Flight Safety Information June 12, 2018 - No. 118 In This Issue Incident: bmi Regional E145 near Munich on Jun 11th 2018, cracked windshield Incident: Garuda B738 at Medan on Jun 11th 2018, both left main tyres deflated after landing Alaska Airlines flight makes emergency landing at the Sunport EVAS - Cockpit Smoke Protection Incident: Transat A313 near Mont-Joli on May 29th 2018, turbulence causes temporary loss of control Accident: American B772 at Dallas on Jun 10th 2018, moderate turbulence on approach Bulgarian military helicopter crashes, killing two pilots Eurocopter AS 350B3 Ecureuil Fatal Accident (Switzerland) LIBIK Fire Suppression Kits for the Cabin and Flight Deck. Rolls-Royce, preparing to cut thousands of jobs, says engine problem has spread Beyond the FRAT: Understanding risk management American Airlines Suspends Flights to Nicaragua over Widespread Violence Former DG NCAA Speaks At LAAC Seminar Australia Adds Aircraft for Single-pilot Rating China's Spring Airlines to use A320neos on longer routes United Airlines to work with UND for future pilots Aircraft Fire Hazards, Protection and Investigation, Course, Oct 31-Nov 1, Woburn MA USA 2018 SERC of ISASI HIGH ALTITUDE FLYING: WHAT EVERY PILOT NEEDS TO KNOW - New Online Course - Fall 2018 Aircraft Accident Investigation from SCSI Human Factors in Accident Investigation from SCSI Flight Safety Officer Course from SCSI Call for Nominations For 2018 Laura Taber Barbour Air Safety Award GRADUATE RESEARCH SURVEY - 1 GRADUATE RESEARCH SURVEY - 2 GRADUATE RESEARCH SURVEY - 3 Incident: bmi Regional E145 near Munich on Jun 11th 2018, cracked windshield A bmi Regional Embraer ERJ-145, registration G-RJXH performing flight BM-1846 from Munich (Germany) to Bristol,EN (UK), was climbing through FL170 out of Munich when the crew reported a cracked windshield and stopped the climb at FL180. The crew decided to return to Munich, burned off fuel and landed safely back about 65 minutes after stopping the climb. The flight is still showing delayed, about one hour past latest estimate, at the BMI website. https://avherald.com/h?article=4b9c3d1a&opt=0 Back to Top Incident: Garuda B738 at Medan on Jun 11th 2018, both left main tyres deflated after landing A Garuda Boeing 737-800, registration PK-GFT performing flight GA-190 from Jakarta to Medan Kuala Namu (Indonesia) with 162 passengers and 7 crew, landed in Kuala Namu and slowed. While turning off the runway onto the taxiway both left hand main tyres deflated and disabled the aircraft. The airport reported the aircraft was taxiing towards the taxiway when the left hand tyres burst. The aircraft stopped on the taxiway. The passengers disembarked via mobile stairs and were bussed to the terminal. The airline reported the tyres ruptured shortly after landing at Kuala Namu Airport. The tyres seen on the taxiway (Photo: Harian Jogja): https://avherald.com/h?article=4b9c3b31&opt=0 Back to Top Alaska Airlines flight makes emergency landing at the Sunport ALBUQUERQUE, N.M. - An Alaska Airlines flight had to make an emergency landing at the Albuquerque International Sunport this morning. The carrier tells KOB that flight 1399 was directed to Albuquerque while on route from New York to Los Angeles due to fumes in the cabin. Officials say there was no indication that there was a fire on board but technicians are inspecting the plane to determine a cause for the smell. https://www.kob.com/albuquerque-news/alaska-airlines-flight-emergency-landing-sunport/4945125/ Back to Top Back to Top Incident: Transat A313 near Mont-Joli on May 29th 2018, turbulence causes temporary loss of control An Air Transat Airbus A310-300, registration C-GTSW performing flight TS-729 from London Gatwick,EN (UK) to Montreal,QC (Canada) with 218 passengers and 9 crew, was enroute at FL360 near Mont-Joli,QC (Canada) when the aircraft encountered moderate to severe turbulence and deviated 400 feet above and 300 feet below the assigned altitude. The aircraft stabilized again, descended to FL300 and continued to Montreal for a safe landing. The Canadian TSB reported the aircraft was about 200nm northeast of Mont-Joli,QC (Canada) when the aircraft encountered moderate to severe turbulence causing a temporary loss of control causing the aircraft to deviate 400 feet above and 300 feet below the assigned flight level. There were no injuries, a post flight inspection revealed no damage to the airframe. https://flightaware.com/live/flight/TSC729/history/20180529/1030Z/EGKK/CYUL https://avherald.com/h?article=4b9c38ea&opt=0 Back to Top Accident: American B772 at Dallas on Jun 10th 2018, moderate turbulence on approach An American Airlines Boeing 777-200, registration N750AN performing flight AA-60 from Tokyo Narita (Japan) to Dallas Ft. Worth,TX (USA), was on approach to Dallas descending through about 9000 feet when the aircraft encountered moderate turbulence. The aircraft continued for a landing on Ft. Worth's runway 18R without further incident about 12 minutes later. The FAA reported the moderate turbulence resulted in several injuries. https://flightaware.com/live/flight/AAL60/history/20180610/0940Z/RJAA/KDFW Metars: KDFW 102253Z 19009KT 10SM SCT075 BKN250 35/19 A2975 RMK AO2 SLP065 T03500189= KDFW 102153Z 17012KT 10SM SCT065 SCT075 