Flight Safety Information - July 25, 2022 No.142 In This Issue : Incident: Swiss BCS3 near Zurich on Jul 24th 2022, loss of cabin pressure : Incident: United B763 at Zurich on Jul 23rd 2022, bird strike : Incident: Azul AT72 at Belo Horizonte on Jul 20th 2022, could not retract landing gear : Incident: Delta A332 at Frankfurt on Jul 22nd 2022, rejected takeoff due to bird strike : Incident: France B773 near Paris on Jul 21st 2022, engine shut down in flight : Incident: TUI B738 near Rhodos on Jul 20th 2022, engine failure : An American Airlines Pilot Almost Crashed A Plane, And The Transcript Is Shocking : Positions Available: Flight Attendant : China's home-grown C919 jet nears certification as test planes complete tasks : POSITION AVAILABLE: Manager, Emergency Response : Position - Safety Manager Incident: Swiss BCS3 near Zurich on Jul 24th 2022, loss of cabin pressure A Swiss Bombardier C-Series CS-300, registration HB-JCG performing positioning flight LX-5141 from Ibiza,SP (Spain) to Zurich (Switzerland) with just crew on board, was enroute at FL300 about 100nm south of Zurich (in Italian Airspace) when the crew reported problems with the cabin pressure, descended to FL280 at first and then to FL140. The crew advised operations were normal, no passengers on board, no emergency services needed. The aircraft continued to Zurich for a safe landing on runway 14 about 35 minutes after leaving FL300. https://www.avherald.com/h?article=4fc0e8ac&opt=0 Incident: United B763 at Zurich on Jul 23rd 2022, bird strike A United Boeing 767-300, registration N668UA performing flight UA-12 from Zurich (Switzerland) to Chicago O'Hare,IL (USA), departed Zurich's runway 16 when after rotation in the initial climb tower informed the crew, that there had been a loud sound of vibrations from the engines during the takeoff run and queried the crew, whether they had normal operations. The crew seemed unsure and hinted, they might need to return, then were handed off to departure and subsequently decided to continue the flight. The aircraft climbed to FL300 and was enroute over France at FL300 about one hour into the flight when the crew decided to turn around and return to Zurich reporting problems with the left hand engine (PW4060) and a precautionary return. A runway inspection on runway 16 in the meantime found a dead buzzard at the side of the runway. The aircraft landed safely on Zurich's runway 14 about 2 hours after departure and taxied to the apron. https://www.avherald.com/h?article=4fc031f6&opt=0 Incident: Azul AT72 at Belo Horizonte on Jul 20th 2022, could not retract landing gear An Azul Linhas Aereas Avions de Transport Regional ATR-72-212A, registration PR-AQA performing flight AD-4136 from Belo Horizonte,MG to Guanambi,BA (Brazil) with 49 passengers and 4 crew, was climbing out of Belo Horizonte's runway 16 when the crew stopped the climb at FL080 due to being unable to retract the landing gear. The aircraft entered a hold to burn off fuel and returned to Belo Horizonte for a safe landing on runway 16 about 90 minutes after departure. Brazil's CENIPA reported the crew declared emergency after takeoff when the landing gear did not retract. The aircraft burned off fuel and returned to Belo Horizonte without further complications. https://www.avherald.com/h?article=4fbfc9ac&opt=0 Incident: Delta A332 at Frankfurt on Jul 22nd 2022, rejected takeoff due to bird strike A Delta Airlines Airbus A330-200, registration N858NW performing flight DL-87 from Frankfurt/Main (Germany) to Detroit,MI (USA), was accelerating for takeoff from Frankfurt's runway 07C when the crew rejected takeoff at high speed (about 140 knots over ground) when an engine (PW4168) ingested a bird. The aircraft slowed safely and taxied to the apron. The aircraft is still on the ground in Frankfurt about 9 hours after the rejected takeoff. https://www.avherald.com/h?article=4fbfc839&opt=0 Incident: France B773 near Paris on Jul 21st 2022, engine shut down in flight An Air France Boeing 777-300, registration F-GSQY performing flight AF-454 from Paris Charles de Gaulle (France) to Sao Paulo Guarulhos,SP (Brazil), was enroute at FL310 about 360nm southwest of Paris over the Bay of Biscay when the crew detected an engine (GE90) oil leak and decided to return to Paris. The crew shut the engine down, drifted down to FL180 and landed back in Paris on runway 08L about one hour after leaving FL310. A replacement Boeing 777-300 registration F-GZND departed Paris the following morning about 10 hours after F-GSQY landed back and is estimated to reach Sao Paulo with a delay of 11 hours. https://www.avherald.com/h?article=4fbfc586&opt=0 Incident: TUI B738 near Rhodos on Jul 20th 2022, engine failure A TUI Airways Boeing 737-800, registration G-TAWH performing flight BY-4353 from Paphos (Cyprus) to London Gatwick,EN (UK), was enroute at FL360 about 40nm northeast of Rhodos (Greece) when the crew decided to divert