Flight Safety Information June 19, 2020 - No. 124 In This Issue Incident: West Atlantic ATP at Birmingham on May 22nd 2020, temporary runway excursion Incident: Perimeter DH8A near Thompson on May 19th 2020, hydraulic failure Boeing F/A-18F Super Hornet...- Accident (Pacific Ocean) FAA to extend medical certificate exception for pilots ACC Aims to Cut Pilot Training Time By Up to Half Air Safety Regulator, Boeing Made Mistakes on 737 MAX, Says Federal Aviation Chief Schatz-Hirono Bill Aims to Improve Air Tour, Skydiving Safety FAA to extend pandemic SFAR beyond June 30 U.S. Senators Introduce Bipartisan FAA Reform Legislation Air India Is Buying 600,000 PPE Kits For Passengers Senators Rip FAA Over Failure To Turn Over 737 Max Documents FAA to Hire More Data Scientists, Software Engineers Under 737 MAX Certification Reform Lufthansa may sell Brussels Airlines or let it go bankrupt Ontario International Airport installs PPE kiosks for travellers Flightdocs Merges with Aircraft Technical Publishers Vega rocket's return-to-flight launch waits for improved wind conditions Position Available: Chief Investigator of Accidents Aviation Safety Survey GRADUATE RESEARCH SURVEY Incident: West Atlantic ATP at Birmingham on May 22nd 2020, temporary runway excursion on second approach A West Atlantic British Aerospace ATP, registration SE-MAO performing flight PT-425 from Guernsey,CI to Birmingham,EN (UK), was on approach to Birmingham's runway 33 in stormy conditions at 13:43L (12:43Z), when the aircraft touched down far down into the runway, began to veer left and lifted off again for a go around. The aircraft positioned for another approach to runway 33 about 15 minutes after the balked landing, touched down again, again began to veer left, departed the runway surface with all gear, rolled parallel to the runway and returned onto the runway surface after slowing down. The aircraft departed Birmingham about 47.5 hours after landing. http://avherald.com/h?article=4d8d2671&opt=0 Back to Top Incident: Perimeter DH8A near Thompson on May 19th 2020, hydraulic failure A Perimeter Aviation de Havilland Dash 8-100, registration C-GPAL performing flight JV-401 from Oxford House,MB to Thompson,MB (Canada) with 18 people on board, was enroute about 50nm southeast of Thompson when the crew received a loss of pressure indication for the #2 hydraulic system. The crew worked the related checklists, declared emergency and continued to Thompson for a safe landing. The Canadian TSB reported a failed nose gear hydraulic hose was replaced. http://avherald.com/h?article=4d8c6d67&opt=0 Back to Top Boeing F/A-18F Super Hornet - Accident (Pacific Ocean) Date: 18-JUN-2020 Time: Type: Boeing F/A-18F Super Hornet Owner/operator: US Navy Registration: C/n / msn: Fatalities: Fatalities: 0 / Occupants: 2 Other fatalities: 0 Aircraft damage: Written off (damaged beyond repair) Location: Philippine Sea - Pacific Ocean Phase: En route Nature: Military Departure airport: USS Theodore Roosevelt (CVN-71) Destination airport: USS Theodore Roosevelt (CVN-71) Narrative: The US Navy F/A-18F Super Hornet crashed into the Philippine Sea on a routine training mission. Both crew ejected safely and were recovered by a helicopter crew from Helicopter Sea Combat Squadron 8. https://aviation-safety.net/wikibase/237095 Back to Top FAA to extend medical certificate exception for pilots The Federal Aviation Administration will likely extend its medical certificate exception for an unspecificed amount of time, after government coronavirus lockdown orders made it difficult for pilots to get appointments with certified Aviation Medical Examiners. In March, the US regulator had released a policy update saying that for three months it would not take enforcement action against pilots flying with an expired medical certificate. That was set to end on 30 June and applied only to pilots whose medical certificates expired between 31 March and 30 June. Now, the organization says it will likely extend that deadline as the pandemic has dragged on. "There is an extension in the works," FAA deputy administrator Dan Elwell tells an online FAA forum on 18 June. He did not say for how long. "We are hoping that very soon we will be unravelling those extensions and getting people back, getting their currency, getting their medicals," he added. But for the moment, he says, the agency recognises it would be almost impossible for pilots to catch up on these requirements between now and the end of this month. Earlier this year, trade groups like Aircraft Owners and Pilots Association (AOPA) and Airlines for America (A4A) had urged the FAA to grant regulatory flexibility, saying the pandemic has made complying with some requirements difficult, hazardous and in some cases impossible. AOPA noted at the time that many flight schools had temporarily ceased operations, testing facilities had closed and some FAA "designated pilot examiners" had cancelled appointments due to the shelter-in-place orders. https://www.flightglobal.com/safety/faa-plans-to-extend-medical-certificate-exception-for-pilots/138905.article Back to Top ACC Aims to Cut Pilot Training Time By Up to Half The Air Force will test a new fighter pilot training plan designed to fix deficiencies and reduce the time needed to transform a raw student pilot into a fighter flight lead from 40 to as few as 22 months. The new concept of operations exploits the in-jet simulation capability of the new T-7 Red Hawk, paired with ground-based virtual reality and artificial intelligence to accelerate student progress. Called "Rebuilding the Forge," or "Reforge" for short, the new CONOPS was signed on June 2 by Gen. Mike Holmes, head of Air Combat Command. If tests are successful, it will lead to the most radical transformation of USAF fighter pilot training since the 1950s, according to its authors. The switch to dual-track, Specialized Undergraduate Pilot Training in the 1980s was a far less dramatic restructure, they said. The new system could potentially reduce the time it takes for a student to go from starting SUPT to combat-ready fighter pilot in as little as 18 months in the future. The Boeing T-7 Red Hawk's "glass cockpit" (top) has reconfigurable displays that will allow pilots to practice realistic sensor operation and weapons release in the airplane itself, while the T-38C (bottom), although having some digital updates, is still using many "steam gauges" and dials, which won't allow such advanced training. Boeing video screenshot and USAF photo. In addition to fixing deficiencies in the existing syllabus tied to the inadequacy of the 60-year-old T-38, the new system will free up flight hours on frontline aircraft, making those hours available for real-world operations. The CONOPS leverages new virtual reality and simulation technology, as well as in-flight simulation capabilities built into the new T-7 Red Hawk advanced trainer. Boeing is both building that aircraft and developing courseware and simulators. Once proven, the new CONOPS could mean acquiring additional T-7s from Boeing. The existing contract provides options for up to 100 more than the 341 called for in the deal. The T-7s needed for Reforge could be different than those built for undergraduate pilot training, and might warrant a different designation, such as TF-7, which could demand a separate engineering and manufacturing development program. Specialized Undergraduate Pilot Training now takes about 12 months. After that, fighter-bound pilots go to the Fighter Fundamentals course, flying the T-38, and then on to a Formal Training Unit in their particular fighter. The whole journey lasts about 40 months before the pilot reaches fighter qualification, including change-of-station moves and refreshers. The new CONOPS implements an Initial Tactical Training Course (ITT) that merges the latter two phases and slices about a year off the program. ITT graduates "will only need half the time necessary" to qualify in their intended fighter, according to the ACC document. They will arrive at their Formal Training Unit "with a higher level of tactical skills," sharply reducing what the FTU must teach in expensive, high-end fighters. Cost savings of the new plan have not yet been vetted, but savings are not the goal, said David Timm, a contractor on the ACC staff and a co-author of the CONOPS. "According to the F-22 