BKN250 35/19 A2976 RMK AO2 SLP069 T03500189= KDFW 102053Z 16011KT 10SM SCT060 SCT075 BKN250 34/20 A2979 RMK AO2 SLP076 T03440200 56031= KDFW 101953Z 19013G18KT 10SM SCT050 SCT070 BKN250 34/21 A2981 RMK AO2 SLP085 T03440206= KDFW 101853Z 17010KT 10SM SCT047 SCT055 BKN250 33/21 A2985 RMK AO2 SLP097 T03330206= KDFW 101753Z 19011G17KT 10SM SCT043 SCT250 33/22 A2988 RMK AO2 SLP109 T03280217 10328 20239 58013= KDFW 101653Z 17012KT 10SM FEW030 FEW250 31/22 A2989 RMK AO2 SLP113 T03110217= KDFW 101553Z 20011G20KT 10SM FEW025 FEW250 30/22 A2991 RMK AO2 SLP117 T03000222= https://avherald.com/h?article=4b9c35d3&opt=0 Back to Top Bulgarian military helicopter crashes, killing two pilots SOFIA (Reuters) - A Bulgarian military helicopter crashed at an air base near the southern city of Plovdiv during a routine exercise late on Monday, killing the two pilots and injuring a crew member, the defense ministry said on Monday. The Russian-made Mi-17 was around 50 meters above the Krumovo base when it fell at about 8.30 pm local time (1730 GMT), the ministry said, adding it was investigating. Last July, a military helicopter crashed into the Black Sea off the Bulgarian coast during tactical drills, killing an officer and injuring two others. https://www.reuters.com/article/us-bulgaria-military-crash/bulgarian-military-helicopter-crashes-killing- two-pilots-idUSKBN1J72GS ************** Date: 11-JUN-2018 Time: 20:30 LT Type: Mil Mi-17 Owner/operator: Bulgarian Air Force Registration: C/n / msn: Fatalities: Fatalities: 2 / Occupants: 3 Other fatalities: 0 Aircraft damage: Written off (damaged beyond repair) Location: Krumovo airbase, S of Plovdiv - Bulgaria Phase: Nature: Military Departure airport: Destination airport: Narrative: The aircraft was around 50 meters above the Krumovo base (24th Helicopter) during a training flight then crashed. 2 pilots were killed, the third crew member was injured. Post crash fire. https://aviation-safety.net/wikibase/wiki.php?id=212038 Back to Top Eurocopter AS 350B3 Ecureuil Fatal Accident (Switzerland) Date: 11-JUN-2018 Time: c14:00LT Type: Eurocopter AS 350B3 Ecureuil Owner/operator: Lions Air Skymedia Registration: HB-ZOJ C/n / msn: 4479 Fatalities: Fatalities: 1 / Occupants: 1 Other fatalities: 0 Aircraft damage: Written off (damaged beyond repair) Location: Surenen Pass, 3nm SW of Seedorf - Switzerland Phase: Nature: Cargo Departure airport: Destination airport: Narrative: Crashed on high ground during an underslung load tasking. Post crash fire. Pilot, sole POB, died. https://aviation-safety.net/wikibase/wiki.php?id=212050 Back to Top Back to Top Rolls-Royce, preparing to cut thousands of jobs, says engine problem has spread FILE PHOTO: A view of one of two Rolls Royce Trent 1000 engines of the Boeing 787 Dreamliner during a media tour of the aircraft ahead of the Singapore Airshow in Singapore February 12, 2012. REUTERS/Edgar Su/File Photo LONDON (Reuters) - Britain's Rolls-Royce (RR.L) said a costly compressor problem that had grounded Boeing planes had now been found in a different type of engine, compounding pressures on a group that is due to cut more than 4,000 jobs this week. Britain's best known engineering company has been hit by a problem with a compressor in the Trent 1000 package C engine that is not lasting as long as expected, grounding planes, forcing inspections and angering airline clients. The engine powers Boeing's 787 Dreamliner jet. On Monday it said it had now found the same issue on a "small number of high life Package B engines", requiring a one-off inspection of the B fleet and sending its shares down 1 percent. The news, which will not affect Rolls' full-year free cash flow target, comes as the group embarks on the latest stage of a major restructuring program under Chief Executive Warren East that is designed to boost profitability. On Friday the group will host a capital markets day where, according to a person familiar with the situation, it will announce more than 4,000 job cuts, mostly in Britain and affecting support and management roles. The group, which employs 50,000 people in 50 countries, is also expected to set out how it will make a return on the investment made in recent years and the expected drivers of cash flow beyond its medium- term horizon. The news about the compressor issue will not help however as Rolls has been fighting to show it has a lid on a problem which has forced airline customers to lease alternative planes to fly in the busy summer holiday period. The existing package C issue had led to about 30 of the affected aircraft being grounded at any one time for checks. They were flown by airlines including British Airways, Virgin Atlantic and Air New Zealand (AIR.NZ). Air New Zealand said earlier this month it would lease two Boeing 777s to cover for 787-9s that are affected by the Rolls engine issue. Airlines that use the package C engine tend to also take the package B engine. According to Rolls some 380 package C engines are in service while there are 166 package B engines in service. Rolls said that while this new problem would incur some additional cost, it did not expect it to affect its free cash flow guidance for 2018. Analysts welcomed the fact the group did not revise the target and noted the comment that