Flight Safety Information May 14, 2018 - No. 096 In This Issue Incident: Alaska B738 at Portland on May 13th 2018, possible fire on board Incident: Martinair B744 over Atlantic on May 12th 2018, cargo smoke indication EVAS - Cockpit Smoke Protection Incident: France A319 near Venice on May 6th 2018, two Air Data Reference units failed Accident: Transavia B738 near Vienna on May 13th 2018, eight passengers become sick on board Incident: Thai Lion B39M at Chiang Mai on May 12th 2018, engine shut down in flight Incident: PIA B772 at Lahore on May 12th 2018, bird strike Incident: Vueling A320 at Hamburg on May 11th 2018, ATC prevents landing on wrong airport 13-MAY-2018 - THY Turkish Airlines Airbus A321-231 accident Accident: Cessna 208B Grand Caravan on skydiving flight out of Clonbullogue, Ireland; two injured Aircraft accident Jacksons Airport - Lockheed Hercules wing struck Boeing 737 winglet 12 May, 2018 Accident: Sichuan A319 near Chengdu on May 14th 2018, burst windshield Southwest Flight 861 makes emergency landing In Dallas after losing cabin pressure 'Flight Deck LIBIK - Lithium-Ion Battery Incident Kit Southwest 1380 Landing Proves Study Of Single Pilot Cargo Aircraft Is "Silly,' Pilot Leader Says Six near-misses between drones and aircraft in Dutch air space in 2017 NTSB Retains Hydraulic Components in Aeromed Crash FAA SUSPENDS ST. CROIX-BASED ISLAND TRAVELS AFTER COMPANY'S FAILURE TO ALLOW INSPECTION OF ITS AIRCRAFT Judge: Evidence Doesn't Back FAA's MRO Shop Closure Japan Airlines to set up low-cost carrier, targeting Asian demand What the potential loss of Iran airplane deal means for Boeing, Spirit China set to deliver world's largest amphibious aircraft by 2022 POSITION:...AIRCRAFT MAINTENANCE INSTRUCTOR POSITION AVAILABLE:...AOG MANAGER POSITION AVAILABLE: .Internal Evaluation Program Auditor I HIGH ALTITUDE FLYING: WHAT EVERY PILOT NEEDS TO KNOW - New Online Course - Fall 2018 Call for Nominations For 2018 Laura Taber Barbour Air Safety Award GRADUATE RESEARCH SURVEY - 1 GRADUATE RESEARCH SURVEY - 2 RESEARCH SURVEY Incident: Alaska B738 at Portland on May 13th 2018, possible fire on board An Alaska Airlines Boeing 737-800, registration N525AS performing flight AS-959 from Phoenix,AZ to Portland,OR (USA), was on short final to Portland's runway 28R when the crew reported maybe they were an emergency aircraft, they possibly had a fire on board, tower in response called the emergency services out. The aircraft landed safely a minute later, vacated the runway, the crew reported smoke was coming from a light on the first officer's yoke briefly and dissipated again. The aircraft was followed by emergency services to the gate, where emergency services checked the aircraft. A passenger reported had he not seen the fire engines attending to the aircraft he'd have assumed a normal landing. There was an odour coming from the direction of the cockpit though, however, the crew seemed unconcerned. The occurrence aircraft returned to service about 2 hours after landing. https://flightaware.com/live/flight/ASA959/history/20180513/1310Z/KPHX/KPDX http://avherald.com/h?article=4b88a813&opt=0 Back to Top Incident: Martinair B744 over Atlantic on May 12th 2018, cargo smoke indication A Martinair Boeing 747-400 freighter, registration PH-CKC performing freight flight MP-7342 from Miami,FL (USA) to Amsterdam (Netherlands) with 6 crew and a cargo of 52 horses, was enroute at FL360 over the Atlantic Ocean about 2 hours west of Shannon (Ireland) when the crew reported a cargo smoke indication, it was unsure however whether there was a real fire. The aircraft descended to FL100 and diverted to Shannon for a safe landing on runway 06 about 2 hours later. Emergency services inspected the aircraft and found no evidence of fire, heat or smoke. The aircraft subsequently backtracked the runway to taxi to the apron. The aircraft seen after landing (Photo: AVH/PF): http://avherald.com/h?article=4b87dc0c&opt=0 Back to Top Back to Top Incident: France A319 near Venice on May 6th 2018, two Air Data Reference units failed An Air France Airbus A319-100, registration F-GRXC performing flight AF-1833 from Athens (Greece) to Paris Charles de Gaulle (France), was enroute at FL380 about 45nm south of Venice (Italy) when the Air Data Reference Units #1 and #3 failed causing the Fly by Wire to revert to Alternate Law and the autopilot to disconnect. The crew decided to divert to Venice, performed a manual gear extension which degraded the Fly by Wire further to Direct Law and landed safely on runway 04R about 40 minutes later. The occurrence aircraft returned to service after about 20 hours on the ground in Venice. http://avherald.com/h?article=4b88a3ce&opt=0 Back to Top Accident: Transavia B738 near Vienna on May 13th 2018, eight passengers become sick on board A Transavia Boeing 737-800, registration PH-HXM performing flight HV-163 from Amsterdam (Netherlands) to Antalya (Turkey) with 185 people on board, was enroute at FL370 about 50nm northeast of Vienna (Austria) in Slovak Airspace when the crew decided to divert to Vienna reporting a number of passengers had become sick. The aircraft landed on Vienna's runway 16 about 20 minutes later. Several ambulances were awaiting the aircraft already. Two passengers were taken to a hospital. The airline reported eight passengers, seated throughout the cabin, felt unwell in flight and requested medical attention. Two passengers were taken to hospitals, the other six were treated at the airport. The cause of the passengers' illness is currently unknown and is being investigated. A replacement Boeing 737-800 registration PH-HSI positioned from Amsterdam to Vienna, resumed the flight and reached Antalya with a delay of 5.5 hours. http://avherald.com/h?article=4b88807c&opt=0 Back to Top Incident: Thai Lion B39M at Chiang Mai on May 12th 2018, engine shut down in flight A Thai Lion Air Boeing 737-900 MAX, registration HS-LSI performing flight SL-515 from Chiang Mai to Bangkok Don Mueang (Thailand) with 169 people on board, was climbing towards the north out of Chiang Mai when the right hand engine (Leap 1B) emitted two loud bangs prompting the crew to stop the climb at about FL060, shut the engine down and return to Chiang Mai for a safe landing about 17 minutes after departure. A replacement Boeing 737-900 registration HS-LTI departed with a delay of 4 hours and landed on Bangkok's Suvarnabhumi International Airport about 3:50 hours past schedule. http://avherald.com/h?article=4b88003f&opt=0 Back to Top Incident: PIA B772 at Lahore on May 12th 2018, bird strike A PIA Pakistan International Airlines Boeing 777-200, registration AP-BGK performing flight PK-750 from Paris Charles de Gaulle (France) to Islamabad (Pakistan) with 120 passengers, was on approach to Islamabad when the crew aborted the approach at about 6000 feet and diverted to Lahore due to weather in Islamabad and was on final approach to Lahore's runway 36R when a bird was ingested by the left hand engine (GE90). The aircraft continued for a safe landing on runway 36R. The passengers were bussed to Islamabad. The aircraft remained on the ground in Lahore for 15 hours before returning to service again. http://avherald.com/h?article=4b87edb4&opt=0 Back to Top Incident: Vueling A320 at Hamburg on May 11th 