community, they're spending 60-70 percent of their sorties" teaching their new pilots basic skills and upgrades, Timm said in an interview. "Teaching those skills sooner, with an advanced trainer, you're able to save 50 percent of the training days; or 60 percent of the F-22 sorties that we allocate for training in an FTU, and squadrons can use that money to focus on combat training." The new CONOPS also halves the training time at the FTU, allowing double the pilot production in the same time and increasing throughput. That should help USAF work off the fighter pilot shortage, he said. "We're not looking to cut hours. We're looking to repurpose them," said Lt. Col. Luke Schneider, another of the CONOPS' authors. "If I cut hours, I don't increase readiness beyond ... what it is right now." The aim is to use the hours better, teaching pilots how to employ the fighter, instead of "how to take off, land, and do patterns," as well as operate sensors like radars and targeting pods, he said. The CONOPS-the first step in overhauling fighter pilot training-acknowledges that the existing program "is not working for us today and will not work in the future," Timm asserted. The fighter fleet is being "burned out" by using it for training basic skills instead of for near-peer engagement, he added. The ITT course will include augmented or virtual reality and artificial intelligence-enhanced instruction, permitting pilots more opportunity to learn and advance in a way that best suits their learning styles. Schneider said that AI will adapt instruction to the individual, reducing sorties and simulator events in skills where a student is already proficient, and adding them in areas where more work is needed. The high fidelity of simulation will also allow far more repetitions of needed maneuvers at far less expense than in the real airplane, so fewer real-world events are needed to progress. Moreover, technology has made advanced fighters better able to synthesize multiple sensor inputs into simple tactical displays, making them "easier to fly," the CONOPS said. Schneider noted the T-7 itself, which "mimics" those jets, is easier to fly. Students raised on electronic devices are also more comfortable and experienced with high technology, further reducing training times. In the T-38, by comparison, "we spend a lot of time teaching guys not to die," Schneider said. The Air Force is planning a Reforge Proof of Concept (RFX) program to put the CONOPS to the test. In March, the service began a move to lease Lockheed/Korea Aerospace Industries T-50 advanced trainers or Leonardo M346 trainers for a five-year program to test and prove the CONOPS. That source selection is underway, but no decisions have been made about where the first Reforge test base will be. Those who go through the program first will be the instructor cadre and refine the model through subsequent iterations. Holmes "wants to prove this, and not wait until the T-7 gets produced," Schneider said. "Renting eight airplanes ... is a cost that was not planned for in the POM," or Program Objective Memoranda budget document, but it has support "at the four-star level." Getting on contract and conducting the RFX is the "next step" in Reforge, he said. In addition to sharply reducing the training time to become a fighter pilot, the new process will give pilots more stability by reducing the number of change of station moves they have to make during their pilot training period. They would move after winning their wings and do ITT at the same base where they join their first fighter squadron. Reforge is the "only proposed program with the potential to meet" ACC's readiness and pilot-production targets, according to the document. The authors note that the shift is not simply taking advantage of new technology, but addressing an urgent operational shortfall. "We are not making new fighter pilots fast enough and we are not retaining enough of those we do make in the force," the Reforge authors wrote. "There are three aspects" to the pilot shortage, Schneider explained: production, absorption, and retention. Reforge addresses those by increasing the throughput of new pilots, getting them experienced more quickly, reducing their change of station moves, improving their quality of life and thus, retention. Because pilots today aren't getting the same operational hours flown even 15 years ago, "they don't have as much air time or experience when they get to a combat unit," he added. This also impedes them as they move up. "If you haven't been a flight lead, your next assignment options are extremely limited," Schneider said, saying Reforge "attacks" this problem, and the hope is that solving it also will help retention by reducing career frustration. The CONOPS only focuses on the training of fighter pilots. It is not meant to change or disrupt Air Education and Training Command's existing pilot training program. However, Schneider said, "We've been working with AETC for nine months ... It's not just an ACC program and it will dovetail with anything AETC does to bring their T-7s online. We don't want to interrupt that." He reported that Lt. Gen. Brad Webb, AETC commander, has been "very supportive" of the Reforge plan. AETC is also working on an overhaul of undergraduate pilot training, to take advantage of new technologies. Chief of Staff Gen. David Goldfein, in an interview that will appear in the July/August issue of Air Force Magazine, acknowledged that a lot of pilots who were planning to leave the service in 2020 have elected to stay, as airline hiring has dried up due to the new coronavirus pandemic. However, that anomaly isn't a quick or lasting fix to the pilot shortage, he said. "I've got to keep the demographics right," Goldfein said. "While I'm eager to allow talented flyers to stay in with us, because we need that experience ...that can't be the sole solution because I'll have an age imbalance, and have a much older population instead of the new blood we have to continually bring in," he explained. Pilot production has been cut in half during the pandemic, but USAF plans to start ramping up to about 80 percent of pre-COVID-19 levels at the end of June. The new system will give the Air Force more bang for its pilot buck. The new CONOPS gets as much as 10 percent more combat-qualified time from each pilot's first 10-year commitment, since each will be a trained combat pilot sooner, Schneider asserted. Also, there could be 300 hours of basic skills savings per frontline fighter per airplane per year. Multiplied across all fighter fleets, the hours redirected to true readiness would be "huge," Schneider said. Another reason the Reforge overhaul is necessary is because "current tactical training development is not keeping pace" with new technology, according to the document. There are two big "gaps" in today's fighter pilot production, the CONOPS notes: • The sudden "shift in complexity" between the outdated T-38 used in SUPT and fighter fundamentals and what fighters pilots will eventually fly. • The "drastic increase in complexity between FTUs and operational squadron readiness benchmarks. This gap is caused by rapidly evolving and maturing peer adversary capabilities." Fighter pilots will have to learn earlier and integrate what they learn faster to remain dominant, the CONOPS noted. The new CONOPS has been in the works a long time. Holmes penned an op-ed 17 months ago saying Reforge will exploit the opportunities presented by the T-7 and new technology "to reshape the entire fighter training enterprise and rebuild the forge in which we temper the world's greatest combat aviators." Timm said Holmes has been briefed on five iterations of the CONOPS since then. Holmes has also said he thinks the T-7 might be acquired for homeland defense missions, as an Aggressor aircraft, or as a platform on which to partner with some allies or coaltion members. "The T-7 was designed with growth and flexibility in mind," a Boeing spokesperson said. "If Air Combat Command's Reforge program determines the need of additional capabilities, we are well positioned to support our customers' evolving requirements." https://www.airforcemag.com/acc-aims-to-cut-pilot-training-time-by-up-to-half/ Back to Top Air Safety Regulator, Boeing Made Mistakes on 737 MAX, Says Federal Aviation Chief The head of the Federal Aviation Administration, Steve