the package B issue only affected a "small number" of engines. https://www.yahoo.com/finance/news/rolls-royce-preparing-cut-thousands-082716159.html Back to Top Beyond the FRAT: Understanding risk management Editor's Note: Jack Schonely recently retired after a 31-year career with the Los Angeles Police Department, including 18 years with its Air Support Division (ASD) as a tactical flight officer, pilot, and flight instructor. In this first of a two-part series, he and the ASD's former safety officer, Mark Bolanos, recall some experiences that caused Schonely to rethink his personal approach to risk management. Jack Schonely: Have you ever met a pilot who didn't believe he or she was a safe pilot? I know I haven't met one. All of us have learned about safety from day one of our aviation training, whether it was from the military, the private sector, or a certified flight instructor at our units. The LAPD's Hooper Heliport is the site of regular fly-ins. Early in their professional relationship, the authors clashed over the best way to coordinate one such event. Skip Robinson Photo The LAPD's Hooper Heliport is the site of regular fly-ins. Early in their professional relationship, the authors clashed over the best way to coordinate one such event. Skip Robinson Photo Basic safety policies and procedures are a big part of the process of becoming a certified pilot. These later become part of our everyday lives as pilots: doing a good pre-flight of the aircraft, completing a flight risk analysis tool (FRAT), checking weather, checking notices to airmen, examining the maintenance books, checking performance, making good "go/no-go decisions," and discussing safety with our co- workers. All of that is great, but many pilots may be unaware of additional safety measures and techniques that are out there unless they have a good safety officer sharing the valuable information and at times even insisting that something change in the name of safety. I believed that I was a safe pilot. No, I believed that I was a very safe pilot for many years. It wasn't until a very smart and dedicated safety officer at my unit, Mark Bolanos, began sharing information with me that I learned about some of these additional safety tools, including safety management systems (SMS) and in particular risk analysis. To be honest, some of the things he would point out seemed ridiculous to me. They seemed very minor in the big picture and at times I dismissed them or we would have a verbal conflict of opinions. In hindsight, I feel really stupid for questioning the things Mark was sharing. He was telling me things that he believed were important to keep me, and everyone else, as safe as possible without inhibiting whatever we were doing. Unbeknownst to me, he was managing risk. Luckily, I quickly realized that Mark knew much more about safety than I did, and I began to change. This change did not occur overnight nor did it occur from a single incident, but it did occur and I became a much safer pilot because of it. Mark and I believe that journey is worth sharing so that all pilots can be more open-minded and look at their jobs in a different way. We are going to share a few operations that we worked on together and look at them from two points of view - the pilot side and the safety officer side - and demonstrate why we all need to improve on everyday risk analysis beyond the FRAT. Mark Bolanos: "In flying ... carelessness and overconfidence are usually far more dangerous than deliberately accepted risks." This quote adorns a wall at our heliport. We see it every day before we walk out to our aircraft to fly our next mission. Unfortunately, I doubt most of our pilots understand it, let alone live it; I know I didn't. An aerial view of the AON building in downtown L.A., a 62-story skyscraper with an approved helipad on its rooftop. Photo courtesy of Mark Bolanos An aerial view of the AON building in downtown L.A., a 62- story skyscraper with an approved helipad on its rooftop. Photo courtesy of Mark Bolanos Like Jack, I thought I was a "safe" pilot. I didn't think I was careless or overconfident. I had learned about safety during flight training from very competent, certified flight instructors. It wasn't until I attended advanced safety training that I realized how much I really didn't know about safety, risk, or risk management. Today, I still don't believe I am careless or overconfident, but I know I am better at accepting risk! The more I learned about safety and risk management, the more I wanted to share with my peers. Unfortunately, I knew it was a going to be a challenge. I was the new safety officer and one of my previous attempts at providing safety-related input didn't go too well. Jack and I got along but we had had a pretty big blow-out during a safety-related discussion. Our safety discussion was in preparation for an upcoming fly-in. We needed to paint symbols on our flight deck to identify temporary landing zones (LZs). We discussed painting large shapes on our flight deck so that landing pilots could quickly and easily identify the correct LZ when directed by the tower operator. I was concerned about a pilot mishearing landing instructions and attempting to land at the wrong LZ. Let's just say my suggestion