Flight Safety Information - January 31, 2022 No. 021 In This Issue : Cessna 421C Golden Eagle - Gear Collapse (Texas) : Report: Cessna S550 Citation S/II - Loss of Control (South Africa) : Report: Gulfstream G-IVSP - Fatal Accident (Dominican Republic) : Pilot in Smokies fatal helicopter crash wasn't supposed to fly, so how did he get in the air? : 4 passengers, pilots safe after emergency landing at Athens airport : Boeing's bet on jet-building frenzy rests on fragile suppliers : Cruise ship enters launch hazard area, forcing SpaceX to scrub mission a fourth time : GRADUATE RESEARCH SURVEY : Position Available - Senior Vice President, Consulting : ERAU Advanced Aircraft Accident Investigation - Course - May 9 – 13, 2022 - Prescott AZ ERAU Campus Cessna 421C Golden Eagle - Gear Collapse (Texas) Date: 29-JAN-2022 Time: 14:33 LT Type: Cessna 421C Golden Eagle Owner/operator: Private Registration: N679JJ MSN: 421C0637 Fatalities: Fatalities: 0 / Occupants: 6 Other fatalities: 0 Aircraft damage: Substantial Location: Addison Airport (ADS/KADS), Dallas, TX - United States of America Phase: Landing Nature: Private Departure airport: Kleberg County Airport (IKG/KIKG) Kingsville, TX Destination airport: Addison Airport (ADS/KADS) Dallas, TX Narrative: The Cessna 421C sustained substantial damage subsequent to the left main gear collapse and runway excursion into a ditch at Addison Airport (ADS/KADS), Dallas, Texas during the landing sequence on Rwy 15. The five passengers and the pilot were not injured. https://aviation-safety.net/wikibase/274859 Report: Cessna S550 Citation S/II - Loss of Control (South Africa) Status: Final Date: Thursday 23 January 2020 Time: 10:53 Type: Cessna S550 Citation S/II Operator: South African Civil Aviation Authority Registration: ZS-CAR MSN: S550-0078 First flight: 1986 Total airframe hrs: 10106 Engines: 2 Pratt & Whitney Canada JT15D-4B Crew: Fatalities: 3 / Occupants: 3 Passengers: Fatalities: 0 / Occupants: 0 Total: Fatalities: 3 / Occupants: 3 Aircraft damage: Destroyed Aircraft fate: Written off (damaged beyond repair) Location: 5 km (3.1 mls) NW of Friemersheim ( South Africa) Crash site elevation: 668 m (2192 feet) amsl Phase: En route (ENR) Nature: Survey/research Departure airport: George Airport (GRJ/FAGG), South Africa Destination airport: George Airport (GRJ/FAGG), South Africa Narrative: A Cessna S550 Citation S/II of the South African Civil Aviation Authority crashed into the Outeniqua mountains, near the town of Friemersheim. The three occupants were killed and the aircraft was destroyed. The Citation departed Port Elizabeth Airport (FAPE) on a positioning flight to George Airport (FAGG). On approach to FAGG, the flying crew requested to carry out a calibration flight for the very high frequency omnidirectional range (VOR) beacon at FAGG. Due to inclement weather conditions at the time, they were not cleared to conduct VOR calibration. As a result, they decided to land and refuel the aircraft before commencing with the calibration of the Instrument Landing System (ILS) on runway 11 at FAGG. The flying crew requested take-off from runway 11 and an early right turn to intercept radial 250°, 17 nautical miles (nm) DME arc to radial 330° at 3000 feet (ft) climbing to 4000ft. The air traffic control (ATC) granted their request. Radar data indicated that at 10:42, the aircraft took off from runway 11 and, once airborne, made a right-hand turn to intercept radial 250° using the George VOR (GRV VOR). The aircraft climbed to 3000ft. Once the aircraft reached 17nm on the DME from the GRV VOR (DME is co-located with the VOR), it commenced with a right-hand turn to intercept radial 330° while maintaining 17nm DME arc. At 10:46, the ATC at FAGG advised the flying crew that they were now exiting controlled airspace and were advised to broadcast on the special rules frequency. The crew acknowledged the advisory to change frequency and there was no further communication. The aircraft was still being monitored by ATC using secondary surveillance radar. At 10:50, radar data showed the aircraft crossing radial 310° and entered a climb from 3000ft, reaching 3900ft. As the aircraft levelled off at 3900ft, a rapid descent occurred, and the aircraft lost 1500ft in approximately 9 seconds. Three seconds prior to impact, the aircraft nose pitched up before impacting a ridge at 2192ft. Probable Cause: Probable Cause: The crew lost control of the aircraft which resulted in significant loss of altitude; as they attempted to recover, they