2018, ATC prevents landing on wrong airport A Vueling Airbus A320-200, registration EC-KDG performing flight VY-1820 from Barcelona,SP (Spain) to Hamburg Fuhlsbüttel (Germany), was on approach to Hamburg's International Airport Fuhlsbüttel. The ILS for runway 05 as well as the NDB approach were out of service, the approach minima had been raised due to obstacles near the runway 05. Aircraft were cleared for RNP approaches to runway 05, the Vueling crew however performed a visual approach to runway 05 and lined up with Finkenwerder's runway 05. ATC intervened, instructed the crew to turn left and not to descend. The crew shifted their flight path slightly to the left, climbed 200 feet, now aligned with the runway 05 of Fuhlsbüttel and continued for a safe landing on the correct runway. A listener on frequency reported ILS and NDB approaches were out of service, aircraft were normally cleared for RNP approaches, the Vueling crew however could not or did not want to fly the RNP and opted for a visual approach to runway 05. The crew reported the runway in sight about 20nm before Fuhlsbüttel's runway 05 and about 10nm before Finkenwerder's runway 05. ATC cleared the aircraft for a visual approach further instructing to maintain 2500 feet until 7nm before touchdown. A few minutes later ATC instructed the crew to turn left and not descend as the aircraft obviously attempted to land on Finkenwerder's runway 05. According to ADS-B data transmitted by the aircraft the aircraft joined the final approach course about 23nm before the Fuhlsbüttel's runway 05 threshold, was fully aligned with Finkenwerder's runway 05 just before Buxtehude about 7nm before Finkenwerder's runway 05 threshold and began the final descent, then turned slightly left and climbed 200 feet shifting their flight path slightly (about 0.9nm) to the left, flew past Finkenwerder now aligned with Fuhlsbüttel's runway 05 and landed safely. The occurrence aircraft departed for the return flight to Barcelona on schedule, however, is now still on the ground in Barcelona about 8 hours after landing in Barcelona. http://avherald.com/h?article=4b875b2b&opt=0 Back to Top 13-MAY-2018 - THY Turkish Airlines Airbus A321-231 accident: Status: Preliminary Date: Sunday 13 May 2018 Time: 17:46 Type: Airbus A321-231 Operator: THY Turkish Airlines Registration: TC-JMM C/n / msn: 2916 First flight: 2006-10-20 (11 years 7 months) Engines: 2 IAE V2533-A5 Crew: Fatalities: 0 / Occupants: Passengers: Fatalities: 0 / Occupants: Total: Fatalities: 0 / Occupants: Airplane damage: Substantial Location: Istanbul-Atatürk International Airport (IST) ( Turkey) Phase: Standing (STD) Nature: Domestic Scheduled Passenger Departure airport: Ercan Airport (ECN/LCEN), Turkey Destination airport: Istanbul-Atatürk International Airport (IST/LTBA), Turkey Flightnumber: TK969 Narrative: An Asiana Airlines Airbus A330-323 (HL7792) and a THY Turkish Airlines Airbus A321-231 (TC-JMM) suffered substantial damage in a ground contact accident at Istanbul-Atatürk International Airport, Turkey. The Airbus A321 had arrived from Ercan as flight TK969 and turned towards the gate at Terminal A at 14:47 UTC. The aircraft stopped about 30 meters before the intended parking position at the gate. At the same time the Airbus A330 had commenced taxiing along taxiway G to the runway. Flight OZ552 was returning to Seoul, South Korea. While taxiing past the A321, the right hand wing tip impacted the vertical stabilizer of TK969. The A321's vertical stabilizer was knocked over entirely and the A330's wing tip sustained serious damage. https://aviation-safety.net/database/record.php?id=20180513-0 Back to Top Accident: Cessna 208B Grand Caravan on skydiving flight out of Clonbullogue, Ireland; two injured Status: Preliminary Date: Sunday 13 May 2018 Time: ca 14:40 Type: Cessna 208B Grand Caravan Operating for: Irish Parachute Club Leased from: Parachuting Caravan Leasing Registration: G-KNYS C/n / msn: 208B-1146 First flight: 2005 Engines: 1 Pratt & Whitney Canada PT6A-114A Crew: Fatalities: 0 / Occupants: 1 Passengers: Fatalities: 0 / Occupants: 1 Total: Fatalities: 0 / Occupants: 2 Airplane damage: Unknown Location: 2 km (1.3 mls) NW of Clonbullogue Aerodrome ( Ireland) Phase: En route (ENR) Nature: Parachuting Departure airport: Clonbullogue Aerodrome (EICL), Ireland Destination airport: Clonbullogue Aerodrome (EICL), Ireland Narrative: The aircraft impacted bog and woodland terrain subsequent to a successful skydiving jump by 16 of the occupants onboard. The airplane sustained unreported damage and the two remaining occupants onboard received serious injuries. The Cessna 208B Grand Caravan had departed Clonbullogue Aerodrome in Ireland about 14:13 hours local time. The skydivers were dropped at 14:32 an altitude of about 13,000 feet overhead the airfield. https://aviation-safety.net/database/record.php?id=20180513-2 Back to Top Aircraft accident Jacksons Airport - Lockheed Hercules wing struck Boeing 737 winglet 12 May, 2018 At 4.15pm on Saturday 12 May, 2018, the Accident Investigation Commission (AIC) was informed that the left wing of a US registered Lockheed Hercules aircraft struck the right winglet of a parked PNG registered Boeing 737 when the Hercules was turning on the parking bay at Jacksons Airport Freight Ramp. The Hercules freighter was being operated by Lynden Air Cargo. The AIC's Chief Commissioner, Mr Hubert Namani said "the accident occurred at about 3.20 pm at the freight ramp adjacent to the Air Niugini maintenance hangar. The left wing of the Hercules overlapped the right wing of the Boeing 737, then struck and significantly damaged the winglet". The AIC immediately commenced an investigation AIC 18-1001, with an investigator attending the accident site to gather evidence for the investigation. Mr Namani added "the AIC has accessed the flight recorders of both aircraft, and these are being analysed at the AIC's Flight Recorder laboratory. Mr Namani said "the weather was fine and clear, and there were no environmental impediments to visibility". A preliminary report will be issued within 30 days. Approved: PNG Accident Investigation Commission Hubert Namani Further information contact: Alan L Stray, PSM Chief Commissioner Investigations Manager +675 3232911 Back to Top Accident: Sichuan A319 near Chengdu on May 14th 2018, burst windshield A Sichuan Airlines Airbus A319-100, registration B-6419 performing flight 3U-8633 from Chongqing to Lhasa (China), was enroute at 9800 meters (approx FL321) about 60nm west of Chengdu over mountaineous terrain, when the right hand windshield burst completely, the glass hitting and injuring the first officer, the passenger oxygen masks were automatically released, the flight control unit (autopilot panel) was damaged. The captain initiated an emergency descent to 7100 meters (approx FL235 - minimum safe altitude due to mountains), turned the aircraft around and diverted to Chengdu descending the aircraft to 3000 meters as soon as clear of the mountains. The aircraft landed on Chengdu's runway 02R about 35 minutes after leaving 9800 meters. The first officer and a cabin crew member received injuries. China's CAAC reported the first officer received a waist sprain and scratches when the right hand windshield shattered and separated. A