that all of the symbols be different shapes, regardless of the location on the flight deck, was not well received. This event did not deter me in my efforts to share safety information with my peers and supervisors. SWAT has a Request Schonely: As the lead for the cadre of pilots who fly SWAT missions, I was approached by a team leader from SWAT about a training evolution they were planning. They were requesting a "SIP mission," SWAT Insertion Procedure, in which four SWAT operators stand on the skids of an Airbus H125 and are transported to a rooftop destination for insertion. This is something our unit has practiced for many years on various airframes, so this was not an unusual request. As a pilot, my first reaction was, "No problem, let's do it." My first reaction was not the correct reaction at all. It's the "cop" reaction, not the reaction of an aviator. Fortunately, Mark had taught me to slow down, get all of the details, complete a risk analysis, and then decide if we would be able to support the training mission. The details of the training mission were very simple to understand. SWAT was requesting two aircraft to transport eight operators from the department heliport to the rooftop helipad of the AON building in downtown Los Angeles. The AON building is a 62-story skyscraper with an approved helipad at 858 feet above ground level, and is a quick three-minute flight from our base. The operators would depart the aircraft, enter the building, and deal with a simulated hostage situation several floors down. After the drop-off we would be done, so it was a basic SIP transportation mission, right? Now was the time for the flight leader and the safety officer to get together and decide whether we could safely support the request. Bolanos: Although our unit had flown this mission numerous times, I wanted to look at it from a new paradigm. I had received formal risk management training from the United States Navy when I attended the Aviation Safety Officer School in Pensacola. I wanted to incorporate what I had learned about risk management into our preparation for the training to ensure we could accomplish the mission with a minimum likelihood of loss. The purpose of risk management is to identify and mitigate hazards - anything that might cause harm or jeopardize mission success. The objective was to reduce the likelihood of a negative occurrence and/or the severity of the occurrence. I learned there are four basic principles of risk management: A. Accept risk when benefits outweigh the cost B. Accept no unnecessary risk C. Anticipate and manage risk by planning D. Make risk decisions at the right level While most pilots already adhere to basic safety policies and procedures, a good safety officer can give them new tools for evaluating and managing risk. Skip Robinson Photo While most pilots already adhere to basic safety policies and procedures, a good safety officer can give them new tools for evaluating and managing risk. Skip Robinson Photo The risk management process consists of five basic steps. The first two steps include the risk assessment part of risk management and significantly improve awareness and understanding. The remaining steps provide the risk mitigation component of risk management. The five steps: 1. Identify the hazards 2. Assess the hazards 3. Make risk decisions 4. Implement controls 5. Supervise I recommended we analyze the mission in phases and apply the process in sequence. We broke the mission into four phases: 1. Passenger loading 2. Flight 3. Passenger off loading 4. Return flight During each phase of the mission, we attempted to identify any and all hazards associated with people involved (man), equipment (machine), environment (medium), purpose of the flight (mission), and policies and procedures (management). Some of the things we considered: 1. Man: a. Air crew: selection, performance, personal factors, training, qualifications, currency, proficiency, fatigue b. SWAT: training, currency, proficiency, role 2. Machine: a. Aircraft selection, design, ergonomics, maintenance time, weight and balance, holding straps, door configuration, seat cushions b. SWAT harnesses, weapons, loose equipment, radio communications 3. Medium: a. Weather, operational, departure area, landing area, suitability, barriers, approach, terrain, takeoff 4. Mission: a. Type of mission or purpose of the operation 5. Management: a. Policies, procedures, allocation of resources, standards Schonely: If Mark had just provided me with that risk analysis outline and bullet points, I'm not sure how much impact that would have had on me. What he actually did was explain to me that risk analysis is a mindset and something that is easily applied to any situation that has hazards, which is everything we do. The outline just guides you through a process of identifying hazards and addressing them one by one. Prior to learning more on this topic from Mark, I probably would have looked at the SWAT SIP mission request and thought it was an easy transport mission from our home base to a rooftop helipad and not given much thought to the AON building helipad. I had landed there before in a Bell 206 and did not recall anything unusual about this approved helipad. But I was open-minded to Mark's