Dickson, acknowledged on Wednesday that Boeing Co. and the U.S. air safety agency both made mistakes on the 737 MAX jet, but rejected senators' accusations the FAA was "stonewalling" probes after two fatal crashes. Boeing's 737 MAX has been grounded since March 2019 following crashes in Indonesia and Ethiopia that killed 346 people, triggering multiple investigations into how the plane was certified as safe. In a particularly tense exchange at a Senate Commerce Committee hearing on aircraft certification, Senator Ted Cruz accused Dickson of speaking in the passive voice as a way of "avoiding responsibility" after Dickson told him, "Mistakes were made." "So unknown somebodies made unspecified mistakes for which there were no repercussions," Cruz said. "What mistakes were made and who made them?" After a pause, Dickson said, "The manufacturer made mistakes and the FAA made mistakes in its oversight." Dickson then referred to Boeing's development of a flight control system that repeatedly pushed down the jet's nose in both crashes as pilots battled to gain control. "The full implications of the flight control system were not understood as design changes were made," he said. One senator at the hearing said the agency was like "a dog watching TV" when it came to policing Boeing's work, and another said the agency was "stonewalling" the committee's investigation into the 737 MAX's development. "Your team at the FAA has attempted deliberately to keep us in the dark," Senator Roger Wicker, the Republican committee chairman, told Dickson. Dickson told Wicker he was "totally committed to the oversight process." "I believe it is inaccurate to portray the agency as unresponsive," Dickson said, pointing to its cooperation in multiple investigations. "There is still ongoing work." After the hearing, an FAA official said the agency has provided "more than 7,400 pages of responsive materials" to the committee and that some material was restricted by international rules on crash investigations. Boeing declined to comment. Strengthen Oversight The hearing came a day after Wicker and Senator Maria Cantwell, the ranking Democrat on the committee, introduced bipartisan legislation that would strengthen FAA oversight of Boeing's designs. The crashes and Boeing's long-delayed efforts to win regulatory approval to return the 737 MAX to commercial service plunged the Chicago-based company into its worst-ever crisis, since compounded by the COVID-19 pandemic. The Aircraft Safety and Certification Reform Act of 2020, introduced on Tuesday, would give the FAA new authority to hire or remove Boeing employees conducting FAA certification tasks, and grant new whistleblower protections to employees. Dickson told Cantwell he did not think it would improve safety if the FAA appointed the certification employees, but agreed to look at the Senate proposal. He also told lawmakers there were many items in the legislation "that are exactly on point," including a provision that would authorize $150 million over 10 years for new FAA training and to hire specialized personnel. Michael Stumo, whose daughter died in the Ethiopia crash, which came five months after the crash in Indonesia, applauded such reforms but told lawmakers the bill did not go far enough. Stumo demanded that manufacturers be subjected to a tougher certification process when they introduce an aircraft derived from models certified years before. The 737 MAX, for example, was derived from a plane first developed in the 1960s. "The first crash should not have happened," Stumo said. "The second crash is inexcusable." https://www.insurancejournal.com/news/national/2020/06/18/572653.htm Back to Top Schatz-Hirono Bill Aims to Improve Air Tour, Skydiving Safety US Senators Brian Schatz (D-Hawai'i) and Mazie K. Hirono (D-Hawai'i) today introduced new legislation aimed at protecting passengers on air tours and improving the safety of skydiving flights in Hawai'i and across the country. The senators report that more than 4,500 people nationwide have died on smaller, less regulated air tours since 2009. The Schatz-Hirono bill aims to close a loophole for commercial operators and improve regulations to be more in line with those of larger flight operations. The bill also seeks to standardize maintenance and pilot training programs to meet the unique needs of skydiving operations. "The tragic number of air tour accidents we've seen in Hawai'i have made it clear that we need to do more to protect passengers and pilots," Senator Schatz said. "Our new bill will apply essential safety standards recommended by the NTSB, protecting passengers and improving the safety of air tours for everyone." "It is critical that the helicopters and planes taking visitors and residents sightseeing or parachuting operate as safely as possible," Senator Hirono said. "The legislation we are introducing will strengthen the rules to ensure accountability and safety for Hawai'i's aviation operators and travelers. We have waited long enough for action by the Federal Aviation Administration after too many tragedies." The Senators say that because of a gap in federal law, certain small commercial air tour operators are subject to less stringent safety standards - known as "Part 91" under US Federal Aviation Regulations - that were intended for small, private recreational flights. Most commercial air tours and charter flight operators are subject to more rigorous safety and training standards - known as "Part 135." "While Part 135 flights are safer on average," the senators note that more than 60 people have died in flights under both parts in Hawai'i, with half of those fatalities coming in the last 18 months. The Air Tour and Skydiving Safety Improvement Act will require small aircraft tour operators to: • Install "black box" crash-resistant recording devices on all aircrafts; • Monitor flights remotely for potential safety risks; and • Train and install warning systems for remote terrain flights. The new legislation also seeks to implement the recommendations made by the National Transportation Safety Board on skydiving flights following an investigation into the skydiving plane crash that tragically killed 11 people in Hawai'i last year. The bill will standardize maintenance and pilot training programs to meet the unique needs of skydiving operations. https://mauinow.com/2020/06/17/schatz-hirono-bill-aims-to-improve-air-tour-skydiving-safety/ Back to Top FAA to extend pandemic SFAR beyond June 30 The FAA has a rule in the works to extend for a second time airman medical certificates that expired during the coronavirus pandemic and then had their expiration dates extended to June 30 under a special federal aviation regulation issued in April. FAA Deputy Administrator Daniel Elwell announced that development June 18 during an online General Aviation Safety Town Hall on which AOPA President Mark Baker served as a panelist. Baker noted that action on the SFAR was GA pilots' "number one issue" as the aviation sector adjusts to the unique challenges posed by the pandemic. Elwell said he expected to offer "a more firm response" about the FAA's plans for an SFAR extension soon. He voiced the FAA's concerns about how to eventually "unravel" the SFAR and its workarounds for regulations governing pilot proficiency, training, and medical certification. The FAA does not want to lift the medical extensions "so that everybody goes noncurrent on the same day," he said, adding that working through such issues is "going to be a community effort." The need for an SFAR extension has become a source of many member inquiries to the AOPA Pilot Information Center as June 30-the day the window closes on some provisions-approaches. Baker said interest also was running high among pilots working to stay safe and proficient, with many using AOPA's online educational materials to keep sharp during the crisis. Legal inquiries about buying aircraft were also up, he said-perhaps evidence of a "permanent shift" in air travel trends and an upbeat signal standing in sharp contrast to the pandemic's earliest but short-lived effect of stifling much aviation activity. The panel, Pandemic Impacts-Today and into the Future, one of the day's two discussions, was moderated by Elwell, and included Baker, Experimental Aircraft Association CEO Jack Pelton, Jet Aviation Vice President of Flight Services