member of the cabin crew received injuries, too. The occurrence is being investigated. The airline reported a mechanical failure. The captain remained unharmed, the first officer received skin abrasions, a member of the cabin crew a waist injury. http://avherald.com/h?article=4b890953&opt=0 Back to Top Southwest Flight 861 makes emergency landing In Dallas after losing cabin pressure Southwest Flight 861 was forced to make an emergency landing in Dallas after the cabin started losing pressure. CBS DFW DALLAS - A Southwest Airlines plane was forced to make an emergency landing Saturday after the cabin started losing pressure. CBSDFW reports the plane is now undergoing a maintenance review. Flight 861 was headed from Denver to Dallas Saturday night, and there were more than 100 passengers on board. Passenger Glen Eichelberger said at around 9 p.m., the oxygen masks came down and passengers were told to put them on because the cabin was losing pressure. Passenger Josh Trimberger said the plane was about 30 minutes outside of Dallas at that point. "Luckily, we were in the DFW area where we have Alliance, Love Field and DFW," said Trimberger. "I had no idea what was going on or what the outcome was going to be," said Eichelberger. "I reached over and grabbed Josh by the arm because I didn't know if we were going to make it or not. There was no communication what so ever from the flight attendants or from the cockpit as far whether we were in mortal danger." The two wish there was better communication on board, but said, luckily, it didn't take long for the pilot to get the plane safely on the ground. A spokesperson for Southwest Airlines said there were no major injuries, but paramedics did have to treat some passengers for ear pain. In an email response, the spokesperson called the landing uneventful, but passengers on board said that's not the case. "When you're in the air 20,000 feet above the ground and don't know what's going on, it's not uneventful," said Eichelberger. Eichelberger and Trimberger said they recognize accidents happen and will still be flying Southwest, but hope passenger safety is being taken seriously. "They do thousands of flights a day and it's a rare instance that this happened and I think it could have happened to anybody," said Trimberger. Southwest gave the following statement to CBS News: "The Crew of Flight 861 traveling from Denver to Dallas Saturday night radioed ahead for paramedics to meet the aircraft after a pressurization issue in flight. Following an uneventful landing, initial reports indicate four of the 120 Customers onboard requested a check from paramedics to assess ear pain. All of the Customers were ending their journey with us in Dallas, as was the aircraft, which will underwent a maintenance review." https://www.cbsnews.com/news/southwest-flight-861-emergency-landing-dallas-cabin-pressure/ Back to Top Back to Top Southwest 1380 Landing Proves Study Of Single Pilot Cargo Aircraft Is "Silly,' Pilot Leader Says A provision that would enable a study of single-pilot operation of cargo aircraft, strongly opposed by pilot groups, remains on the table as part of legislation to reauthorize the Federal Aviation Administration. The provision challenges the concept of the two-pilot cockpit, a key component of the safety infrastructure that has made U.S. commercial aviation the safest transportation system in the history of the world, according to the Air Line Pilots Association, which represents over 60,000 pilots at 34 airlines, and the Allied Pilots Association, which represents 15,000 pilots at American Airlines. FAA reauthorization has been approved by the House and awaits a vote by the Senate. The House version includes the study provision. "This type of legislation is irresponsible," said Todd Insler, chairman of the United chapter of the Air Line Pilots Association. "It's silly. It's a flat-earth concept that a cockpit can be safe with one pilot." Insler said the necessity for two pilots is clear from a review of well-known emergency landings including Southwest Flight 1380, which landed in Philadelphia with one engine last month; US Airways Flight 1549, which landed on the Hudson River with no functioning engines in 2009 and United flight 232 which lost an engine and many flight controls and landed in Sioux City, Iowa in 1989. Each case involved high levels of cooperation between the captain and the first officer, as well as other crew members and air traffic controllers, that was widely acknowledged afterwards. "In any adverse situation, it's a team effort," Insler said. "We can do nothing with one person. It's a team, it's a crew, and not just pilots - it includes flight attendants in the back and air traffic control on the ground. When things go wrong, I need help." Tonight, ABC News is scheduled to telecast an interview with interview with Tammi Jo Shults and Darren Ellisor, captain and first officer on Southwest 1380. In the interview, Shults described the division of labor between the pilots once the engine was lost. "We kind of just split the cockpit and I did flying and some of the outside talking, and he took care of everything else," she said. The single cargo pilot study provision was introduced by U.S. Rep LaMar Smith, R.-Texas. He is chairman of the Science, Space, and Technology Committee, which oversees the FAA, NASA, the Department of Energy and other agencies. "This provision simply provides for research and development for what the possibilities would be for single pilot commercial cargo aircraft," said Thea McDonald, spokeswoman for Smith's committee. "At this time, the chairman is advocating for R&D on this issue, not that all commercial cargo aircraft should be single-piloted immediately," McDonald said. "It's an important topic, particularly because vehicle autonomy is an important science and technology area in all modes of transportation. Asked who would benefit from the provision, McDonald responded: "Chairman Smith wants to know what's possible. It's not a picking winners and losers situation in his mind. He wants to know whether or not, and if so, under what conditions, single-piloted commercial cargo aircraft would make sense." The fate of the provision is unclear. "The provision of the bill passed un-amended in the House, and we intend to see it included in the bill all the way to enactment," McDonald said. But a Congressional source who asked not to be named said Thursday, "If it was already in the Senate bill, I'd say it's a done deal. "But as of now, the provision is not in," the source said. "So it's an open question." In a prepared statement, ALPA President Tim Canoll said the association "is disappointed by a provision in the U.S. House reauthorization that would introduce a new safety risk by taking initial steps to promote single-operator commercial cargo aircraft. "Air transportation is extremely safe in North America, due in no small part to the presence of two well- qualified, adequately trained, and properly rested pilots at the aircraft controls," Canoll said. "We oppose the provision, Section 744, because it will undermine the safety of our airspace, and we urge Congress to reject it." Meanwhile, APA said it is "adamantly opposed to the language in Section 744." "Cargo and passenger carriers