information and it was obvious to me that we had to do an on-site survey, or recon, of the AON pad. Mark was observing a change in me. During their recon of the AON rooftop helipad, the authors realized that the elevated netting and lights posed the risk of a tail strike if pilots came in too fast. Photo courtesy of Jack Schonely. During their recon of the AON rooftop helipad, the authors realized that the elevated netting and lights posed the risk of a tail strike if pilots came in too fast. Photo courtesy of Jack Schonely. Mark and I flew an H125 helicopter to the AON building to begin our recon. Even though we had both flown over and around this building hundreds of times, we immediately noticed some significant issues with the pad and its surroundings. There were lots of obstacles on that rooftop that included antennas, air conditioning units, and window washing equipment. Our mindset of what we were doing gave us both a completely different view of the helipad from past experiences. After a thorough high and low recon I flew the approach into the pad and landed. The plan was that we would each get out and take a look around, identifying hazards and snapping photos for a future safety brief. As I walked around the rooftop a few things popped out at me. First of all, this pad was not very big. As I made my way towards the rear I was stunned to see that the safety netting around the pad was not flush to the pad. It was slightly elevated and more importantly the pad lights were attached to the outside support of the netting and were much higher than I expected. This was a significant hazard that had always been there, but one that I never noticed before. Mark was able to see the same hazards before we departed the pad and returned to the heliport to start a thorough risk analysis. We sat down and started to list all of the hazards we had observed - and they were numerous. Most of these hazards were low- to medium-risk and were easily mitigated to an acceptable level for a training mission. Even the elevated netting with the pad lights was mitigated to an acceptable level of risk. The mitigation was that both pilots flying the training mission would complete a recon landing prior to the training. They would fly a flat, stable, powered-up final approach to touchdown so the tail would not dip towards the obstacle and the landing would be as far forward on the pad as possible. These were very simple but effective mitigations. What if we had not completed the recon of that pad? Something as simple as dipping the tail a bit just prior to landing on a pad 62 stories up could have been catastrophic. Mark was teaching me valuable lessons that would affect how I looked at everything I did as a pilot and even other activities outside of work. Our team effort of a very thorough risk analysis paid off with an outstanding training day with no unforeseen circumstances. During the debrief for the event, we were all very happy with how it went and were thrilled that we were able to support the SWAT mission with confidence. That confidence was a direct result of planning, a good reconnaissance, and a thorough risk analysis - beyond the FRAT. https://www.verticalmag.com/features/beyond-the-frat-understanding-risk-management/ Back to Top American Airlines Suspends Flights to Nicaragua over Widespread Violence HAVANA TIMES - American Airlines has suspended flights between the cities of Managua and Miami for security reasons due to the serious crisis that is shaking Nicaragua, the company said in a statement today, reported dpa news. The airlines posted a travel alert on its website and also sent the notice to passengers traveling to Miami on Sunday and today, who were relocated on other flights. According to the notice, American canceled flight AA993 that was to arrive to Managua last night from Miami, and the flight AA994 foreseen to take off today in the morning from the Nicaraguan capital to the Florida city. AA informed passengers that both flights will resume as of June 19. "All passengers are being relocated and protected on the following flights," he said. However that actually happening will obviously depend on the situation on the ground in Managua. The Nicaraguan capital dawned on Monday virtually besieged by a joint operation of heavily armed police and government paramilitaries who attacked protesters who had installed cobblestone barricades in the eastern neighborhoods of the city. The scenes broadcast on social media resembled urban warfare. Government operations continue in at least five neighborhoods in Managua by plain clothed gunmen operating in conjunction with the police, residents of those places said. Meanwhile, paramilitaries detained journalists Jorge Cabrera, of the British news agency Reuters, and Arnaldo Arita, of Reuters and the US network CNN, stealing their cameras, while covering events in the San José Oriental neighborhood, on the east side of Managua. The theft was registered in a video recorded by the newspaper "El Nuevo Diario". https://www.havanatimes.org/?p=134545 Back to Top Former DG NCAA Speaks At LAAC Seminar Dr. Harold Demuren, the former Director-General of the Nigerian Civil Aviation Authority (NCAA) has indicated readiness to the forthcoming seminar of the League