to Rhodos due to a failed engine (CFM56). The aircraft landed safely on Rhodos' runway 24 about 50 minutes later. The aircraft remained on the ground for about 41.5 hours, then positioned to Gatwick. https://www.avherald.com/h?article=4fbfc30d&opt=0 An American Airlines Pilot Almost Crashed A Plane, And The Transcript Is Shocking In April 2019, an American Airlines plane had a serious takeoff incident at JFK. The incident was so bad that the plane involved ended up being scrapped. Over three years later, there’s an update, as investigators have released their final report, which is pretty damning for the captain. Perhaps the most shocking part is the transcript of what the pilots were saying to one another. American Airlines plane’s terrifying takeoff from JFK First let’s cover some basics of the accident. On April 10, 2019, an American Airlines Airbus A321 was operating flight AA300 from New York (JFK) to Los Angeles (LAX). This was one of American’s “A321T” aircraft, in a swanky three cabin configuration with just 102 seats. The flight was carrying 109 people, including 101 passengers and eight crew. Long story short, the plane “rolled” to the left as it took off, causing the left wing to hit something during takeoff. It’s believed that the plane banked around 30 degrees to the left, to the point that the pilots were worried the plane would flip over. As the plane passed through 20,000 feet, the pilots finally informed air traffic controllers of their intention to return to the airport. You can listen to the audio between the pilots and air traffic controllers below (which is pretty standard, and not nearly as interesting as the transcript that has been released from the cockpit, which I’ll cover below). Anyway, the plane ended up sustaining some significant damage to the left wing. Examination revealed that the left wing had a permanent upward deflection, to the point that the left wingtip was about six inches higher than the right wingtip. As a result, the plane ended up being scrapped and used for parts. That gives you a sense of just how serious this incident was. Pilot error blamed for American Airlines incident The National Transportation Safety Board (NTSB) has released its final report about the incident. Investigators determined that the probable cause of this incident was pilot error. Specifically, the plane had a crosswind during takeoff, and the captain used the rudder excessively: “The captain’s excessive left rudder pedal input during the takeoff ground roll, which caused a large heading deviation and a left roll upon rotation that resulted in the left wingtip striking the ground.” The first officer claimed that the plane had banked around 30 degrees to the left, and feared that the plane was going to “roll over.” During takeoff the captain said “I can’t control it,” at which point the first officer grabbed his sidestick, applied right aileron and back pressure, and the airplane began to climb. Without that, one has to wonder how this would have ended. For context, the crosswind wasn’t too bad. It was a roughly 14-17 knot crosswind from the right, well below the company’s 35-knot crosswind limitation. No faults were found with the plane as such. Now, I can’t help put point out the bizarre parallels here between this flight and another one. Remember American Airlines flight AA587, which was an Airbus A300 that crashed shortly after 9/11, in November 2001? That plane took off from the same exact runway (and ironically was operated by an Airbus A300, while this was flight number AA300). There was wake turbulence on departure, and the cause of the crash was the pilot’s excessive use of rudder. American Airlines cockpit transcript is shocking Rarely do we get to hear what pilots are actually discussing in tense situations. While there are cockpit voice recorders, they only record for around two hours. So only after a serious incident are they ever listened to. Well, in this case the entire transcript from this flight has been released, and it might make some people uneasy about flying. I think it’s important to emphasize that both pilots in the flight deck were very experienced: The 58-year-old captain had nearly 20,000 flight hours, with around 3,000 hours on Airbus A320 family aircraft The first officer was the same age, and had 15,500 flight hours, with around 2,000 hours on Airbus A320 family aircraft The point is, this was an exceptionally experienced crew, between the captain and first officer. Over 35,000 hours, with neither pilot being new to the jet, is just about all the experience you could hope for. Anyway, let me share some key conversations, and I’ll note that when there’s a “#” in the transcript, that means there was an expletive used. Here was the conversation right after takeoff when the incident first happened: First officer: “Your airplane, your airplane, your airplane. I don’t know what’s goin’ on.” Captain: “What