operate the same high-performance jet aircraft, share the same congested airspace, and fly over the same densely populated areas," APA President Dan Carey said in a prepared statement. "There's no logical reason to apply different standards to each. "Given the threat posed by computer hacking and the accident rates for autonomous vehicles and military and civilian drones, it's astonishing that policymakers would even consider this notion," Carey said. https://www.forbes.com/sites/tedreed/2018/05/11/study-of-single-pilot-cargo-aircraft-is-silly-and- southwest-incident-proves-it-pilot-leader-says/#39258fb14412 Back to Top Six near-misses between drones and aircraft in Dutch air space in 2017 Six serious near-misses between drones and aircraft in Dutch air space were recorded in 2017, broadcaster RTL Nieuws reported on Monday. The aviation safety research board termed each of the incidents as serious, which means there was a good chance of a collision, the broadcaster said. The near-misses last year included a large airliner for the first time. A Transavia Boeing 737 en route from Catania on Sicily to Schiphol airport was flying at an altitude of three kilometres south of Rotterdam when one of its pilots noticed a drone outside the right-hand cockpit window. 'We saw a drone pass us at the same altitude,' the pilot told the Schiphol control tower. RTL Nieuws has obtained a copy of the recording. The drone then passed under the aircraft's right wing and disappeared. In 2016 airline pilots warned that stronger regulations regarding drones were needed to keep Dutch air space safe for aviation. A collision between a drone and a plane is potentially worse than an encounter with birds, one expert told RTL. Cockpit windows are not strong enough to deal with hitting a hard drone, while if a drone gets caught in a motor, motor blades can break,' Hans Heerkens of Twente University said. https://www.dutchnews.nl/news/2018/05/six-near-misses-between-drones-and-aircraft-in-dutch-air- space-in-2017/ Back to Top NTSB Retains Hydraulic Components in Aeromed Crash The NTSB has retained hydraulic fluid and system components for further examination into the fatal April 26 crash of an air ambulance-configured 2006 Airbus Helicopters AS350B2 operated by Air Methods. The helicopter went down in a wooded area in Northern Wisconsin near Hazelhurst at approximately 10:50 p.m. local time on a Part 91 repositioning flight that originated in Madison, Wisconsin at 9:04 p.m. The helicopter had accumulated 5,152.8 hours total airframe time and had undergone 100- and 600-hour inspections the day before the accident. It was equipped with EGPWS (enhanced ground proximity warning system) and an Appareo Vision 1000 recorder and SD card that were damaged in the crash but recovered for analysis. According to the report, the helicopter took on 80 gallons of fuel before departing KMSN for the flight to its home heliport, 60WI, about 8.4 nm from the crash scene. Fuel was present at the crash scene but there was no fire. Three area airports closest to the crash scene reported calm winds, 10 miles visibility, clear skies, and narrow/no temperature/dewpoint spreads with the temperature right at/just above freezing. The NTSB noted that the impact path was steep through trees beginning with "a tree about 70 feet tall about 66 degrees and 47 feet from the nose of the wreckage [that] had their trunks and branches broken and linearly separated. A ground impression about 11 feet by 9 feet and 2 feet deep was found in front of the helicopter wreckage." The cockpit and cabin were destroyed. All three rotor blades were attached to the hub and the hub rotated when the transmission input drive shaft was rotated by hand. An examination of the hydraulic system revealed "a magnetic plug in the hydraulic system has some particulate on its magnetic end. The filter bypass button on the hydraulic control block was popped. The hydraulic pump was turned by a drill and the pump exhibited a suction and pressure at the pump's inlet and outlet. Disassembly of the hydraulic pump revealed scoring witness marks on the pump housing in its gear's plane of rotation and no debris or obstructions were observed within the pump ports," the NTSB said. https://www.ainonline.com/aviation-news/business-aviation/2018-05-09/ntsb-retains-hydraulic- components-aeromed-crash Back to Top FAA SUSPENDS ST. CROIX-BASED ISLAND TRAVELS AFTER COMPANY'S FAILURE TO ALLOW INSPECTION OF ITS AIRCRAFT AND RECORDS ST. CROIX - The U.S. Department of Transportation's Federal Aviation Administration (FAA) last week issued an emergency order of suspension against Island Airlines, LLC of the U.S. Virgin Islands, for not allowing the agency to inspect the company's aircraft and records. According to information found on its Facebook page, Island Airlines was established in 2006 on St. Croix and provides air charter, air ambulance and pet travel services. The company's Facebook page includes a picture of one of its aircraft with a Medical Air Services Association (MASA) Assist logo. In another picture, Island Travels shows an ambulance flight from Anguilla with a patient being placed into one of its aircraft - also with the MASA Air Assist logo. An attempt to visit the company's website, http://islandairlinesllc.com, leads to a page that says the site is under maintenance. On March 14, 2017, the FAA received information alleging the St. Croix-based company was operating a Beech B200 while an inspection was overdue for one of its engines. Between March 15, 2017 and Nov. 29, 2017, the FAA tried numerous times to contact Island Airlines by email and certified letters to alert the company it was opening an investigation and to schedule an inspection of its aircraft and records. Additionally, the FAA sent inspectors to St. Croix to inspect Island Airlines' records and aircraft in April 2017 and November 2017. The company did not respond to the FAA's various communications and did not make a representative available to allow the inspectors access to its operations base, the FAA alleges. Because Island Airlines did not allow access to its operations base for inspection of its records and aircraft, the FAA said alleged that it could not verify the company's qualifications to hold an Air Carrier Certificate. The FAA has determined that the safety of the flying public requires the suspension of Island Airlines' certificate until it allows inspection of its records and aircraft to establish the company's qualifications. The emergency order of Suspension is effective immediately, and the company cannot conduct operations while the order is in effect. Island Air surrendered its certificate. http://viconsortium.com/business/faa-suspends-st-croix-based-island-travels-after-companys-failure-to- allow-inspection-of-its-aircraft-and-records/ Back to Top Judge: Evidence Doesn't Back FAA's MRO Shop Closure AeroBearings appealed the regulator's March revocation of its certificate. Evidence presented by FAA did not support the agency's emergency revocation of repair station AeroBearings's certificate, an NTSB administrative law judge has determined. FAA has appealed, putting the issue before NTSB's full board. The March 1 revocation, which AeroBearings appealed, included accusations that the shop did