of Airport and Aviation Correspondents (LAAC) Demuren, who is set to present a paper on 'Maintenance, Repair and Overhaul (MRO) Financing Option for Nigeria' said his paper would dwell on available opportunities for the country. He said: "I am already working on my paper to be presented at the LAAC's seminar. I can assure that the paper would be ready before the date." Apart from Demuren, major personalities in the global aviation industry have also indicated their willingness to participate in the seminar, which is scheduled to hold on July 19, 2018, at the Sheraton Hotels and Suites, Lagos Already, Mr. Nick Fadugba, a former Secretary-General, African Airlines Association (AFRAA) had indicated his preparedness to present a paper; Mr. Ayo Also, Obilana, the International Civil Aviation Organisation (ICAO) certified security personnel have also confirmed participation, while Mr. Babatunde Irukera, the Director-General of Consumer Protection Council (CPC) is also expected to present a speech. Mr. Allen Onyema, Chairman of Air Peace would act as the Chairman of the event. Other papers to be presented at the seminar included: 'Funding Perspectives of Aviation Security in Nigeria, 'Federal/State Government Partnership in Air Navigational Development and 'Partnerships as Key to Survival of Local Airlines' among others. The theme for the seminar is: 'Financing Aviation Development Through Private Sector Partnerships. Demuren is an aeronautical engineer with over four decades of experience in the aviation industry. As the Director-General of NCAA, he was responsible for the current reform in the Nigerian aviation sector. During his tenure at NCAA (2006 to 2013), Nigeria attained United States Federal Aviation Administration (FAA) Category One Certification. Demuren obtained Diploma in the Russian Language at the Moscow State University, Moscow, USSR (1965-1967). He proceeded to Kiev Institute of Aviation Engineers, Kiev in former Soviet Union where he obtained Masters of Science in Aeronautical Engineering (M.Sc) in 1972 and then to Massachusetts Institute of Technology (MIT), Cambridge, Massachusetts, USA for the Doctor of Science D.Sc in Aircraft Gas Turbine and Jet Propulsion Engines (1975). He was a former Assistant Director of Airworthiness and rose to become the Director of Safety Services in the defunct Federal Civil Aviation Authority before he retired in 1995. His research work is on the Design, Manufacturing, and Testing of High Temperature, High Pressure Ratio Transonic Turbine Blades For Advanced Gas Turbines and Jet Aircraft Engines for the United States Air Force and Navy at the Gas Turbine and Jet Aircraft Propulsion Laboratory (1972-1974) and also a joint experimental investigator with the Turbo-machinery Group of Von Karman Institute for Fluid Dynamics at Rhode Saint Genesse, Belgium, a NATO Research Institute (1974-1975). On September 28, 2010, Demuren was elected as the President of the 37th General Assembly of International Civil Aviation Organization (ICAO) held in Montreal, Canada from 28 September to 8 October 2010. The appointment was unanimously endorsed by all the delegates of the 190 contracting states of the ICAO. His emergence made history as the first time an African was elected to preside over the ICAO General Assembly, the United Nations global aviation agency. The assembly passed landmark policies on global Aviation Safety, Aviation Security and the Environment for the Industry. It was at this notable assembly that the historic Climate Change agreement was reached. https://independent.ng/former-dg-ncaa-speaks-at-laac-seminar/ Back to Top Australia Adds Aircraft for Single-pilot Rating Australia's Civil Aviation Safety Authority (CASA) recently approved several light jets and helicopters for single-pilot type-rating authorization. To obtain single-pilot approval, pilot candidates must complete special training and meet experience rules. Additionally, aircraft for which a single-pilot type rating is requested must meet certain requirements. Airplanes newly added to the single-pilot list are eligible models of the Raytheon 390 Premier 1; Eclipse EA500; Embraer Phenom 100 and 300; Cessna Citation 500/525/550 and 560; and the Pilatus PC-24. Helicopters now eligible for a single-pilot type rating are certain models of the AgustaWestland A109; Eurocopter AS365/EC155 and EC135; Bell 212/412/214/222/430/427 and 429; Airbus BK117and EC145; MD Helicopters MD900; and Sikorsky S-76. The amended regulations are published in the Federal Register of Legislation. CASA has also published an approval instrument to enable operators currently authorized under Part 142, to continue to conduct the flight training on affected aircraft until they are issued a new Part 141 certificate. https://www.ainonline.com/aviation-news/business-aviation/2018-06-11/australia-adds-aircraft-single- pilot-rating Back to Top China's Spring Airlines to use A320neos on longer routes China's Spring Airlines' 2017 net profit up 33% on robust demand China's Spring Airlines plans to introduce much longer routes when it begins receiving Airbus A320neo family aircraft in the second half of this year. Nonstop flights as far as Australia are planned, the Shanghai-based LCC said. India and the Russian Far East