the # (happened)?” First officer: “I don’t know. Ah the engines all go, good.” Captain: “The # ju- it just # rolled on me.” First officer: “What the # is that? Are we continuing? #. These girls will never fly with us again. I thought we were gone.” First officer: “That scared the # outta me, I thought we were gone.” Captain: “The # airplane just rolled on me dude.” It’s interesting how one of the first things they bring up is how “these girls will never fly with us again,” presumably referring to the flight attendants. Shortly thereafter the pilots had a more general discussion about the plane: First officer: “# airplane, I swear to @.” Captain: “# hate flyin’ this thing with any kinda crosswind. # me I’m gonna take some time off after that #.” First officer: “Tell me about it.” Captain: “Holy # I’m not workin’ tomorrow.” It’s a little concerning if a captain with nearly 20,000 hours hates flying the plane when there’s any sort of a crosswind. Then a flight attendant called the cockpit, and here’s the conversation: Flight attendant: “What was that? That was so scary?” Captain: “I know, I think we, we, we think we our, our rudder got jammed. We’re testing it out right now, we’re just lookin’ at all the flight controls. And ah, right now she seems to be operating pretty smoothly, so.” Flight attendant: “Okay. Thank you I’m glad you’re experienced.” Captain: “Yeah well, you know what? We, we, we’re just having a conversation about that. # Airbus man. this is the kinda # we don’t like about it. You know there’s so many computers we don’t, we don’t know what it # does sometimes.” Flight attendant: “Okay.” Captain: “That was a ah full left rudder on the, on the runway to keep it on the runway and then ah the one- the once we got airborne she just went # tits up.” Flight attendant: “Okay just keep us abreast. Good job.” It’s also nice to know the plane has so many computers that the captain doesn’t know how to use them, apparently! This interaction is probably the most telling of the entire series: Captain: “You ever notice on this airplane you go, you go full controls sometimes it doesn’t react, it doesn’t do anything? First officer: “No, I don’t go full controls that often, so.” That gets at the whole issue, since it seems the captain made a habit of going “full controls” too much, which is what caused this incident. You shouldn’t be going “full controls” for a moderate crosswind. Then the pilots tried to decide whether to return to JFK or continue their flight. Interestingly they’re not motivated to return out of an abundance of caution, but rather due to politics and to cover their rears: First officer: “Yeah I mean I’m just thinkin’ with that kind of an extreme maneuver, you know just, for the politics of it all. It might not be a bad idea go back, because, these girls will never fly with us again I’m tellin’ ya. and the, I mean that scared me that bad, that I’ve never been so scared in an airplane I don’t think I thought. I mean I wasn’t that scared because like, but I thought it was over. I thought we were goin down.” Captain: “But yeah the passengers are probably all wondering and then people could ah monday morning quarterback you on continuing, with I’m just sayin’ that, I’m just putting that out there. I mean, I feel safe you know yeah let’s go, but you I’m just saying, I just wanted.” First officer: “Or maybe call maintenance to cover your #. And tell ’em what happened and see what they- or just ah I don’t know yeah.” Captain: “You know, I think you’re right.” First officer: “I think you gotta cover your # on this one.” At this point the decision was made to return to JFK. The captain then addressed the passengers, lying about having “isolated the faulty system.” Here’s the transcript of that: Captain: “Ladies and gentlemen this is the captain speaking if I can have your attention please, ah we’ve got an issue with the airplane involving our ah flight control computers and ah we are ah made the decision to return to ah JFK airport and land the airplane and ah let the maintenance folks ah take it over. Should be ah touching down in Kennedy in about fifteen minutes or so, no cause for alarm the aircraft has been ah secured with the faulty system isolated and ah she’s handling very nicely at this point but ah no sense in ah continuing on to LA ah with with an aircraft ah in this particular condition so we’re gonna just for safety’ ah purposes ah return to JFK and land. And ahm once we get on the ground safely back at the gate we’ll start working the issue of getting a new airplane or ah figuring out how to get you all on your way. Appreciate your patience as ah we keep the operation as safe as ah as possible. Thanks again, again landing in about fifteen minutes.” Bottom line Well over three years after the incident, we now have a final report on what happened during an April 2019 departure from JFK that caused an American Airlines Airbus A321 to be