not follow approved data and falsified 8130-3 return-to-service tags that said repaired parts were airworthy based on that data. After five days of testimony last month, Judge William Mullins concluded that the while the shop lacks data on one of its machines, it was following procedures that FAA had approved, both initially and in follow-up inspections-including a special audit in December 2015-and should not have been shut down. "There was no evidence of intentional falsification," Mullins said. "There are questions about the procedures that are being used by this repair station that can only be resolved by compliance with and/or very specific directions from the principal maintenance inspector....Certainly the evidence doesn't justify revocation." FAA's stepped-up scrutiny of the Arlington, Texas-based shop began with two online complaints in 2016 about issues with bearings overhauled by the facility. Agency inspectors visited the shop in May 2017 and conducted a two-day "reinspection" audit. Their findings were not shared with the shop until just before the revocation. "Amazingly...the report of that reinspection was issued the same day or the day before the Emergency Order of Revocation went out," Mullins said. "There was never an opportunity to correct whatever [AeroBearings] was doing wrong." FAA's testimony also confirmed that the May 2017 inspection team never consulted with previous FAA inspectors that found no issues at AeroBearings. The company testified that none of its procedures changed after the 2015 audit that found nothing amiss. "I think that [the May 2017 inspection team] went out there with revocation in mind rather than to help this repair station," Mullins said. AeroBearings, one of the few repair stations that overhauls engine bearings, developed its procedures using military specifications, or mil-specs, it received from the U.S. Air Force, which has been overhauling bearings at Tinker Air Force Base for decades. FAA, after consultation with the European Aviation Safety Agency and at least one engine manufacturer, approved the mil-specs as the basis for AeroBearings's repair work in 2012. A 2015 special audit by FAA found nothing amiss. Among the processes AeroBearings uses is inspections with a machine the company developed itself, using a design developed by Stanford University researchers as a guide. AeroBearings founder Zev Galel says the technical data related to its machine are on a computer that the company can no longer access. Galel says results from bearings inspections are compared to previously verified results to ensure the machine is accurate, but Mullins said that this does not satisfy FAA's requirement to have technical data available. "I didn't see anything in all this evidence that those machines had to be approved by the FAA, but I think the design and the function of the machine has to be recorded and available to the FAA, and it wasn't," Mullins said. AeroBearings "should have reconstructed that data and have it available in case the [FAA] wants to look at it, and also have it available so that the folks working on the machine would have the data to see how it functioned." AeroBearings, which has 10 full-time employees, counts major airlines, engine manufacturers, and repair stations within and outside the U.S. as customers. The company says it has no knowledge of an in-service failure linked to one of its parts. FAA's emergency order does not require that parts overhauled by the shop must be removed from in-service engines or parts inventories. Mullins chastised both parties for the apparent lack of an open dialogue that could have prevented the shop's closing. "The appropriate sanction would be one that the parties could agree on how they were going to get these issues worked out," he said. "I really would hope, for the 10 employees that are unemployed now because of this order, that you folks could set aside all your personal differences and sit down and try to work out a solution." http://www.mro-network.com/maintenance-repair-overhaul/judge-evidence-doesnt-back-faas-mro-shop- closure Back to Top Japan Airlines to set up low-cost carrier, targeting Asian demand TOKYO (Reuters) - Japan Airlines Co Ltd (JAL) (9201.T) is launching a low-cost carrier offering medium to long-haul flights, aiming to tap growing Asian demand for budget air travel. FILE PHOTO: The logo of Japan Airlines (JAL) is seen on the tail fin of the company's airplane, at a Haneda Airport hangar in Tokyo, Japan April 3, 2017. REUTERS/Toru Hanai The new airline will be based at Narita International Airport and will offer flights to Asia, Europe and the Americas, JAL said in a statement on Monday. The as-yet unnamed airline plans to start flying in the summer of 2020 with two wide-body Boeing 787-8 aircraft. JAL will invest 10 billion yen to 20 billion yen ($91.44 million to $182.88 million) in the business, with the aim of reaching profitability within three years from the launch, the company said. Budget flights have been slow to take off in Japan, which is dominated by full-service carriers JAL and ANA Holdings Inc (9202.T) and has a sophisticated high-speed rail network, but with growing numbers of Asia travelers taking to the air the two Japanese airlines are looking to expand their low-cost offerings. "Full-service airlines typically have high costs, but in Japan this is especially so," said Will Horton, senior analyst at research consultancy CAPA Center for Aviation. "Japan needs new platforms to capture foreign visitors. They are not like the Japanese who are sticky in wanting to fly a costly Japanese full-service airline." ANA has said it will launch medium-length international flights, potentially flying as far afield as India, as it integrates its low-cost carrier units under the Peach brand name. JAL, by contrast, holds only a minority stake in Jetstar Japan, a joint venture with Qantas Airways Ltd's (QAN.AX) low-cost brand Jetstar which flies narrow-body aircraft. JAL said it would continue to invest in Jetstar Japan. The new long-distance carrier is a totally different proposition from Jetstar Japan, which "is purely short- distance", JAL's new President Yuji Akasaka told reporters. Jetstar Japan has given its approval for the move, the president said. Jetstar Japan said in a statement that the new airline would be complementary because it would bring more international visitors to Japan who would then travel on its domestic network. "We are in discussions with JAL about opportunities for Jetstar Japan and the new low-cost carrier to work closely together," Jetstar Japan said. JAL said it plans to have outside investors in its new low-cost carrier which will be a consolidated subsidiary. Other players are also looking to take advantage of Japan's growing status as a tourist destination, with AirAsia Japan having relaunched and airlines such as Hong Kong Express and Singapore's Scoot adding flights to Japan. https://www.reuters.com/article/us-japan-airlines-strategy/japan-airlines-to-set-up-low-cost-carrier- targeting-asian-demand-idUSKCN1IF063 Back to Top What the potential loss of Iran airplane deal means for Boeing, Spirit On the surface, it looks like Wichita's Spirit AeroSystems could lose a big chunk of work from Boeing with President Donald