will also be connected to Shanghai nonstop, Spring said. The airline has 45 A320neos and 15 A321neos on order, according to Aviation Week Intelligence Network data. These aircraft are scheduled to begin arriving in the second half of the year, opening up the possibilities of longer routes, Spring said. The A320neo family aircraft will be powered by CFM Leap-1A engines. Airbus cites a range of 6,500 km (4,000 mi.), with a typical load of 165 passengers, for the A320neo. Spring is likely to configure the aircraft with more seats than that, however, its current A320s-equipped with CFM56-5B engines-have as many as 186 seats. The nearest Australian city to Shanghai is Darwin, a seasonal holiday destination 4,900 km (3,044 mi.) away. Cairns, also popular with tourists, is 5,900 km from Shanghai-perhaps too far after allowing for wind and Spring's dense cabins. Donghai Airlines has begun flying Boeing 737-800s to Darwin from its base at Shenzhen, far south of Shanghai and 4,300 km from the Australian city. Spring's longest sector is currently the 3,800-km route between Shanghai and Singapore. All of Spring's current fleet of 77 aircraft are A320ceos powered by CFM56-5Bs. http://atwonline.com/airports-routes/china-s-spring-airlines-use-a320neos-longer-routes Back to Top United Airlines to work with UND for future pilots Capt. Mike McCasky (left), managing director of flight training at United Airlines, addresses the audience at Robin Hall on Monday night during a press conference announcing the UND Career Pathway Program. Nick Nelson / Forum News Service1 / 4 GRAND FORKS-A new agreement between the University of North Dakota and United Airlines will give aviation students the chance to have a direct pipeline to jobs with one of the world's largest airliners. The UND Career Pathway Program with United Airlines gives aviation students the chance to follow defined steps to become United Airlines pilots, as long as they meet eligibility requirements at the university and through the airline. Students who graduate from UND's aviation school will be required to stay for a period of time after they graduate for a commitment to the school before they can move on to one of United's regional partners, Capt. Mike McCasky, managing director of flight training at United Airlines, said Monday. "UND is an incredible resource for us in the industry, an industry leader in academics and training," he said. Each participating United Express partner has its own CPP requirements that pilots would have to meet to be considered for job openings with United Airlines. CPP pilots who continue to meet program criteria at the regional level eventually would be placed in United Airlines' first available new hire class. United Express, United's regional branch, partners include CommutAir, Mesa Air, Air Wisconsin and ExpressJet Airlines. The agreement also hopes to address the continued need for new pilots and will help create an additional pipeline for United pilots. "We hope that it has an impact on our supply challenges," McCasky said. "We're looking at it as, United we need to hire somewhere between 500 and 700 pilots a year for the foreseeable future and this is one tool that we have now to help us manage that." James Higgins, chair of the aviation department, said he believes partnerships like this may attract more students to UND. Recent graduating classes at the school have been around 200 students, but Higgins said incoming classes have started to increase in size, noting UND already attracts "high-quality students." "I certainly think things like this will attract more people," he said. "We also want to continue to attract higher and higher quality students." Once a UND student is accepted into the program, no further structured interview is required with United. As long as the company is hiring pilots, UND students, who remain eligible, would be offered conditional employment with the airline. The program is set to begin this fall. Applicants must be full-time students with at least two semesters in UND's Professional Flight Program. They also are required to have a commercial pilot certificate and instrument rating. Additionally, they must maintain a 3.0 grade-point average in Professional Flight Program coursework. UND students also must receive a written recommendation for the program from an aviation department faculty member. Frank Meredith, an aviation student, said it's good to see relationships between airlines like United and universities. "I think it's huge for the school," he said. "It's something that's been talked about for a long time, the relationship between the major airlines and universities like this. So, it's good to see that starting." https://www.bemidjipioneer.com/news/education/4459096-united-airlines-work-und-future-pilots Back to Top Aircraft Fire Hazards, Protection and Investigation Course presented by N. Albert Moussa, PhD, PE October 30-November 1, 2018 BlazeTech Corporation 29 B Montvale Ave, Woburn MA 01801 USA. Dear Colleague, While commercial air transport is very safe, the advent of new technologies poses fire safety challenges that will be treated in this course. This offering draws upon Dr. Moussa's work in this area since 1971 as well as related courses that BlazeTech has been