David Dalpiaz, and Air Methods CEO JaeLynn Williams. Williams explored concerns confronted by air ambulance pilots and crewmembers and the training, protocols, and management of personal protective equipment and other resources that help them perform their lifesaving work. Through the crisis, air ambulance pilots had confronted new stress and had come to acknowledge that they were also health care providers, she said, noting the psychological shift that was involved "to think of yourself that way." Pelton said EAA's members were interested in "the same technical issues about getting back into the air" that AOPA has been pressing for its members. FAA Administrator Steve Dickson, who held a similar town hall meeting with airline representatives in May, noted in opening remarks several estimates of billions of dollars in lost revenue for airlines and airports "following a precipitous drop in traffic" caused by the pandemic. Operations at major airports were down 92 percent between March and June, he said, underlining the impact with a nod to AOPA's May 20 article that reported flight-tracking data showing that Cessna 172s frequently outnumbered the number of Boeing 737s in the air. A key goal for aviation community members was to help each other by sharing safety practices, data, and insights as the industry gets back to a new normal, he said. Baker noted that pilots appear to be flying some of those Skyhawks and other GA aircraft longer distances than before the pandemic, or making more one-day round trips-the activity helping to support FBO avgas sales, rental car businesses, and other nonaviation economic activity. Responding to a question from a viewer of the event, he said he continued to see many future opportunities for youth in careers in every facet of aviation. He expressed confidence that "people are going to continue to move around this country." Fielding another viewer's question about what a pilot should do "this weekend" before flying, Baker pressed the safety theme of the discussion, counseling pilots to prepare well and take a little extra time to preflight-"but we believe that the more you fly the safer you are, so get out there and fly," he said. In a second panel discussing Operational Experiences during COVID-19 - Aircraft, Airports and Infrastructure, Textron Aviation President Ron Draper said the company, parent of Cessna and Beechcraft, had stopped aircraft manufacturing for about eight weeks as the company developed factory safety protocols to "change the way we build airplanes." As of mid-June, however, Textron was "largely back to work across the board," he said. Piston-aircraft flying remained "pretty resilient throughout the period," and business aviation, after a decline, was picking up. Used aircraft values had remained stable, suggesting "a lot of positives for GA going forward" as the industry figures out how to operate in the new coronavirus-influenced environment, Draper said. https://www.aopa.org/news-and-media/all-news/2020/june/18/faa-to-extend-pandemic-sfar-beyond-june-30 Back to Top U.S. Senators Introduce Bipartisan FAA Reform Legislation A bipartisan proposal to bolster the Federal Aviation Administration (FAA) oversight of commercial aircraft manufacturers was introduced to the U.S. Senate this week. Senators Roger Wicker (Republican, Mississippi) and Maria Cantwell (Democrat, Washington) sponsored the bill known as the Aircraft Safety and Certification Reform Act of 2020. In a statement from the U.S. Senate Committee on Commerce, Science and Transportation, the committee said "this bipartisan legislation would implement provisions to improve aviation safety based on lessons learned from the tragic Boeing 737 MAX crashes, including addressing human factors to accurately assess pilot responses to cockpit alerts." Senator Cantwell, who represents the state of Washington, home to the manufacturing center of Boeing's B737 MAX, said the bill will give "clear FAA oversight and authority over the aircraft certification process." The senator elaborated further saying "the bill also includes provisions to strengthen safety oversight procedures; address human factors to accurately assess pilot response to cockpit alerts; eliminate industry-friendly panels and incentives; establish new whistleblower protections; and give FAA more technical resources." Boeing's 737 MAX was involved in two crashes where post-accident investigations identified concerns with how the aircraft was certified and how the FAA oversees certification efforts. At issue is a current provision where the manufacturer is delegated certain approval authorities by the FAA to certify aircraft design as well as processes and procedures used by flight crews when operating the aircraft. The authority is granted under the FAA's Organization Designation Authorization (ODA) where manufacturers like Boeing designate engineers and quality personnel to act on the FAA's behalf. The proposed legislation would give FAA additional responsibility to limit, select, approve and oversee their industry designees. Critics have previously warned that the current ODA authority places employees at the manufacturers in a conflict of interest position where they may feel pressured to approve certification requirements to meet manufacturing milestones. The bill would require the development of policies for ODAs, including those that may cause undue pressure or regulatory coziness are addressed. Further, the bill prohibits limitations on direct communications between ODA unit members and FAA inspectors. The proposed legislation also requires the FAA to act on National Transportation Safety Board (NTSB) recommendations on new safety standards for automation and pilot training, a complaint the NTSB has leveled at the FAA previously on not acting fast enough in implementing safety directives it recommends. "Safety is paramount," said Cantwell. "A primary goal of this legislation is to make sure the FAA remains in the driver's seat when it comes to certification. This bill makes it clear the FAA is in charge of the certification workforce and the approval process. It's critically important that the FAA keep pace with skill levels and new technology to oversee the certification process." Neither Boeing or the FAA has commented on the proposed legislation. But some family members of the victims in the 737 MAX accidents have suggested the bill moves in the right direction but lacks the teeth needed to enact change. https://airlinegeeks.com/2020/06/19/u-s-senators-introduce-bipartisan-faa-reform-legislation/ Back to Top Air India Is Buying 600,000 PPE Kits For Passengers Safety kits become more common As flying slowly returns, airlines are moving quickly to provide the highest levels of hygiene to passengers. Domestic flights in India require airlines to give all passengers a safety kit with these essentials. Airlines around the world, such as Emirates, are taking similar steps to keep passengers safe. Masks, hand sanitizers, and face shields have now become key to ensuring passenger safety onboard. With safety kits becoming common, it is no wonder Air India is moving to purchase more of them for their operations. The airline will purchase the 600,000 kits through a tender offer, allowing anyone to bid for the contract to supply these kits. However, the airline has specified that the total number of kits needed could increase or decrease depending on requirements. Air India will likely use these kits on its repatriation operations, known as Vande Bharat, as it ramps up flights. However, these kits could also be destined for domestic flights that have similar requirements. Repatriation operations Air India has led India's massive repatriation operation, operating all the flights to long-haul destinations. Since the beginning of the flights in early May, Air India has brought home over 75,000 Indians. Repatriation flights are now in their third phase, with the government set to operate 432 flights to 43 countries in the coming months. Air India, and its subsidiary Air India Express, have flown most of the flights, while private carriers have flown some flights. Some repatriation flights operate from virus hotspots, requiring very high levels of hygiene for passengers. This has prompted the need for more safety equipment for passengers, especially since there is no social distancing