written off. The cause was determined to be the captain’s excessive use of left rudder during takeoff. And it seems that the captain had a history of using too much rudder, based on the transcript, during which he asked the first officer if he had the same issue when applying “full controls.” It’s quite shocking to hear a captain with nearly 20,000 hours claim that he hates flying the plane if there’s any sort of a crosswind, and that he doesn’t know how a lot of the computers work. It sounds like the first officer was significantly more competent in this case. Not only did his inputs during the takeoff roll potentially help avoid catastrophe, but he also said that he didn’t have experience with going “full controls,” because that’s not something you’re supposed to do with a moderate crosswind, well within operating limits. This incident could have ended very differently, it seems. I’m sure I’m not the only one now wondering whether it’s common for pilots with 20,000 hours to act like this, or if this was just a very bad apple. https://onemileatatime.com/news/american-airlines-pilot-almost-crashed-plane/ Positions Available: Flight Attendant Air Canada Rouge is looking for fun and dedicated people who have a passion for travel to join our Toronto base. / Air Canada Rouge est à la recherche de personnes souriante, dévouées et passionnées par le voyage de joindre notre base de Toronto. Candidates must be willing to live or relocate within 90 minutes of Toronto Pearson Airport. Primary Flight Attendant responsibilities include: · Preparing the aircraft for customer boarding and ensuring a keen awareness of the service and safety plan for the flight · Communicating with customers through one-on-one interactions and general intercom announcements in a warm, friendly and professional manner · Welcoming customers and engaging with them throughout the flight to create a comfortable, friendly environment · Ensuring mandatory safety procedures are followed · Liaising with the flight deck crew (pilots) to ensure a smooth and well operated flight with excellent customer communications · Provide inflight snack, meal, and beverage service and the sale of onboard products · Operation of and assistance with the inflight entertainment system · Assisting customers with a variety of needs including carryon baggage stowage, seating arrangements and general comfort · Handling onboard incidents and emergencies · Handling a medical incident or emergency, including providing First Aid as required · Ensuring the general orderliness of the aircraft · Ensuring customer feedback is shared with management and taking an active role in helping management operate and evolve Air Canada Rouge to provide the best possible customer experience · Completing and submitting required safety reports · Requirements: · Minimum 18 years of age · Possess at least a high school diploma · Hold a valid Canadian Passport without restrictions · Live within 90 minutes of Toronto Pearson Airport or willing to relocate · Able to obtain a Transport Canada security clearance · Able to access the internet for last minute changes and communications · Comfortable working at high altitudes in a pressurized cabin · Customer service experience an asset · Mandatory Covid-19 Vaccination Required · Language Skills: · Candidates who speak both English and French fluently are preferred. · Preference will also be given to candidates who speak the following languages in addition to English: French, Spanish, Portuguese, Arabic, Greek, Romanian, Croatian, Italian, Hebrew, Taiwanese, Japanese, German, Hungarian, Punjabi, Hindi, Cantonese and Mandarin. Diversity and Inclusion Air Canada Rouge is committed to Diversity and Inclusion and aims to create a healthy, accessible and rewarding work environment which highlights employees’ unique contributions to our company’s success. We believe in celebrating the diversity of our workforce and as an equal opportunity employer, we encourage all qualified individuals to apply. APPLY NOW ******************* Are you in the area of Montreal or Toronto and interested in attending an in-person recruitment event? Please sign up using the links below: Monday July 25, 2022 -Montreal https://www.signupgenius.com/go/10c0e48a5a82fabfbcf8-vnement1 25 juillet - Événement de Recrutement | Recruitment Event Vous devez avoir au moins 18 ans, être en possession d'un passeport canadien valide et être entièrement vacciné contre le COVID-19 pour pouvoir participer à cet événement. Pour obtenir la liste des documents que vous devez apporter à l'événement de recrutement, veuillez consulter le PDF "Important Document" ci-joint. ** Sachez que vous ne serez pas en mesure de participer à l'événement de recrutement si vous n'êtes pas en possession des documents requis ** _________________________________________________________________________________ You must be at least 18 years old, have a current Canadian