Trump's announcement Tuesday that he is pulling the U.S. out of the Iran nuclear deal. That's because the U.S. exit from the deal and a reinstatement of sanctions against the Middle East country would prohibit the Boeing sale from going through. But given the companies' nearly decade-long airplane production backlog, that may not have much of an effect at all on Spirit's and Boeing's fortunes. Boeing planned to sell as many as 100 737s and 30 777s to Iran Air and Iran Aseman Airlines - plans announced more than a year ago. Nearly three-quarters of the Boeing 737 is manufactured at Spirit's Wichita plant, which employs more than 11,000 people. The Wichita plant also manufactures the 777's forward fuselage, wing leading edges, nacelles - or engine covers - and pylons, which hold the jet engines to the wing. Asked what the potential loss means for Spirit, a spokeswoman referred questions to Boeing on the impact of the loss. "We work closely with our customers to meet their production goals.," Spirit spokeswoman Keturah Austin said in an e-mail to The Eagle. "Any specific questions regarding their (Boeing's) customer demand should be addressed directly to them." Officially, Boeing said in an e-mail statement to The Eagle on Wednesday "we will consult with the U.S. Government on next steps. As we have throughout this process, we'll continue to follow the U.S. Government's lead." But Boeing never included the Iran Air or Aseman agreements in its backlog of airplanes for which it has firm orders. According to Boeing's orders and deliveries website on Wednesday, its 737 backlog stands at 4,622 airplanes. It has a backlog of 415 777s. In announcing the Iran Air and Aseman deals, in December 2016 and April 2017, Boeing referred to each as agreements and not orders. Cowen analyst Cai von Rumohr said in a note to investors late Tuesday that the "Iran sanctions decision (is) not a serious risk" to Boeing. "Loss of 737's won't dent BA's 737 deliveries given its backlog at the end of April included 4,622 737's," von Rumohr wrote. Nor does it pose a risk to the 777 and the new 777X, "which looks mostly filled through 2020 by firm orders in backlog," he said. Canaccord Genuity analyst Ken Herbert mostly agreed with von Rumohr in a note to investors late Tuesday. "The potential slots for the 737 aircraft are not difficult to fill, considering the (about) 9 year backlog on that program," Herbert wrote. "The loss of the potential 777 orders is more impactful, as the delivery of these aircraft would have been a significant help to Boeing as it works to fill its 777 bridge to the 777X." The Iran deal removed sanctions that shut Iran out of international banking and the global oil trade. In return, the Iranian government limited its ability to enrich uranium and produce plutonium and agree to international inspections and monitoring. http://www.kansas.com/news/business/aviation/article210778789.html Back to Top China set to deliver world's largest amphibious aircraft by 2022: Chinese state media China developed the AG600 as part of a drive to modernize its military, amid a more muscular approach to territorial disputes in places like the South China Sea that has rattled nerves in the Asia-Pacific region and the United States. China's Amphibious Aircraft AG600 makes its maiden flight at the Jinwan Civil Aviation Airport on December 24, 2017 in China. China expects to deliver its domestically developed AG600, the world's largest amphibious aircraft, to customers by 2022, the state-run Xinhua news agency reported late on Sunday citing the plane's manufacturer. "We are endeavouring to get the airworthiness certification from the civil aviation authorities by 2021, and deliver it to the customers by 2022," Xinhua quoted Huang Lingcai, the plane's chief designer at state-owned Aviation Industry Corporation of China (AVIC), as saying. China developed the AG600 as part of a drive to modernize its military, amid a more muscular approach to territorial disputes in places like the South China Sea that has rattled nerves in the Asia-Pacific region and the United States. It made its maiden flight in China in December. Huang also said the aircraft would make more flights this year, including its first takeoff from water. AVIC has spent about eight years developing the aircraft, which is roughly the size of a Boeing 737 and is designed to carry out marine rescues and battle forest fires. It has a range of up to 4,500 kms (2,800 miles) and is designed to be able to take off and land in two meter (six feet) waves. Powered by four turboprop engines, the AG600 can carry 50 people during maritime search-and rescue missions, and can scoop up 12 metric tons of water within 20 seconds for fire fighting trips, according to state media. In December, state media said that the aircraft had received 17 orders so far from Chinese government departments and Chinese companies. https://www.cnbc.com/2018/05/13/china-set-to-deliver-worlds-largest-amphibious-aircraft-by-2022- chinese-state-media.html Back to Top POSITION: AIRCRAFT MAINTENANCE INSTRUCTOR What does an Aircraft Maintenance Instructor do for Allegiant? The Maintenance Training Instructor is qualified through training and experience on the equipment, systems, policies and procedures taught. They are responsible to the Manager of Maintenance Training for instructing Maintenance Department personnel in maintenance policies and procedures to properly maintain Allegiant Air's aircraft. What are some of the daily duties of an Aircraft Maintenance Instructor? * Develop and provide classes of instruction on aircraft systems * Develop syllabi and provide instruction on Allegiant Air's maintenance policies and procedures to company and contract maintenance personnel * Help maintain training records for company maintenance and contract maintenance personnel * Develop classes on trouble shooting systems identified by CASP as needing better trouble shooting techniques * Develop and provide recurrent training classes for Maintenance and Quality personnel * Develop and provide structured OJT programs for Maintenance and Quality * Provide technical assistance to other departments as directed by the Manager of Maintenance Training * In his absence, the Maintenance Training Instructor's duties will be assumed by the Manager of Maintenance Training or his Designee * Perform other duties as assigned by the Manager of Maintenance Training * Effective communication skills, both verbal and written * Other duties as assigned What are the minimum requirements to be an Aircraft Maintenance Instructor? * Must pass a five (5) year background check and pre-employment drug screen * Must have authorization to work in the U.S. as defined in the Immigrations Act of 1986 * FAA Airframe & Powerplant Certificate (A&P) What other skills, knowledge, and qualifications are needed to be an Aircraft Maintenance Instructor? * ISD (Instructional Systems Design). ATA 104, Training Material Formatting, Training Material Development Software, i.e., Microsoft Suite - PowerPoint/Word/Excel/Access/Visio/Project/Adobe eLearning Suite - Acrobat Pro/Photoshop/Captivate/Soundbooth/Flash/Dreamweaver * Ten (10) Years Airline, Aircraft Maintenance Technician and five (5) years Aircraft Maintenance Technical Training Instructor