onboard the flights. Face shields, used with a mask, have proven to be helpful in preventing the spread of the virus. Considering that these operations will continue for the coming months, it makes sense why Air India is moving to place a bulk order for this safety equipment. Safety kits will also be helpful on domestic flights, ensuring Air India has a use for the kits. The new normal? Air India's large order could point to the fact that measures such as masks and sanitizers could be the new normal while flying. We might have to be ready to fly our next flights in protective equipment, as the virus continues to spread around the world. Until such time as we have a coronavirus vaccine or treatment, it is likely safety kits are a part of the future of flying. https://simpleflying.com/air-india-ppe-kit-purchase/ Back to Top Senators Rip FAA Over Failure To Turn Over 737 Max Documents The Federal Aviation Administration is facing bipartisan outrage. Senators from both parties accuse the agency of "stonewalling" congressional investigators and keeping them "in the dark" in their effort to examine what went wrong in certifying Boeing's troubled 737 Max airplane. At a Senate Commerce Committee hearing Wednesday on proposed changes to the way the FAA certifies aircraft, Chairman Roger Wicker dispensed with pleasantries and immediately called out FAA Administrator Stephen Dickson and his agency for not turning over many key internal documents more than a year after congressional investigators began asking for them. "This record of delay and non-responsiveness clearly shows at best, an unwillingness to cooperate in Congressional oversight," said Wicker, a Mississippi Republican. "It is hard not to conclude your team at the FAA has deliberately attempted to keep us in the dark." Wicker said the FAA's relationship with the committee has turned adversarial, adding that he holds Dickson responsible."I can only assume that the agency's stonewalling of my investigation suggests discomfort for what might ultimately be revealed." The committee's top Democrat, Sen. Maria Cantwell, whose home state of Washington is where Boeing makes the 737 Max and man its other planes, also criticized Dickson and the FAA for failing to provide documents and allow key FAA employees be interviewed by committee staff. "I don't want to be stonewalled here," she said. "I believe it's inaccurate to portray the agency as unresponsive," said FAA Administrator Stephen Dickson in response. "We are going to redouble our efforts (to cooperate). I hear your frustration and that's not OK with me; that's not where we want to be." 737 Max Scandal Cuts Boeing's Once Rock-Solid Image 'Relationship between FAA and Boeing is too cozy' The committee is investigating allegations that the relationship between the FAA and Boeing is too cozy, and resulted in a rubber stamp approval when the FAA certified the troubled 737 Max. Two of the planes crashed, in Indonesia in October of 2018 and in Ethiopia in March of last year, killing a total of 346 people, and the commercial jet by regulators around the world ever since. "Boeing's efforts to push for more self-certification and to push the FAA to move faster and faster to approve the 737 Max, were totally counter-productive and resulted in tragedy," said Democrat Tom Udall of New Mexico. "This continues to be a case study of the complete and total failure of self regulation." Internal messages and emails between Boeing employees show how the company misled regulators about a new automated flight control system on the plane, and mocked the FAA's oversight. One brags and jokes about "jedi mind tricking" regulators into approving the jets without requiring additional pilot training. Asked by Texas Republican Sen. Ted Cruz if Boeing lied to the FAA about the flight control system known as MCAS and downplayed safety concerns, Dickson said, "I can't say. Definitely there was incomplete information and fragmented information that was provided, no doubt." When Dickson acknowledged "mistakes were made," Cruz ripped into Dickson on his use of the passive voice. "So unknown somebodies made unspecified mistakes for which there were no repercussions," Cruz said. "What mistakes were made and who made them?" "The manufacturer (Boeing) made mistakes and the FAA made mistakes in its oversight of the manufacturer," Dickson admitted. Revamping the process Bipartisan legislation introduced Tuesday by Wicker and Cantwell seeks to strengthen the FAA's oversight of airplane certification, revamping the process and tightening controls over a program that currently has Boeing employees doing much of the safety testing and analysis work. One change would require the FAA to select the manufacturer's employees for the ODA (Organization Designation Authorization) program, instead of relying on companies like Boeing to pick them. "Critically, our bill will end any semblance of self-certification," Cantwell said. Dickson acknowledged in the hearing that, "We need to have strong oversight of the ODA." But he told the senators that changing who selects company insiders to do that safety work "is not something that I believe would add to the safety of the process." He noted that so-called designees already must meet FAA qualifications and are overseen by FAA inspectors, calling it a "trust but verify system." Sen. Cantwell disagreed, saying, "This is the very point. We need an independent FAA." Added Connecticut Democrat Richard Blumenthal, "The FAA has to do the work, not just oversee it." Families of victims disappointed Families of those killed in the two 737 Max plane crashes came away disappointed. Michael Stumo, whose 24-year old daughter Samya Rose Stumo died in the Ethiopian Airlines crash, was the only other witness who testified at the Senate hearing. He blasted the FAA for allowing the 737 Max to keep flying for five months after the crash of the Lion Air plane in Indoneasia, when the FAA's own analysis predicted more crashes could happen before Boeing could fix the flight control system. "The first crash should not have happened. The second crash is inexcusable," Stumo, said. "They gambled, we lost." "Dickson is just full of empty sentiment and empty promises," added 24-year old Zipporah Kuria, whose father, Joseph Waithaka, 55, was killed in the Ethiopian airlines crash on March 10, 2019. "The amount of pain that we feel by the fact that it's been a year after our loved ones deaths and no one has been held accountable." Kuria and other family members expressed little confidence that the FAA can regain their trust, especially as Beoing works to get the 737 Max recertified this summer. https://www.npr.org/2020/06/18/879814154/senators-rip-faa-over-failure-to-turn-over-737-max-documents Back to Top FAA to Hire More Data Scientists, Software Engineers Under 737 MAX Certification Reform There is still no clear timeline on when Boeing's 737 MAX will return to passenger carrying service, as lawmakers learned during a June 18 hearing with FAA Administrator Stephen Dickson. The Federal Aviation Administration (FAA) will hire more software and systems engineers, human factors experts and other technological subject matter experts as a way of improving how the agency certifies increasingly complex avionics and other systems into the future, after a review of how the 737 MAX was certified showed the need for more personnel with new skill sets. Boeing resumed 737 MAX production on May 27, although the aircraft remains grounded with a return to commercial service still uncertain. FAA Administrator Stephen Dickson discussed changes the agency plans to make to its process for certifying complex flight control and other aircraft systems, as well as the way it will assess such technology, during a Senate Committee on Commerce, Science and Transportation hearing on Wednesday. "Our aviation safety organization has a 10-year workforce plan. We're in the process of reviewing our needs and we will have a focus on human factors experts, systems engineers, software engineers, data scientists so we can stay ahead of new technologies as they're introduced," Dickson said. Dickson's comments show swift action by the agency to add experts with newer technological skill sets, a key recommendation featured in the January report published by the independent special committee tasked with reviewing the certification