collided with the mountain. According to the SAWS report, there was significant cloud coverage below 1500 ft above ground level at the time of the accident as observed in the METARs. Mountain tops were obscured as seen on the Webcam. The aircraft route which is 17 N.M arc passes over the obscured mountains. From the limited FDR reading the aircraft attitude drastically changed into an unusual attitude when approaching the mountain area .This indicates that most probably, the pilot has entered into an unusual attitude during transition from VFR to IFR flight without preparation. The accident flight plan was VFR. Contributing Factors: 1. The presence of low clouds at about 1500ft below above ground and obscured mountains with clouds; 2. The incapability of the crew to recover from unusual attitude; lack of supervision and disregard of the Civil Aviation Regulations requirements by the FIU (operator). 3. Overbanked and steep dive maneuver, unable to gain the required altitude before impact; 4. Lack of upset prevention and recovery technique (UPRT); Accident investigation: cover Investigating agency: AAIB Ethiopia Status: Investigation completed Duration: 1 year and 10 months Accident number: CA18/2/3/9855 Download report: Final report https://aviation-safety.net/database/record.php?id=20200123-1 Report: Gulfstream G-IVSP - Fatal Accident (Dominican Republic) Status: Preliminary - official Date: Wednesday 15 December 2021 Time: c. 17:22 Type: Gulfstream G-IVSP Operator: Helidosa Aviation Group Registration: HI1050 MSN: 1482 First flight: 2002 Total airframe hrs: 6258 Engines: 2 Rolls-Royce Tay 611-8 Crew: Fatalities: 3 / Occupants: 3 Passengers: Fatalities: 6 / Occupants: 6 Total: Fatalities: 9 / Occupants: 9 Aircraft damage: Destroyed Aircraft fate: Written off (damaged beyond repair) Location: Santo Domingo-Las Américas International Airport (SDQ) ( Dominican Republic) Phase: Landing (LDG) Nature: Executive Departure airport: Higuero/La Isabela-Dr. Joaquín Balaguer Airport (JBQ/MDJB), Dominican Republic Destination airport: Orlando International Airport, FL (MCO/KMCO), United States of America Narrative: A Gulfstream G-IVSP, registration HI1050, was destroyed when it struck terrain while attempting to make an emergency landing at Santo Domingo-Las Américas International Airport (SDQ/MDSD), Dominican Republic. The two pilots, one flight attendant and six passengers were killed. Among those on board was Puerto Rican music producer Flow La Movie (José Ángel Hernández). Preliminary investigation results shared by the Dominican Comisión Investigadora de Accidentes de Aviación (CIAA) on January 18, 2022, point towards a spoiler issue. The accident aircraft arrived at Higuero/La Isabela-Dr. Joaquín Balaguer Airport at 12:35 local time on the day of the accident following a flight from San Juan, Puerto Rico. The aircraft was subsequently towed to the Helidosa hangar for maintenance. The company worked for three hours to replace the ground spoiler actuators on the right-hand wing. The aircraft was then towed back to the apron for a flight to Orlando, Florida, USA. According to CCTV footage, the flight crew did a flight control check. The spoilers on both wings extended, but only those on the left wing retracted again. The aircraft was then seen taxiing for departure with the three spoilers on the right wing still extended. After takeoff flight control problems developed immediately. The flight crew declared an emergency and requested vectors back to the airport. As the situation progressed, they decided to divert to Las Américas International Airport, where they were cleared to land on runway 35. On final approach the aircraft hit trees and then the terrain about 200 meters to the right of the runway. The total duration of the flight was about 16 minutes. https://aviation-safety.net/database/record.php?id=20211215-0 Pilot in Smokies fatal helicopter crash wasn't supposed to fly, so how did he get in the air? The pilot in last month's fatal helicopter crash in the Great Smoky Mountains had been ordered not to leave the state of Utah or pilot an aircraft due to ongoing allegations of wire fraud and operating as a pilot without proper certification. But Federal Aviation Administration spokesperson Crystal Essiaw told Knox News by email that the FAA "does not routinely receive notifications about such court orders" and it is the responsibility of customers to share this type of information about themselves when renting an aircraft. Knox News asked Essiaw questions generally about court orders against pilots and how the FAA might use them — not about this specific incident. 