and 5 years Aircraft Maintenance Technical Training Material Developer Work Environment for an Aircraft Maintenance Instructor * Must be able to lift 50 lbs. Ability to wear Personal Protective Equipment (PPE) (High Visibility clothing, Ear protection, safety glasses) when required * Office Environment with up to 50% travel Physical Demands: * Ability to wear Personal Protective Equipment (PPE) (High Visibility clothing, Ear protection, safety glasses) when required * Ability to work 12 hour shifts with rotating regular days off and with the understanding that shift work can be changed from days to nights and vice versa with reasonable advance notice APPLY HERE Allegiant is an equal opportunity employer and will not unlawfully discriminate against qualified applicants or Team Members with respect to any terms or conditions of employment based on race, color, national origin, ancestry, gender, sexual orientation, age, religion, creed, marital status, military service status, union/non-union activity, citizenship status, or other characteristic protected by state or federal law or local ordinance. This includes compliance with all federal, state and local laws providing for nondiscrimination on the basis of disability in all aspects of the employment process and the requirement to provide reasonable accommodations to qualified individuals with disabilities in accordance with those laws. Back to Top POSITION AVAILABLE: AOG MANAGER What does an AOG Manager do for Allegiant? This position will oversee the schedule of the AOG Buyers and be responsible for maintaining 24/7/365 coverage on the AOG Desk. The incumbent will provide leadership and expertise to AOG Buyers with respect to operationally critical material requirements. They will assist AOG Buyers to the greatest extent possible in fulfilling part requests in the manner that best supports the operation. They develop and manage metrics relating to AOG Buyer performance and AOS events. Additionally, they perform other activities in support of Materials Services Department objectives, as required. What are some of the daily duties of an AOG Manager? * Oversee the procurement of parts, materials, and tooling for specific aircraft and stations made by the AOG Buyers * Act as an internal resource providing technical expertise to all the Materials functions for aircraft parts-related issues o Lend technical expertise to The AOG Team o Help as necessary with sourcing AOG parts, including identification of appropriate part numbers, effectivity and alternates, determination of service bulletin requirements and status * This position will be the first line of contact for AOG Buyers that need assistance * Be in rotation for weekend duty shifts for Materials * Provide approval for purchases over AOG Buyer spending limit * Ensure AOG Buyers procure the parts, materials, and tooling as needed in the optimal and expeditious manner o Monitor short term expiring Deferred Maintenance Items with no parts ordered, request MX follow up as necessary o Utilize and make available financial analysis that justifies purchase decisions o Oversee and negotiates reciprocal loan agreements with other airlines o Cover shifts on the AOG desk, or arrange for coverage, as needed for AOG Buyer vacation and sick leave * Coordinate with Repairs and Purchasing Managers to support their groups as needed * Track loans/borrowed/exchange items to ensure they are returned to the appropriate provider in a timely manner to minimize cost. * Supervise AOG Buyers to ensure they properly follow up on open action items * Follow up on time sensitive action items for AOG Buyers when they off duty * Ensure that AOG Buyers procure parts/materials/tooling for AOG or critical aircraft at or below fair market value * Work with Material Planning to identify parts/material/tooling to stock to reduce AOS downtime * Work with Maintenance to keep communication lines open and clear regarding AOG and critical part requests * Analyze and reports of AOS event timelines * Provide regular training and development opportunities to AOG Buyers * Work with accounting to ensure prompt payment of AOG related invoices * Provide regular reporting and status updates to senior management. * Work with Systems Analyst and IT to provide new tools and improve existing tools for AOG Buyers * Analyze sourcing tools on the open market * Identify, develop, and implement process improvements * Ensure sufficient workload distribution between AOG Buyers when possible * Other duties and responsibilities as assigned by Director of Material Services What are the minimum requirements to be an AOG Manager? * Strong verbal communication skills and attention to detail * Bachelor's degree or equivalent experience required. Master's degree in related field preferred. Familiarity with finance, accounting and statistics desirable. * Minimum of 5 years related experience as a Buyer, Purchasing Agent, Commodity Manager, Repair Analyst, etc., required. Applicable experience repairing off wing components and understanding of commercial requirements will also be considered. * Minimum of 2 years in a leadership role or demonstrated leadership skills required. * Must pass background and pre-employment drug screen. * Must have authorization to work in the U.S. as defined in the immigration Act of 1986. What other skills, knowledge, and qualifications are needed to be an AOG Manager? Two years' experience with aviation purchasing/materials management and/or previous inventory or administrative experience. What are the physical requirements of an AOG Manager? * Must be able to work in a fast paced, high-pressure environment. * Must have sufficient vision and ability to safely perform the essential functions of the position. APPLY HERE ! Allegiant Travel Company is an Equal Opportunity/Affirmative Action employer. All qualified applicants will receive consideration for employment without regard to race, color, national origin, ancestry, gender, sexual orientation, age, religion, creed, physical disability, mental disability, medical condition, marital status, military service status, protected veterans, union/non-union activity, citizenship status, or other characteristic protected by state or federal law or local ordinance. EEO/AA/Minority/Female/Veteran/Disability Allegiant supports a healthy, non-smoking work environment. Back to Top Title: Internal Evaluation Program Auditor I Job Code: 6921 Department: Safety Reports To: Manager of Internal Evaluations What does an Internal Evaluation Program Auditor do for Allegiant? Perform evaluations in accordance with department schedule and special evaluations as directed by the Mgr. of Internal Evaluations. What are some of the daily duties of an Internal Evaluation Program Auditor? * Performs scheduled and special evaluations, including identifying and defining issues, reviewing and analyzing evidence, and documenting findings and concerns * Collect objective evidence necessary to substantiate findings or concerns * Prepares evaluation reports * Recommends solutions to findings or concerns * Monitors the development and implementation of corrective action plans * Maintains and updates internal evaluation files * Verifies the implementation of solutions and corrective action plans What are