passport, and be fully vaccinated against COVID-19 in order to participate in this event. For a list of the documents you must bring to the hiring event, please see the attached "Important Document" PDF. ** Please note that you will not be permitted to participate in the recruitment event if you do not have the required documentation with you ** Lundi, le 25 juillet 2022 | Monday, July 25 2022 Holiday www.signupgenius.com Thursday July 28, 2022 -Toronto https://www.signupgenius.com/go/10c0e48a5a82fabfbcf8-july July 28- Recruitment Event | 28 juillet - Événement de Recrutement You must be at least 18 years old, have a current Canadian passport, and be fully vaccinated against COVID-19 in order to participate in this event. For a list of the documents you must bring to the hiring event, please see the attached "Important Document" PDF. ** Please note that you will not be permitted to participate in the recruitment event if you do not have the required documentation with you ** _________________________________________________________________________________ Vous devez avoir au moins 18 ans, être en possession d'un passeport canadien valide et être entièrement vacciné contre le COVID-19 pour pouvoir participer à cet événement. Pour obtenir la liste des documents que vous devez apporter à l'événement de recrutement, veuillez consulter le PDF "Important Document" ci-joint. **Sachez que vous ne serez pas en mesure de participer à l'événement de recrutement si vous n'êtes pas en possession des documents requis ** Thursday, July 28, 2022 | Jeudi, le 28 juillet 2022 Four P www.signupgenius.com China's home-grown C919 jet nears certification as test planes complete tasks SHANGHAI, July 23 (Reuters) - China's homegrown C919 narrow-body jet, designed to challenge the Airbus-Boeing (AIR.PA)(BA.N) duopoly, is nearing certification as its test planes completed all of the test flight tasks, the company said on Saturday. The state-owned manufacturer Commercial Aircraft Corp of China (COMAC) said on its official social media account that the six test planes have finished the testing tasks as the programme enters the final stage of receiving a certificate from the Civil Aviation Administration of China which is required for commercial operations. That would mark a milestone in China's ambitions to climb up the manufacturing supply chain. Designed to compete directly with the Boeing 737 MAX and Airbus 320neo families, the C919 aircraft programme has faced a range of technical issues and tougher U.S. export controls, after being launched in 2008, Reuters has reported. read more The launch customer is the state-owned China Eastern Airlines (600115.SS), which has placed an order for five C919 jets in March last year. Changjiang Daily, a newspaper owned by the local government of Wuhan, said in a report on July 8 the airline is scheduled to take the first delivery in August. Assembled in China, the plane relies heavily on Western components, including engines and avionics. https://www.reuters.com/business/aerospace-defense/chinas-home-grown-c919-jet-nears-certification-test-planes-complete-tasks-2022-07-23/ POSITION AVAILABLE: Manager, Emergency Response Indianapolis, IN US ID JR-003658 Category Manager, Emergency Response Schedule Full time POSITION PURPOSE Maintains regulatory compliance of air carriers under NTSB, FAA and ICAO Annex 19 regulations. Maintains an emergency response readiness to respond to aircraft incidents, accidents and company business continuity issues. Develops and implements a Corporate Emergency and Response Plan for code-share partner and charter operations. ESSENTIAL DUTIES To perform this job successfully, an individual must be able to perform each essential duty satisfactorily. Reasonable accommodation may be made to enable individuals with disabilities to perform the essential functions. Manages the effective implementation of policies, procedures and programs to ensure compliance with corporate and governmental safety standards and regulations (14 CFR FAA, NTSB, 49 USC 41113: Domestic Air Carrier Responsibilities). Maintains an effective system to identify, investigate, determine root causes, recommend appropriate risk control measures, and perform trend analysis. (14 CFR FAA, 14 CFR FAA Part 5 Safety Management System, 49 CFR NTSB Part 830, 831 Reporting and Investigation). Confirms applicable Planning, Preparedness and Training for Transportation Accidents and other regulatory training is properly conducted and documented. Provides management, functional training departments, and other training personnel with educational, training materials and tools. (14 CFR FAA, NTSB Family Assistance Plan for Aviation Disasters, etc.). Interfaces with all Codeshare partners, federal agencies and governing bodies regarding Emergency Response planning. Ensures company compliance with corporate and governmental regulations and standards pertaining to