process followed by the FAA and Boeing for the 737 MAX program. The report recommended a transformation of the FAA's Aircraft Certification Service (AIR), to include hiring personnel with backgrounds in data analytics, systems engineering, operations research and program management to keep pace with the growth in complexity of new certification projects. In February, the FAA published its 2021 budget request, $17.5 billion, including $10 million assigned to adding 50 new technical employees. This would be the first phase of an increased hiring effort, as the agency actually expects to need a total of 236 new safety critical and safety technical positions. The FAA is also offering hiring incentives for operations aviation safety inspectors and "mission critical positions during COVID-19" right now. "We have plans to recruit system safety engineers, software engineers, as well as additional human factors experts," Dickson said. There will also be increased coordination between the FAA's flight standards division and AIR in future certification projects. Another change from the agency is a focus on integrating the FAA's aircraft evaluation group pilots into the overall certification process earlier. Pilots from the evaluation group are to start receiving more training on system safety assessments and certification procedures so that they have more visibility over the type of issues maneuvering characteristics augmentation system (MCAS) presented to Ethiopian and Lion Air pilots. FAA Administrator Stephen Dickson discussed changes the agency will make to the way it certifies complex aircraft systems in the future during a Senate hearing on Wednesday, June 17. Photo: C-Span Overall, changes to the certification and safety assessment processes are also designed to allow the FAA and manufacturers to produce certification data and criteria in under more holistic integrated aircraft systems approach, rather than the independent view that has been used in the past. "Bolstering our human factors expertise, so there is a workforce component, in addition to working with academia and NASA on these issues, involving our pilots and our flight standards group, aircraft evaluation group into the cert process at an earlier and more integrated point, in the process will allow us to take a more holistic view of the role of the human in aircraft design," Dickson said. There was also some discussion during the hearing about the return of the 737 MAX to passenger carrying service, which the FAA chief repeatedly told administrators does not have a timeline, but will rely on the agency's determination of whether the software updates introduced by Boeing last year address known issues with the MCAS system. In April, Avionics learned that the re-certification program for the MAX was waiting on a certification flight and a software validation effort associated with a modification to the MAX's flight control computer that is not associated with MCAS. Two features involving the computer's microprocessor and autopilot engagement are the focus of the software validation effort. COVID-19 has not had an impact on the ability of regulators to review the software modification or pilots to test fly the MAX, however Dickson told the committee that the review continues not only because of the MCAS system, but because Boeing is essentially modifying the entire flight control system. "There's much more redundancy, the flight control computers in pitch compare their signals dynamically that's an extremely ambitious project, as we have moved forward when you make a system like that more robust what happens is it implicates interdependences with other sub systems on the aircraft that have to be taken into account," Dickson said. "We've moved forward diligently and affordably and have maintained we will issue the airworthiness certs ourselves, that's why this has been such a journey we've been on." https://www.aviationtoday.com/2020/06/18/faa-to-hire-more-data-scientists-software-engineers-under-737-max-certification-reform/ Back to Top Lufthansa may sell Brussels Airlines or let it go bankrupt: report BRUSSELS (Reuters) - Lufthansa (LHAG.DE) could let its Belgian subsidiary Brussels Airlines go bankrupt or sell it, La Libre newspaper reported on Friday, citing anonymous sources at the airline. Brussels Airlines, which employs 4,200 people, said last month it would cut its fleet of aircraft by 30% and its workforce by a quarter to ensure its survival during and after the coronavirus crisis. [L8N2CU3JU] Talks to save the Belgian airline been have stalled for weeks but directors of Lufthansa, which has itself been bailed out by the German government, and Brussels Airlines would meet on Monday to discuss a plan for its future. A spokesperson for Lufthansa declined to comment. Belgium's government said last month it was committed to reaching a 300 million euro ($336 million) deal with Lufthansa to save Brussels Airlines if its future was guaranteed. https://www.reuters.com/article/us-health-coronavirus-belgium-lufthansa/lufthansa-may-sell-brussels-airlines-or-let-it-go-bankrupt-report-idUSKBN23Q1PA Back to Top Ontario International Airport installs PPE kiosks for travellers Ontario International Airport in California, US, has installed personal protective equipment (PPE) kiosks to increase the safety for passengers amid the Covid-19 pandemic. This is a part of the airport's efforts to safeguard the customers, visitors and employees from contracting the Covid-19 infection. The self-service commercial kiosks are stocked with face covers, disposable gloves, disinfectant wipes and alcohol-based hand sanitisers. The kiosks are located in the passenger terminals of ONT. ONT is the first airport in California that has added PPE kiosks and the airport has also adopted different enhanced safeguards in a bid to keep the facilities germ-free and clean. The airport is carrying out sanitisation of all high-touch surfaces using a 'highly-effective disinfectant'. It has also added security screening trays that are treated with antimicrobial technology and equipped the passenger terminals with additional hand sanitisers. ONT entered a concession agreement with San Diego-based Prepango for the PPE items. Ontario International Airport Authority CEO Mark Thorpe said: "While the global coronavirus pandemic continues to impact virtually every aspect of life, we are taking steps to make essential travel safe by offering personal protective equipment to those who might forget to bring them from home or are unaware of new requirements. "Air travellers should be vigilant about washing hands frequently, observe social distancing requirements and wear appropriate face coverings when visiting essential businesses such as airports, prudent sense measures which are highly recommended by public health officials to minimize coronavirus infections." Earlier this month, Hudson introduced PPE vending machines for airports in North America, in addition to a custom-designed line of health and safety offerings. Dubai International Airport (DXB) also announced that it has installed a PPE vending machine for travellers. https://www.airport-technology.com/news/ontario-international-airport-installs-ppe-kiosks-for-travellers/ Back to Top Flightdocs Merges with Aircraft Technical Publishers Cloud-based maintenance-tracking company Flightdocs has merged with Aircraft Technical Publishers (ATP) in a move aimed at creating a comprehensive provider of software and information services to the business, commercial, and military aviation sectors. The merger agreement between Florida-based Flightdocs and San Francisco-based ATP was signed this week. Under the ATP umbrella, the combined offerings of each company include aircraft maintenance tracking, troubleshooting, recurring defect analysis, inventory management, and flight scheduling, as well as a library of technical publications and regulatory content. ATP CEO Rick Noble told AIN that his company experimented with the maintenance tracking business but was "late to the game" and "couldn't gain any traction," so "for ATP it really was an easy decision" to merge. ATP's Aviation Hub, offered under ATP Information Services, supplies OEM technical and regulatory publications that are updated in real-time, while its Software Solutions division in Canada provides defect management and interactive