remains grounded after two fatal crashes. (Darryl Dyck / The Associated Press) A senior engineer at Canada's air-safety regulator this week expressed low confidence in Boeing's fix for the flight-control software on the 737 MAX, citing "new issues constantly appearing" with the proposed upgrade, and urged instead the removal of the software from the aircraft. In an email sent Tuesday to peers in the U.S., Europe and Brazil, the senior safety official wrote that "The only way I see moving forward at this point ... is that MCAS has to go." He was referring to the Maneuvering Characteristics Augmentation System (MCAS), the new flight-control software on the MAX that repeatedly pitched down the aircraft in the fatal accidents in Indonesia and Ethiopia. Though Boeing has all but finalized substantial changes to MCAS that it believes will definitively prevent such accidents from recurring - and has said the target is to win FAA clearance by year-end - the Canadian engineer's message casts doubt on whether the regulatory approval process can be completed that soon. The message from Jim Marko, engineering manager for Aircraft Integration & Safety Assessment at Transport Canada and a 30-year veteran of the agency, refers to "the continuance of open issues and new issues constantly appearing" with Boeing's proposed fix. Even if Marko's dissent gains no support and the regulatory authorities proceed with the software upgrade rather than its removal, at this late juncture his message indicates a surprising lack of confidence in Boeing's fix. "Judging from the number and degree of open issues that we have, I am feeling that final decisions on acceptance will not be technically based," Marko wrote. "This leaves me with a level of uneasiness that I cannot sit idly by and watch it pass by." He sent his email, along with an attached presentation laying out some technical points, to counterparts at the Federal Aviation Administration (FAA), the European Union Aviation Safety Agency (EASA) and Brazilian air safety regulator Agência Nacional de Aviação Civil (ANAC). In wording that may stoke public fears about the safety of the MAX, Marko wrote that his suggestion of removing MCAS is a way "to get some confidence back to us all that we as Authorities can sleep at night when that day comes when the MAX returns to service." "MCAS introduced nasty behaviors that have to be suppressed which are not on the (older model 737) NG," he wrote. "Are we all smart enough to think that we have wrapped a net around anything that can go wrong from hereon in?" Responding to news of Marko's message, which was was first reported Friday by the New York Times, Transport Canada neither accepted nor rejected his views, instead characterizing the email as the product of "working level discussions between highly trained aircraft certification experts of key aviation authorities who have been given wide latitude for assessing all issues and looking at all alternatives for the safe return to service of the aircraft." "The views are at the working level and have not been subject to systematic review by Transport Canada," said the agency's director general for Civil Aviation, Nicholas Robinson, in a statement. Boeing in a statement said that "we continue to work with global regulators to provide them the information they are requesting." And the FAA echoed Transport Canada's position, citing its "transparent and collaborative relationship with other civil aviation authorities as we continue our review of changes to software on the Boeing 737 MAX." "The FAA and its international partners have engaged in robust discussions at various stages in this process as part of the thorough scrutiny of Boeing's work," the FAA added. "This email is an example of those exchanges." Marko's suggestion of dumping the flight-control system instead of fixing it is startling because various investigative reports and briefings suggest that without MCAS, the MAX may not meet FAA certification requirements. Boeing has said it added MCAS to make the MAX handle exactly like the older 737 NG model, specifically to achieve a smooth change in the forces on the control column as the plane performs an extreme maneuver called a "windup turn," a spiraled banking turn that approaches a stall. A smooth change in those control column forces in that turn is also a certification requirement. A recent report on the MAX accidents by a team of international regulators - the Joint Authorities Technical Review (JATR) - noted that "an unaugmented design (without MCAS) would have been at risk of not meeting (federal regulations that cover) maneuvering characteristics requirements due to aerodynamics." Marko suggests in his email that while taking out MCAS would have an impact on "handling and compliance" with certification requirements, the issues raised would