emergency planning and response issues (49 CFR NTSB, 49 USC 41113, etc.). Serves as a humanitarian Go-Team leader during all National Transportation Safety Board (NTSB) accident and incident investigations. Oversees the production and timely dissemination of Safety Department deliverables i.e. newsletters, safety bulletins, etc. Provides business continuity planning to include facility drills addressing fire, bomb threat, workplace violence, severe weather, natural disaster and power outages. Fosters the Company’s core values and culture throughout the work environment. Develops and maintains relationships with service providers and the contract administration for required services to meet the performance expectations of responding to Emergency Response scenarios. Performs various other duties as assigned. REQUIRED KNOWLEDGE, SKILLS AND ABILITIES The requirements listed below are representative of the knowledge, skill, and/or ability necessary to perform this job. EDUCATION and/or EXPERIENCE Bachelor’s degree (B.A. /B.S.) or equivalent in Safety with at least 5 years of experience. PREFERRED EDUCATION and/or EXPERIENCE Master’s degree (M.A. /M.S.) or equivalent in Environmental studies with a minimum of 8 years of experience. LANGUAGE SKILLS Ability to read, analyze, and interpret general business periodicals, professional journals, technical procedures, or governmental regulations. Ability to write reports, business correspondence, and procedure manuals. Ability to effectively present information and respond to questions from groups of managers, clients, customers, and the general public. REASONING/PROBLEM SOLVING ABILITY Ability to define problems, collect data, establish facts, and draw valid conclusions. Ability to interpret an extensive variety of technical instructions in mathematical or diagram form and deal with several abstract and concrete variables. DECISION MAKING Makes decisions daily on use of resources, performance and budgets. Decisions could require additional expenditure of resources if not sound decisions. PHYSICAL DEMANDS The physical demands described here are representative of those that must be met by an associate to successfully perform the essential functions of this job. Able to move about the work environment. Frequently required to stand, walk, sit, talk and hear. Occasionally required to climb, stoop or kneel, possibly on uneven ground WORK ENVIRONMENT The work environment characteristics described here are representative of those an associate encounters while performing the essential functions of this job. Able to work in outdoor adverse weather conditions in response to emergency situations. TRAVEL REQUIREMENTS Must be available 24/7/365 to respond in a moment’s notice to emergency situations. Able to travel up to 25% of the time, including international travel requiring a passport APPLY HERE American Robotics Full Time Position: Title: Safety Manager American Robotics goal is to be an industry leader in Safety, Risk, and Resilience in highly automated and autonomous UAS aviation. About the role: American Robotics is looking for a dynamic and motivated full-time safety manager to provide front line support to our flight operations and safety departments. The safety manager will be responsible for assisting in every aspect of development, operationalization, and maintenance of the American Robotics corporate safety program and Advanced Safety Management System. This role reports to the Vice President of Operations, and influences all aspects of technology, culture, operations to champion safety and responsibility across the company. Location: This role is a full-time position based in Boston, MA. Minimum Requirements for Application: · Experience with development, implementation, management and maintenance of aviation and industrial safety management safety systems. · FAA Part 107 Remote Pilot Certificate [required] · Experience with developing and implementing aviation safety training [Crew Resource Management, Non-Technical Skills, Risk Management processes]. · FAA Part 61 Private Pilot Certificate [required. CPL, ATPL certificate holders preferred] · Sound knowledge of FAA Civil Aviation Regulations for Safety Management Systems, Uncrewed Aircraft Systems; BVLOS operations, data recording and reporting practices,. · Knowledge and experience with Aviation and Industry Safety Standards and Best Practices (ASTM, ANSI, , OSHA, DOT). Additional Experience/Qualifications an Advantage: · University/College Degree in Aviation Safety, Human Factors, Accident Investigation. · Aviation Safety Auditing qualifications and experience (certified lead auditor in SMS/QMS), and the overlap with OSHA standards, is an advantage. · Candidates with SMS/Training and Certification programs will have an advantage. · Candidates with experience in front line customer relations regarding aviation safety will have an advantage. APPLY HERE Curt Lewis