'Those are hills': NTSB report shows pilot ignored safety warnings before Smokies crash Documents outline pilot's restrictions Matthew Jones, 35, of Utah, was told multiple times Dec. 29 he should not fly the Robinson R44 II helicopter he was because of the threat of hazardous weather conditions in the Smokies, according to a preliminary report from the National Transportation Safety Board. The report shows Jones ignored those warnings and later crashed, killing 36-year-old Julianne Gerritsen, identified by the Sevier County Sheriff's Office as Jones' partner. Jones was indicted Oct. 13 in the U.S. District Court of Utah for operating as an airman, defined by the court as a pilot and certified flight instructor, without proper FAA certification. The indictment claims Jones opened a joint bank account with an unidentified individual to pay for that person's son to take flight lessons. Instead of using the account to fund flight lessons, the indicting document claims he stole nearly $10,000 for rent, ATM withdrawals, cell phone bills and personal purchases. An order of release filed Nov. 16 included stipulations that Jones could not be employed as a flight instructor, fly any type of aircraft or leave Utah without permission from a pretrial officer. Essiaw said requirements outlined in court orders "are independent from an FAA action against a pilot certificate" and that businesses renting small aircraft might not be aware of court orders against pilots. FAA records show Jones had a commercial pilot's license to operate helicopters at the time of the crash. Knox News could not locate Jones to seek comment. Tennessee River crash: Joe Clayton's family overwhelmed by tragic death, 'outpouring of love' Pilot when warned: 'Those are hills' Just before the crash, the National Weather Service in Morristown, Tennessee, issued a hazardous weather outlook. The alert, issued for several counties, including Sevier and Cocke, warned about potential thunderstorms, damaging winds and tornadoes. The crash happened near the Sevier County and Cocke County line after Jones took off from the Gatlinburg Pigeon Forge Airport. FAA records show Jones has an instrument helicopter rating, which allows pilots to rely on instrumentation to navigate when skies are not clear. However, flight tracking provider FlightAware does not show an instrument flight rules plan was submitted for the Dec. 29 flight. Prior to takeoff, someone even showed Jones a book from the training room that included "controlled flight into terrain" crashes that had happened in the area. His response? "Those are hills," according to the report. Jones also was not allowed to use or possess products containing THC, but a pretrial officer thinks Jones violated this condition Dec. 5, according to a court document filed eight days before the crash. The court then issued a summons for Jones. A court document filed Jan. 13 show Jones was arrested in East Tennessee following the crash and was scheduled to be transported to Utah by U.S. Marshals. One week after the crash, Jones was granted a continuance of his trial from Jan. 24 to April 25. The NTSB report is preliminary, and the agency's investigation is ongoing. https://www.yahoo.com/news/pilot-smokies-fatal-helicopter-crash-030009870.html 4 passengers, pilots safe after emergency landing at Athens airport The plane was en route from Orlando to Greensboro and had to make an emergency landing Sunday afternoon. ATHENS, Ga. — A plane en route from Orlando to Greensboro had to make an emergency landing Sunday afternoon at Athens-Ben Epps Airport. According to Athens-Clarke County Police, just after 1:10 p.m., the plane was in distress and its landing gear was not going down. Additionally, police said the plane's back-up manual landing gear also would not go down. According to a press release from police, the plane had "mechanical problems." The plane diverted its route to Ben Epps Airport and circled around several times in order to land. Authorities said the plane had to perform a "belly landing." All four passengers, the pilot and co-pilot are all safe after the emergency landing, police said. Police said the plane was a Navaho Chieftan twin-engine plane. https://www.11alive.com/article/travel/athens-airport-flight-emergency-landing/85-f7715807-1a91-42a6-920c-ca050c84707d Boeing's bet on jet-building frenzy rests on fragile suppliers For Boeing Co., the pandemic