troubleshooting software under the brands of ChronicX and SpotLight. With the merger, ATP serves 75,000 maintenance personnel at 7,500 MROs and flight departments in 137 countries. For Flightdocs CEO Rick Heine, the merger makes sense in a variety of ways, even though when the discussions with ATP started three months ago, a merger was the last thing he was planning. "We originally were in the market to raise additional capital and move the company forward to...ultimately to try to get to the top spot [in maintenance tracking market share]," Heine told AIN. But when they began talking, Heine said with ATP's footprint in the market, as well as its depth, size, scope, and products, "there were so many synergies there that coming together really made a lot of sense." It was also a deal that he claimed benefits Flightdocs' customers and employees. "It was a win, win, win across the board," he said. Stay on the leading edge of the business jet industry with AIN's free daily newsletter. "When you put all those things together and you look at the future, we're pretty much in the business aviation world," Heine explained. "But the ATP combination allows us to go through commercial, military, and back again, bringing their products and services into business aviation. It also really brings the products and services [customers of Flightdocs] wanted to their flight departments and makes their experiences better." While Flightdocs products and services expand and round out ATP's offerings, having it in the ATP fold also presents opportunities for expanded or new products and services, Noble explained. "It's not just sort of putting the two companies together and leaving it at that." At that top of the post-merger to-do list is enabling Flightdocs' maintenance customers access to ATP's Aviation Hub's technical documents. Also, a third of ATP's Aviation Hub revenue comes from international customers. Noble said his company will use those relationships to expand Flightdocs' market share overseas, where it will face competition from existing products. "I'm really confident we're going to have the same success there that Flightdocs has had in the U.S.," he said. Noble added that the merged company also will look at the feasibility of offering versions of SpotLight and ChronicX to corporate flight departments. "I only half-jokingly said the other day that there's so many opportunities here that we run the risk of trying to do everything and accomplish nothing," Noble added. "So we're going to have to figure out pretty early on what the top two or three things are and really focus on those before we start moving on to the next." https://www.ainonline.com/aviation-news/business-aviation/2020-06-18/flightdocs-merges-aircraft-technical-publishers Back to Top Vega rocket's return-to-flight launch waits for improved wind conditions The first launch of an Italian-made Vega rocket since an in-flight failure nearly one year ago has been postponed to no earlier than Monday night due to unfavorable upper level winds over the Vega launch base in Kourou, French Guiana. The four-stage rocket was scheduled to take off from French Guiana on Thursday night, but officials said late Wednesday that the mission would be pushed back until at least Saturday night. Sources said Thursday that the winds aloft are not expected to improve enough to allow launch until no earlier than Monday night. When it takes off, the Vega launcher will carry 53 small satellites into orbit on the first large-scale rideshare mission for Arianespace, the French company that oversees Vega sales and launch operations. The 53 spacecraft mounted on top of the 98-foot-tall (30-meter) come from 21 customers in 13 countries, including European Space Agency member states, the United States, Canada, Argentina, Thailand and Israel. Whatever day the mission launches, liftoff of the Vega rocket from the Guiana Space Center is targeted for 9:51:10 p.m. EDT (10:51 p.m. French Guiana time; 0151 GMT). The Vega rocket is set for its first launch since July 2019, when a failure on the Vega's solid-fueled second stage motor led to the destruction of the Falcon Eye 1 military reconnaissance satellite for the United Arab Emirates. Avio, the Italian company that builds most of the Vega rocket, said an investigation into the July 2019 launch failure concluded super-hot gas from burning solid propellant impinged on the structure of the Vega rocket's Zefiro 23 second stage on the mission last July, resulting in a "thermo-structural failure" on the second stage's forward dome. The hot gas, which burns at more than 5,000 degrees Fahrenheit (3,000 degrees Celsius), damaged or burned through the carbon fiber structure on the second stage. The structural failure led to the in-flight breakup of the launch vehicle with the UAE's Falcon Eye 1 spy satellite. According to Giulio Ranzo, Avio's CEO, investigators determined a "manufacturing anomaly" slipped through Avio's quality control checks. "We had thermal protection (on the second stage) where the thickness was perhaps less than one millimeter short, so we had a very, very tiny deviation that was undetectable to all the quality checks," Ranzo said in March during an interview with Spaceflight Now. "So what we have done is we have greatly improved the technologies to allow for the manufacturing quality controls - using not only ultrasound but also digital radiography - in a much finer way with respect to work we used to do in the past," Ranzo said. Avio pulled hardware from the company's Zefiro 23 production line in Italy, ran it through the improved quality control checks, and successfully test-fired the rocket motor at a test site in Sardinia. "We test-fired a Zefiro 23 without any modifications," Ranzo said. "But we picked one from production that we subjected to a much deeper quality control. So what we tested was our ability to detect a manufacturing production defect at a much finer level." Ranzo said Avio also added extra thermal insulation on the Zefiro 23 second stage motor. "It's probably not necessary, but we increased the safety margin," he said. "So we are now approaching the flight with much better comfort with respect to safety." Engineers also modified parts of the Vega's telemetry, flight safety and self-destruct devices, Ranzo said. The Vega rocket had amassed 15 straight successful launches since its debut flight in February 2012, but the failure last year showed the launch vehicle's reliability could be improved. "We took the opportunity to increase the safety margin at a general level all across the launcher," he said. "So we introduced some video cameras on-board to acquire more data and other sensors to continue monitoring exactly what happens, and continue learning as we go. "I would say what came out is a launcher that is better and is updated with respect to what we had in the past, not only for the Zefiro 23 but also beyond." The rideshare mission set for launch on the Vega rocket is the first flight of the Small Spacecraft Mission Service, or SSMS, platform designed to accommodate dozens of microsatellites and CubeSats on a single launch. Development of the SSMS carbon fiber dispenser was started by the European Space Agency in 2016. The first SSMS launch, designated as a "proof of concept" flight, will carry 53 spacecraft into orbit ranging in mass between about 2 pounds (1 kilogram) and 330 pounds (150 kilograms), according to Arianespace. The mission will carry more satellites into orbit than any previous European rocket launch. The record number of satellites ever carried on a single rocket launch is 104, a mark set in 2017 on a flight by India's Polar Satellite Launch Vehicle. "We have SuperDoves from Planet, we have Spire on-board, we have GHGSat from Canada, we have some from the European Commission," Ranzo said in an interview in March with Spaceflight Now. "We have a whole bunch of customers coming from all over the world, so not bad. It's fully loaded. We basically have no room left for additional payloads. It's the first time in Europe that we do a massive rideshare which has such a different in satellites from the size of one to the size of another." Avio and Arianespace are planning more SSMS rideshare missions, beginning in late 2021 or early 2022 with the SSMS 2 mission on a Vega C rocket. The Vega C is an upgraded version of the Vega rocket