be small enough in effect that it's "something we could easily find a way to accept." Marko ends the email by stating that Transport Canada management may move on his concerns soon. More than 700 MAXs are parked worldwide awaiting final clearance to carry passengers. Marko's full email message and presentation were published Friday afternoon on aviation news site The Air Current. https://www.seattletimes.com/business/boeing-aerospace/canadian-air-safety-official- urges-removal-of-key-software-from-boeing-737-max/ Back to Top These are the world's 'most excellent' airlines for 2020, according to AirlineRatings.com 10. Virgin Australia: AirlineRatings.com has revealed the world's 'most excellent' airlines for 2020. Virgin Australia just makes it into the top 10. The Aussie carrier also snagged the Best Cabin Crew and Best Economy Class awards. Courtesy Virgin Australia (CNN) - It's a country characterized by sandy beaches, jaw-dropping glaciers and sweeping mountain ranges -- and an industry-leading airline. Air New Zealand is Airline of the Year for 2020, according to AirlineRatings.com, the Australia-based aviation safety and product rating agency. AirlineRatings.com says the Kiwi carrier's record-breaking performance and inflight innovations -- not to mention its safety record and staff motivation -- earned it the win. Taking back the number one slot from last year's winner Singapore Airlines, this is Air New Zealand's sixth time winning the travel award. The Airline Excellence Awards cover the best of the best in the aviation world, recognizing the swankiest airline lounges, finest first class cabins and most exciting in- flight entertainment. "In our analysis Air New Zealand came out number one in most of our audit criteria, which is an outstanding performance when it is up against carriers with more resources and scale," says Geoffrey Thomas, editor-in-chief of AirlineRatings.com. Qantas won the Best Lounge award. Courtesy of Qantas This past year has seen airlines striving towards ultra long-haul flights and -- conversely -- assessing aviation's carbon footprint. Thomas tells CNN Travel it was Air New Zealand's fleet age that helped cement the airline's eco-conscious status. "In the past 10 years the airline has reduced its fuel burn and thus carbon emissions by almost 22%, ahead of the industry average," he says "The airline has been a pioneer in a number of important industry initiatives such as biofuels and more efficient flight paths as well as a host of on ground improvements such as electric vehicles." AirlineRatings.com's awards are judged by seven experienced editors using international industry and government safety audits, alongside 12 key criteria including fleet age, passenger reviews, investment ratings, staff relations, product offerings and profitability. "The editors said that the competition for top spot was tight with Singapore Airlines, Qantas and All Nippon Airways just being pipped at the post," says Thomas. As for the budget options, JetBlue won Best Low-Cost Airline in the Americas, Wizz won in Europe, Air Arabia in the Middle East and Africa and Air Asia/Air Asia X won for Asia- Pacific. AirlineRatings.com's top 10 airlines for 2020 1. Air New Zealand 2. Singapore Airlines 3. All Nippon Airways 4. Qantas 5. Cathay Pacific 6. Emirates 7. Virgin Atlantic 8. EVA Air 9. Qatar Airways 10. Virgin Australia https://www.cnn.com/travel/article/airline-excellence-awards-2020/index.html Back to Top Tanzania protests aircraft impoundment Tanzania summoned Canada's envoy to protest after an aircraft set to be delivered to state-owned Air Tanzania was impounded in a land compensation dispute, the East African country's government said. The case relates to a lawsuit filed by a retired Tanzanian farmer who claimed compensation over what he says was expropriation of his land several decades ago. Foreign affairs minister Palamagamba Kabudi said the new aircraft, a DHC Dash 8-400 turboprop, was impounded in Canada after an individual filed a claim against the Tanzanian government. "I summoned Canada's high commissioner yest and told her unequivocally the Tanzanian government is disappointed and angered by the move," Tanzania's foreign affairs minister Palamagamba Kabudi said at a swearing-in ceremony in Dodoma for new ambassadors. The minister said Tanzania hired lawyers in Canada to defend against the action, noting it was from the same individual who filed a lawsuit in a South African court claiming compensation from government. South African authorities in August impounded an Airbus 220-300 leased by Air Tanzania with a court later ordering release of the aircraft. The retired farmer's lawyers in that action said he asked not to be named. Under President John Magufuli, who took office in 2015, Tanzania spent millions purchasing at least nine new aircraft for