was just one item on the long list of its existential concerns over the past four years. But after a talent exodus, the twin tragedies of its 737 Max jets falling from the sky, and stiff competition from rivals (on top of COVID’s blow to air travel), the company is gearing up for a production resurgence that will help mount the industry's steepest ramp-up in modern aviation history. The comeback rides on whether a Boeing factory south of Seattle can pump out 31 of its cash cow Max jets each month, a 63% jump from its pace in October. The breakneck acceleration is already underway at a time when rival Airbus SE is also pushing the pedal to the floor. And then the real challenge will be to keep steadily moving higher. But Boeing can’t do it alone. The risk is that the constellation of suppliers that ship millions of parts to planemakers and enginemakers won’t be able to hire enough workers to keep pace. Those smaller manufacturers are facing labor shortages two years after U.S. aerospace companies jettisoned 57,000 employees. Already at the current low production pace, there are signs of stress and spot shortages. With an industry upturn looming, the crunch looks poised to get much worse. Even after all the adversities Boeing has faced, “the next 18 months is more risky than the prior 18,” said Kevin Michaels, managing director of consultant AeroDynamic Advisory. Whether aviation's titans hit their lofty output targets ``will be determined by the supply chain’s ability to execute and finance growth,'' he said. If the labor squeeze means Boeing can’t get the parts it needs, timed precisely to its production process, the company risks not only costly logjams but also the prospect of churning out scads of partially completed planes. Supplier disruptions famously forced Boeing to shutter production in 1997 and later left dozens of “ gliders” — jets lacking engines — stacked up around the Renton, Washington, plant during the last ramp-up in 2018. About two-thirds of suppliers surveyed by RBC Capital Markets say the ability to staff up is the biggest risk to the aerospace recovery. Michaels estimates worker shortfalls of 10% to 20% are common. Concerns are particularly high for two foundries, Howmet Aerospace Inc. and Warren Buffett-owned Precision Castparts Corp., which produce the lion’s share of highly complex jet-engine components, like turbine blades able to withstand blast-furnace temperatures. The companies reduced headcount by 17% and 40% respectively during the downturn. Worker shortages are endemic in corporate America — from fast-food outlets to auto plants — but it’s an incredibly challenging problem to fill highly skilled jobs in aerospace. Trades like precision machinists require apprenticeships and years of specialized training before workers are deemed qualified. Raytheon Technologies Corp., which builds Pratt and Whitney jet engines for Airbus and components for Boeing, is already seeing a worrisome shortage of welders at casting companies in its supply chain. Of the manufacturer's 13,000 component providers, there fewer than 100 companies ``that are giving us real concern. But it only takes one to make us miss a shipment,’’ Chief Executive Officer Greg Hayes said on an earnings call Tuesday. The omicron variant has added to the strain, Chief Financial Officer Neil Mitchill said in an interview. ``Some have some specialized skills, and it’s a tight labor market,’’ he added. ``It doesn’t take very many people to disrupt that.’’ The historically tight labor market and planning for the factory speed-up will be in the spotlight when Chicago-based Boeing reports earnings on Wednesday. Boeing is back in hiring mode two years after it cut about 20,000 jobs. And the manufacturer is carefully rehearsing suppliers for the long climb back to the pre-crisis peak, a 52-jet monthly pace for the 737 family. The planemaker has already embedded engineers in some potential bottlenecks. Boeing CEO Dave Calhoun in October said hiring by its contractors will be a “critical watch item.” “It’s incredibly important to them,” said Robert Spingarn, an analyst with Melius Research. “So many things have gone wrong. Some are self-inflicted, some are macro-driven, like the virus. Boeing has to be very focused on getting everything right across the company. They know it, investors know it.” Boeing’s last few years have been unusually rough, thanks to the 737 Max grounding and the pandemic’s blow to aircraft sales. The company’s shares have slumped almost 40% since the