scheduled to debut in early 2021. With three solid-fueled stages and a liquid-fueled upper stage, the Vega rocket can loft a payload of up to 3,300 pounds into a polar sun-synchronous orbit with an altitude of 435 miles (700 kilograms). It can carry heavier cargo than commercial small satellite launchers, such as Rocket Lab's Electron vehicle, but the Vega's lift capacity falls short of bigger rockets like SpaceX's Falcon 9. The Vega rocket's rideshare launch service will compete with smallsat launch companies, India's PSLV, and companies like SpaceX, which announced last year a renewed focus on contracts to carry small satellites into orbit on rideshare launches using Falcon 9 rockets. SpaceX said Wednesday it had signed up to launch more than 100 small spacecraft on multiple Falcon 9 rockets since it announced the rideshare launch program in August 2019. Some of those satellites will launch as secondary payloads on Falcon 9 missions delivering Starlink Internet satellites to orbit, and others will ride to space on Falcon 9 missions dedicated to carrying clusters of customer smallsats into orbit. The Vega launch next week will also mark the first liftoff from the European-run spaceport in French Guiana since Feb. 18, when Arianespace launched a heavy-lift Ariane 5 rocket. Arianespace and Avio planned to launch the Vega rocket's SSMS rideshare mission March 23, but officials suspended launch preparations at the Guiana Space Center in mid-March due to the coronavirus pandemic. Teams from Europe needed to ready the Vega rocket and its payloads for flight returned to French Guiana in May to resume the launch campaign. Officials introduced physical distancing measures and required workers to wear face coverings and other personal protective equipment, while some workers took part in launch preparations remotely utilizing video conferencing for inspections and pre-flight reviews. Public launch viewing sites at the Guiana Space Center remain closed due to the threat from the COVID-19 viral disease. https://spaceflightnow.com/2020/06/18/vega-rockets-return-to-flight-launch-waits-for-improved-wind-conditions/ Back to Top Chief Investigator of Accidents • Executive team role with safety and investigation focus • Strategic and organisational leadership • Represent New Zealand in international forums The Transport Accident Investigation Commission (TAIC) investigates significant, aviation, rail and marine accidents and incidents with a view to avoiding similar occurrences in the future. The Commission has set a visionary goal of "No Repeat Accidents - Ever!" Thorough investigation skills are pivotal to the Commission's successful performance, and in this role you will provide strong organisational, strategic and technical leadership, as you lead the organisation's high quality and timely investigative function over the aviation, rail, and marine modes. This is a rare opportunity, due to a relocation based on family circumstances, to drive the capability and performance of highly skilled teams, and contribute at the sector's highest level. For this dual titled role - Chief Investigator of Accidents / General Manager Investigation Services, our ideal candidate will be professionally and technically qualified and have sector investigation experience, however distinct and proven safety management experience from this sector would also be highly desirable. Key competencies and experience you will bring to the role include: • Senior leadership and business skills and experience • Investigative, safety and QA experience and skills • An ability to work conceptually, anticipating and recognising risks/issues and identifying possible solutions • Outstanding all-round communication skills, including the ability to represent New Zealand at national and international level • An understanding of quasi-judicial processes, particularly the rules and requirements applicable to a Commission of Inquiry • Emotional and psychological maturity to handle stressful and emotionally difficult situations and to support your team in this area • Political nous and sound judgement • Medically and physically fit with the ability to travel at short notice. I look forward to hearing from those interested in progressing their career in this pivotal senior role, based in central Wellington, New Zealand. Applications close at 5pm on Wednesday, 24 June 2020. If you are interested in the position, please visit our website www.peopleandco.nz and search on the keyword 19442 under the Jobs tab. All applications will be acknowledged electronically. For further information contact Jacaleen Williams on 0064 4 931 9450 or Michele Walls on 0064 4 931 9448 quoting job number 19442. Only people with the right to work in New Zealand may apply for this position. For advice on obtaining a New Zealand work or residence visa visit www.immigration.govt.nz TO ALL PROFESSIONAL PILOTS, AIR TRAFFIC CONTROLLERS, members of their Management, Regulators and related organizations (airplane, helicopter, civil or military) WE REQUEST YOUR SUPPORT FOR A JOINT AVIATION SAFETY SURVEY (JASS) ON: "AERONAUTICAL DECISION-MAKING, INCL. MONITORING & INTERVENTION IN PRACTICE" Dear aviation colleague, you are invited to participate in a research project conducted by the department of Psychology at City, University of London, which aims to elicit your views and thoughts on Aeronautical Decision-Making, including Monitoring and Intervention in normal operation,by which we mean routine line flights without any incidents or technical malfunctions. The questions deal with teamwork and decision-making issues in various Pilot-roles, e.g. the role of the Pilot Monitoring (PM), Pilot Flying (PF), Pilot in Command (PIC) and Co-Pilot, and respectively in the Air Traffic Controller (ATCO)-roles of the coordinating and radioing/radar ATCO as well as pilot's and controller's training and occupational picture. This survey is completely anonymous - no identifying information will be requested or collected - and all responses will be treated as strictly confidential. The survey is approved by City's research and ethics committee (Approval Code: ETH 1920-1414). The introductory section of the survey will provide you with further information and the informed consent. Please click here to access the survey or copy the survey-link below into your browser. https://cityunilondon.eu.qualtrics.com/jfe/form/SV_6n7cxeunMyfy0fz By completing the questionnaire, you can - in addition to supporting aviation safety research - even do more good as we will donate a minimum of €2 for the first 1000 fully completed responses to the UNICEF COVID-19 Solidarity Response Fund which helps to care for vulnerable children and communities all over the world. If you have any questions, please do not hesitate to contact us via email: aviationsafety@city.ac.uk or tom.becker.1@city.ac.uk or via phone: +49 172 7178780. We thank you very much in advance. Your support is truly appreciated. Best regards, Capt. Tom Becker Prof. Peter Ayton Back to Top GRADUATE RESEARCH SURVEY Dear Participants, You are being asked to participate in a research study of your opinions and attitudes about stress and mental health. This research started almost two years ago. The purpose of this study is to examine mental health issues in aviation, specifically Part 121 airline pilots. During this study, you will be asked to complete a brief online survey about your opinions on various life circumstances, stress, and mental health topics. This study is expected to take approximately 15 minutes of your time. In order to participate, you must possess an FAA issued Airline Transport Certificate (ATP) and you must also be currently working as a pilot for a Part 121 air carrier that is headquartered within the United States. Participation in this study is voluntary and data will be collected anonymously, stored confidentially, and you may choose to opt out of the study at any time. We sincerely appreciate your consideration and time to complete our study, as it is another small but important step towards increasing safety in aviation. Please click on the link below to complete the survey: https://www.surveymonkey.com/r/7ZG6M6L For more information, please contact: Tanya Gatlin - Student Researcher Gatlint1@my.erau.edu 281-924-1336 Dr. Scott Winter - Faculty Advisor winte25e@erau.edu 386-226-6491 Curt Lewis