the minimum requirements to be an Internal Evaluation Program Auditor? * A & P certificate preferred * Pilot certificate, A & P certificate, or Dispatch certificate or * 1 year of auditing experience * Work experience in 14 CFR Part 121 air carrier operations: stations, training, quality control, maintenance, operations, safety or a combination thereof preferred * Working knowledge of SMS, DOD principles and the FAA SAS DCTs required * Previous experience maintaining and enhancing corporate safety standards and safe operation practices preferred * Proficient verbal, written, and presentation communication skills * Bachelor's degree in related field preferred * Certified Quality Auditor preferred What other skills, knowledge, and qualifications are needed to be an Internal Evaluation Program Auditor? * Proficient verbal, written, and presentation communication skills * Must pass a background check and pre-employment drug screen * Must have authorization to work in the U.S. as defined in the Immigrations Act of 1986 What are the physical requirements of an Internal Evaluation Program Auditor? * Office environment APPLY HERE Allegiant Travel Company is an Equal Opportunity/Affirmative Action employer. All qualified applicants will receive consideration for employment without regard to race, color, national origin, ancestry, gender, sexual orientation, age, religion, creed, physical disability, mental disability, medical condition, marital status, military service status, protected veterans, union/non-union activity, citizenship status, or other characteristic protected by state or federal law or local ordinance. EEO/AA/Minority/Female/Veteran/Disability Allegiant supports a healthy, non-smoking work environment. Back to Top Back to Top FOR IMMEDIATE RELEASE: April 25, 2018 CONTACT: Philip Barbour, 205-939-1700, 205-617-9007 Call for Nominations For 2018 Laura Taber Barbour Air Safety Award ALEXANDRIA, Va. -- The Laura Taber Barbour Air Safety Foundation is now accepting nominations for the 2018 Laura Taber Barbour Air Safety Award, honoring a leader in global aviation safety. The award will be presented during the 71st Annual International Air Safety Summit, taking place Nov. 12-15 in Seattle, Wash. Presented since 1956, the Laura Taber Barbour Air Safety Award recognizes notable achievement in the field of civil or military aviation safety in method, design, invention, study or other improvement. The award's recipient is selected for a "significant individual or group effort contributing to improving aviation safety, with emphasis on original contributions," and a "significant individual or group effort performed above and beyond normal responsibilities." Mechanics, engineers and others outside of top administrative or research positions should be especially considered. The contribution need not be recent, especially if the nominee has not received adequate recognition. Nominations that were not selected as past winners of the Award can be submitted one additional time for consideration. Please note that self-nominations will not be considered. The Laura Taber Barbour Air Safety Award's story dates back 70 years. On April 14, 1945, after visiting family in Pittsburgh, Laura Taber Barbour was aboard a Pennsylvania Central Airlines DC-3 when it crashed into the rugged terrain of Cheat Mountain near Morgantown, West Virginia. All passengers and crew were killed. In the years following, her husband, Dr. Clifford E. Barbour and son, Clifford E. Barbour, Jr., established the Laura Taber Barbour Air Safety Award in her honor. The Award Board, composed of leaders in the field of aviation, meets in June of each year to conduct a final review of nominees and selection of the current year's recipient. Please help us honor this year's most deserving recipient. Nominations, including a 1-2-page narrative, can be submitted via the Laura Taber Barbour Foundation website at http://ltbaward.org/the- award/nomination-form/. Nominations will be accepted until June 14, 2018. For more information, including a complete history of Award recipients, see www.ltbaward.org. ABOUT THE LAURA TABER BARBOUR AIR SAFETY AWARD: The Award was established in 1956 through early association with the Flight Safety Foundation and from its founding has enjoyed a rich history of Award Board members, nominees and Award recipients. In 2013, the Laura Taber Barbour Air Safety Foundation was formed from members of the Award Board, the aviation community and the Barbour family. As the foundation plans to broaden the scope of its intent, with great purpose, the Laura Taber Barbour Air Safety Award will continue to spotlight those champions who pioneer breakthroughs in flight safety. Back to Top GRADUATE RESEARCH SURVEY - 1 Dear fellow professional pilots, As part of my Masters Degree in Aviation Management, I am conducting a survey on 'Operator Conversion Courses' (A Course taken by pilots in a new airline when moving from one airline to another but remaining on the same aircraft type) May I ask that commercial pilots amongst you take just 5 minutes to answer this short survey; it is only 10 questions. I would also ask that you pass on the link to as many of your professional pilot colleagues around the world who might also be able to provide valuable data to the survey. The survey is open until the 15th June 2016 and all data is de-identied and shall only be used for the purposes of this paper. https://www.surveymonkey.com/r/VJFHRSK If you have any questions, please feel free to email me on guy.farnfield.1@city.ac.uk Thank you Guy Farnfield Back to Top GRADUATE RESEARCH SURVEY - 2 My name is Warren Appleton and have been involved in aviation maintenance for thirty years in various roles. Currently I am working on a research project as part of a Masters Degree in Air Safety Management with City University of London. Part of my project is a survey on the topic of "Understanding risks during performance of maintenance and continued airworthiness activities" which aims to collect practical feedback from maintenance and engineering personnel based on your own individual experiences. Everyone's experience is unique and provides valuable insight. By receiving your feedback I hope to improve understanding on this important subject. This survey is strictly anonymous and confidential. It is addressed to all line maintenance, base maintenance, workshop and continuing airworthiness personnel. Active or retired, your experience matters. In order to answer this survey simply follow link: https://www.surveymonkey.com/r/ZC3GQ7F For any questions or comments on this survey please use the following email account. warren.appleton.1@city.ac.uk Thank you Warren Appleton Back to Top RESEARCH SURVEY Dear pilot/controller, please complete the attached survey about the use of standard phraseology and English language since the introduction of ICAO language proficiency requirements. I would like to find out if there have been any improvements in aeronautical communications since 2008, The results of the survey will be presented at the international conference of Aviation English experts this year. Thank you for your help! Karmen Stumberger, CAA Slovenia Aviation English Examiner-Instructor Link to the survey: https://www.1ka.si/a/158333 Curt Lewis