end of 2019, a stretch that saw the S&P 500 climb by about a third. Meanwhile, rival Airbus had a more modest decline of about 18%. The European planemaker, which is pushing its suppliers to meet and beat pre-pandemic levels for its A320neo family by next year, was able to better weather the storm amid support from the French and German governments and lighter job cuts. Building a 737 Max jet is like tightly choreographing an intricate ballet. Boeing must oversee the flow of the 400,000 or so parts that make up the plane, with arrivals sometimes timed down to the hour. Hiking production is far more difficult than cutting back because of the complexity of getting those hundreds of suppliers to move faster in lockstep, Michaels of AeroDynamic Advisory said. Doing so requires pouring money into people and equipment months before purchase orders arrive. To prepare for its acceleration, Boeing itself is hiring again. The planemaker has already recalled more than 2,000 machinists in the Seattle area who lost their jobs during the recent crisis, along with about 425 unionized engineers. The company has more than 5,000 other job openings in its largest manufacturing hub, and aims to fill thousands of unfilled positions across the U.S. with hiring initiatives, competitive wages and benefits, a spokesman said. The U.S. manufacturer has also built a buffer of parts in inventory to help smooth the transition to higher rates, said Jeff Carpenter, director of Boeing’s raw-materials strategy. “I feel like we’re set up pretty good,” he said. “Ramping up aerospace production is always a challenge. But we’ve put a lot in place to get ahead of it.” From 2017 through 2019, aerospace employment soared to the highest levels in decades as Boeing and Airbus dialed up production. Those gains were largely erased as the pandemic brought global air travel to a standstill. “The war for talent is because experienced people retired, left or were asked to leave,” said Alex Krutz, managing director of consulting firm Patriot Industrial Partners. Key suppliers including partsmaker Howmet and enginemaker GE Aviation have already begun preparing for the coming boom. Howmet added about 800 people at its engine-products business during the second and third quarters. GE’s jet-engine division globally has slated 900 new employees to start in the first quarter and has doubled its recruiting team, with an emphasis on attracting production workers, the company said. As of mid-January, the GE division had more than 1,400 openings posted on its website. That’s more than a seven-fold jump from a year ago.Still, many longtime Boeing contractors are losing workers to larger parts-makers that can pay more, along with flashier aerospace entrants and distributors like Amazon.com Inc., said Patriot's Krutz. Tool Gauge has held virtual job fairs, raised wages and even offered part-time work to lure retirees back into the Tacoma, Washington, factory where it produces metal and plastic components for airplane cabins. Jim Lee, the company’s general manager, would boost its 100 or so workers by 10%, if he could find any takers. “The public’s nervous about companies that work in aerospace, because aerospace used to be such a great industry,” and then fell from those heights, Lee said. “And I mean ‘used to be,’ as in less than two years ago.” https://journalstar.com/boeings-bet-on-jet-building-frenzy-rests-on-fragile-suppliers/article_1afd97a5-4851-5fcb-b4c2-8e1255340965.html Cruise ship enters launch hazard area, forcing SpaceX to scrub mission a fourth time Space is important to us and that’s why we're working to bring you top coverage of the industry and Florida launches. Journalism like this takes time and resources. Please support it with a subscription here. A cruise ship veered into the exclusion zone along a Falcon 9 rocket's flightpath Sunday evening, forcing SpaceX to stand down from the mission yet again and prepare for a 24-hour turnaround. Launch engineers, counting down to a 6:11 p.m. EST liftoff from Cape Canaveral Space Force Station, waited as long as possible for the Coast Guard to resolve the situation but ultimately ran out of time to meet the instantaneous window's deadline. It marked the fourth delay for the mission that was previously scrubbed due to inclement weather around Launch Complex 40. Teams are now targeting 6:11 p.m. EST Monday, Jan. 31, for the fifth attempt at launching an Italian Space Agency Earth observation satellite. If it cannot fly on time, SpaceX will turn its attention