the loss-making state carrier since 2016. The airline's existing fleet, leased from the state-run Tanzania Government Flight Agency (TGFA), includes two Boeing 787-8 Dreamliners, two Airbus A220-300s and three DHC Dash 8-400s. Air Tanzania previously had aircraft targeted in legal action. In 2017, Canadian construction firm Stirling Civil Engineering Ltd seized a new Q400 turboprop planes in Canada over a $38 million lawsuit, before it had been delivered. The Q400 was released in March 2018 after Magufuli sent his prime minister and attorney general to Canada to negotiate. No details were given at the time. Aviation sources said government reached a financial settlement to secure the aircraft. https://www.defenceweb.co.za/aerospace/civil-aviation/tanzania-protests-aircraft- impoundment/ Back to Top USC Aviation Safety & Security Program On-Site and Custom Courses To meet the diverse needs of all elements of the aviation community, the USC Aviation Safety & Security Program offers our courses to be conducted at your facility. Whether you are a small, medium or large organization; a private company, government agency, or the military...we can work with you to bring the right training to your facility. Choose from any of our courses. All of our courses can be customized to fit the specific needs of your organization. Don't see the exact course or subject you want? We have created courses, seminars, and presentations for companies - such as Safety Performance Indicators for Korean Air and Safety Auditing for Quanta Services. To bring USC Aviation Safety & Security Education to your organization, please contact us at hinaba@usc.edu or +1 (310) 342-1352. Earn Credit for FlightSafety Master Technician- Management Program Students taking the following USC courses will earn elective credits towards FlightSafety International's Master Technician-Management Program * Human Factors in Aviation Maintenance * Human Factors in Aviation Safety * Gas Turbine Accident Investigation * Helicopter Accident Investigation * Safety Management for Aviation Maintenance * Safety Management for Ground Operations Safety * Accident/Incident Response Preparedness Earn Points Toward NBAA Certified Aviation Manager Program Students taking the following USC courses will earn two points toward completing the application for the National Business Aviation Certified Aviation Manager Exam. * Aviation Safety Management Systems * Accident/Incident Response Preparedness * Human Factors in Aviation Safety * Aircraft Accident Investigation * SeMS Aviation Security Management Systems For further details, please visit our website or use the contact information below. Email: aviation@usc.edu Telephone: +1 (310) 342-1345 Back to Top Aircraft Fire Hazards, Protection and Investigation Course presented by N. Albert Moussa, PhD, PE May 26 to 28, 2020 BlazeTech Corporation 29 B Montvale Ave, Woburn MA 01801 USA. Dear Colleague, While commercial air transport is very safe, the advent of new technologies poses fire safety challenges that will be treated in this course. This offering draws upon Dr. Moussa's work in this area since 1971 as well as related courses that BlazeTech has been teaching since 1998. Lectures will include an update on Li and Li-ion battery fires, flammability of carbon fiber and glass fiber composites, emerging aviation fluids, engine fires, fuel tank fire/explosion, fire extinguishment methods, protection methods, aircraft accident investigation, and fire/explosion pattern recognition. Recent requirements and accidents are continuously added to the course. For each type of fire, this course will provide a cohesive integrated presentation of fundamentals, small- and large-scale testing, computer modeling, standards and specifications, and real accident investigation - as outlined in the course brochure. This integrated approach will enable you to address safety issues related to current and new systems and circumstances, and to investigate one of a kind fire and explosion accidents. The course will benefit professionals who are responsible for commercial aircraft, helicopters and unmanned aerial vehicles including design, equipment selection, test, operation, maintenance, safety management system, hazard/risk assessment, and accident investigation. View Brochure for course content and registration form (also embedded below). View Testmonials of previous attendees and their Companies. View some of the technical references discussed in this course. We also offer this course at the client site as well as customized courses on fire and explosion in other areas. If you have any questions, please feel free to contact us. Albert Moussa, Ph.D., P.E. BlazeTech Corporation 29B Montvale Ave. Woburn, MA 01801-7021 781-759-0700 x200 781-759-0703 fax www.blazetech.com firecourse@blazetech.com LinkedIn Curt Lewis