to a Feb. 2 national defense payload at Vandenberg Space Force Base in California before re-focusing on the Cape. Weather for the Monday attempt, according to the Space Force, is expected to be at least 90% "go." SpaceX identified the ship only as a "cruise liner" and, as of late Sunday, neither the Coast Guard nor Port Canaveral had responded to inquiries. Royal Caribbean's Harmony of the Seas and MSC Cruises' Meraviglia were the two cruise ships with scheduled cruises out of Port Canaveral on Sunday. Sunday's launch was slated to fly toward the southeast, a corridor that went unused from 1960 to 2020. New technologies have enabled SpaceX to resume north-to-south polar launches from Florida, which fly almost parallel to the coast but also mean pilots and mariners need to be on the lookout for different exclusion zones. Hazard areas, designed to mitigate risks to people in the event of a rocket failure, are issued before every mission. Earlier this month, Space Launch Delta 45 issued a statement and warned pilots and mariners that there would be upwards of five polar launches in January alone. Sunday's launch marks the fourth. "The 2022 launch pace is going to be exceptionally busy with up to five polar, and seven total launches, projected for the month of January alone," Space Force Maj. Jonathan Szul said in a statement. "Due to the unique southerly trajectories, there will be a larger potential impact to air and sea traffic along the southeast coast of Florida." "We ask that all pilots and mariners double-check their Notices to Airmen (NOTAM) and Notices to Mariners (NOTMAR) to ensure they are fully aware of all pending launch activities in this historic month on the Space Coast," Szul said. Sunday's scrub also pushed a SpaceX mission originally slated for Monday: yet another Falcon 9 rocket at Kennedy Space Center's pad 39A will have to wait a little longer for its task of launching the company's 37th batch of Starlink internet satellites. Liftoff was set for 2:17 p.m. EST, but will push back by about 21 minutes for each day it's delayed. https://www.yahoo.com/news/cruise-ship-enters-launch-hazard-002820139.html GRADUATE RESEARCH SURVEY Calling all Part 135 Operators, are you concerned about having an effective SMS? With safety management system (SMS) regulations on the near horizon for 14 CFR 135 operators, it is important to identify barriers to having an effective SMS. A significant challenge to implementing and maintaining a robust SMS is obtaining frontline employee participation. An SMS needs that frontline information to help identify hazards, mitigate risks, and monitor risk controls. My name is Jason Starke, and I am a doctoral candidate at Northcentral University. Please help me in my research to determine if there is a relationship between servant leadership, organizational commitment, and engagement in the SMS (i.e., safety citizenship behavior). If you meet all the following criteria, I would really appreciate your participation: · 18 year of age or older; · Employed by an organization that conducts operations under 14 CFR 135; · Employed by an organization that has implemented a safety management system; and · Employed as a flight crew member (cockpit or cabin) and/or as an aircraft mechanic. The survey only takes roughly 10 minutes to complete and will ask you questions about: · Servant leadership characteristics of your immediate supervisor or manager; · Your current level of commitment to your organization; and · Your perception of the degree to which you feel certain safety behaviors and safety management activities are part of your job responsibilities. Again, please help with the research on this important topic so that we can understand how servant leadership positively influences employee engagement in the SMS. If you are interested in participating in this study, please click this link: https://ncu.co1.qualtrics.com/jfe/form/SV_cCJTGDxqF6wUk8m If you have questions, please contact me at J.Starke8609@o365.ncu.edu. I can’t thank you all enough for your participation! Jason Starke ARGUS International, Inc. is Growing Senior Vice President, Consulting Position Available ARGUS International, Inc.: Founded in 1995, ARGUS is the worldwide leader in specialized aviation services that allow organizations around the globe to improve their operational and business decision making. Our mission is to exceptionally deliver relevant and valuable information solutions to the Business Aviation, Air Carrier, Rotary Wing, UAS, and the overall Aerospace marketplace. PRISM (Professional Resources In System Management) LLC: PRISM, a wholly-owned subsidiary of ARGUS International, providing consulting and training services in the disciplines of regulatory certification/compliance, aviation safety, quality, security, and environment. PRISM is currently seeking an Senior Vice President, Consulting to join our team. This position will work at our Greenwood Village, CO location. Responsible for the leadership and direction of PRISM, this person provides revenue management, strategic leadership, supervision, and direction of the PRISM team including vice presidents and supporting staff. Responsible for managing a cadre of part-time associates who support development and delivery of customized products and services. Responsible for overall growth of PRISM having the ability to leverage associated sales team and business development team members to achieve targeted growth goals. Active member of ARGUS International executive and leadership team. Individual responsibilities will include, but not be limited to, the following: Administration and Leadership (40%) · Develops and manages an annual PRISM financial budget · Manages costs during delivery of products and services to maximize net income · Works with sales to assure margins are met and contracts executed as agreed · Works across departments to maximize company talent to meet customer needs · Provides annual performance and developmental reviews of division staff members · Provides mentoring and career development of division staff members Business Development (40%) · Anticipates industry needs in terms of products and services to ensure a consistent and competitive revenue stream · Partners with ARGUS President, Marketing & Sales to identify new lines of business (products & services) with emphasis on long term contracts to stabilize revenue stream · Partners with ARGUS President, Marketing, Sales, and PRISM division heads on client contact and sales meetings Program Management (20%) · Provide leadership and oversight for: 1. Developing safety, quality, security, and environmental systems for large commercial air carriers, regional airlines, helicopter operators, corporate operators, UAS operators, and charter enterprises to meet applicable regulatory and organizational requirements. 2. Develop a suite of technical training programs that equip aviation specialists with knowledge, tools, and skills to manage internal safety, quality, security and environmental systems. 3. Consulting services for certification services for FAA Part 121/135/139/145 applicants. 4. Provides clients with technical support to ensure compliance with regulatory requirements of ICAO and State Civil Aviation Authorities. · Establishes internal systems and processes to maintain FAA approval as a Recognized Certification Consultant Minimum requirements: · 4-year college degree, or equivalent work experience · 15 years of Aviation Industry experience consisting of Airline and Business Aviation to include operational management experience · Experience in mentoring / coaching mid-level and senior organizational management teams · Knowledge of organizational management systems to include SMS, QMS, and SeMS · Knowledge of operational and enterprise risk management systems, concepts and processes · Thorough understanding of aviation industry CFR Part 121, 135, and 145 regulations · Knowledge of aviation industry best operations practices for commercial air carrier, helicopter, business aviation, and unmanned market segments · Good working knowledge of all Microsoft Office programs, including Excel, Word, PowerPoint, and Publisher · Knowledge of Adobe Acrobat, Visio, and Project Management programs · Good working knowledge of internet and email usage · Excellent phone and organizational skills Why Chose ARGUS? Full time benefits will include: 401K Match, Medical/Dental/Vision Insurance, Voluntary Coverages, Paid Short Term Disability, Paid Vacation and Holidays, Flexible Schedules, Wellness Initiatives, Gym Reimbursement, Competitive Salary with a Friendly Casual Atmosphere. The salary range for this position will be 170-200K per year based on skillset and years of experience with bonus opportunity. ARGUS is an equal opportunity employer. Please register to submit your cover letter and resume at: https://workforcenow.adp.com/mascsr/default/mdf/recruitment/recruitment.html?cid=3363cb93-dd75-4c54-b4a1-8f276f42c007&ccId=19000101_000001&jobId=423847&source=CC2&lang=en_US Curt Lewis