teaching since 1998. Lectures will include Li and Li-ion battery fires, flammability of carbon fiber and glass fiber composites, emerging aviation fluids, engine fires, fuel tank fire/explosion, fire extinguishment methods, protection methods, aircraft accident investigation, and fire/explosion pattern recognition. Recent accidents are continuously added to the course. For each type of fire, this course will provide a cohesive integrated presentation of fundamentals, small- and large-scale testing, computer modeling, standards and specifications, and real accident investigation - as outlined in the course brochure. This integrated approach will enable you to address safety issues related to current and new systems and circumstances, and to investigate one of a kind fire and explosion accidents. The course will benefit professionals who are responsible for commercial aircraft, helicopters and unmanned aerial vehicles including design, equipment selection, test, operation, maintenance, safety management system, hazard/risk assessment, and accident investigation. View Brochure for course content and registration form (also embedded below). View Testmonials of previous attendees and their Companies. View some of the technical references discussed in this course. We also offer this course at the client site as well as customized courses on fire and explosion in other areas. If you have any questions, please feel free to contact us. Albert Moussa, Ph.D., P.E. Sign Up For Our Course Announcement BlazeTech Corporation 29B Montvale Ave. Woburn, MA 01801-7021 781-759-0700 x200 781-759-0703 fax www.blazetech.com firecourse@blazetech.com LinkedIn Back to Top Back to Top This course was created in collaboration with Curt Lewis's Flight Safety Information. Learn more from Beyond Risk Management Producer, Captain Elaine Parker, at https://vimeo.com/273989821 Back to Top Back to Top 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 Aviation Colleague, My name is Nicoletta Fala, and I am a Ph.D. candidate working with Prof. Karen Marais at the School of Aeronautics and Astronautics at Purdue University. We are seeking your input on post-flight debrief feedback in this survey. The motivation behind this research is the unacceptably high number of general aviation accidents. Our overall goal is to use flight data of various sources to help improve general aviation safety. We are trying to understand how different kinds of safety feedback affect risk perception among general aviation pilots. During the survey, you will be asked to review flight data from four flights and answer specific questions on the safety of each flight. We will then ask you a few demographic questions. The survey should take approximately 20 minutes to complete. During the survey, you will not be able to go back to the previous flight safety questions. You will, however, have the opportunity to review and change the demographic questions as you wish. You may choose to not answer some questions and you may stop the survey at any time without any repercussion to you. If you do not wish to complete the survey in one sitting, you may save your progress and return where you left off if you use the same computer to re-access the link. No personally identifiable information is being asked, analyzed or reported. All responses will be anonymous and in aggregate at the end of the study. Your participation in this survey is voluntary. You must be at least 18 years old to participate in this research. Thank you for your time and your cooperation. Your responses are greatly appreciated and will hopefully enable the general aviation community to improve their safety record. If you have any questions regarding the survey or the information contained within, please feel free to contact the researchers directly either at nfala@purdue.edu or kmarais@purdue.edu. Survey Link: www.nicolettafala.com/survey Nicoletta Fala Purdue Pilots, Inc. President Ph.D. Candidate School of Aeronautics and Astronautics Purdue University || College of Engineering http://nicolettafala.com/ Back to Top GRADUATE RESEARCH SURVEY - 2 Dear pilots, My name is Koen Scheers, First Officer and postgraduate student 'Air Transport Management' at City, University of London. Currently, I am working on my research project, which is the final part of my studies at City to gain a Master of Science (MSc) degree. My research project, entitled 'A sustainable model for pilot retention', aims to establish a model of organisational practices to keep pilots in the airline they are working for. To support my research project with data I have created a web survey for pilots, and via this way, I kindly ask your help by participating in the survey. The survey is not affiliated with any airline, training organisation, or any other. Participation in the survey is voluntary and anonymous. The survey will take about 10 minutes of your time to complete and is open for participation until 15 July 2018. Also, I would be very grateful if you could forward this message to other pilots in your contact list or spread the word in the airline you are working for. Please click the link below to enter the survey: SURVEY WEB LINK: https://www.surveymonkey.com/r/pilotretention Your participation is highly appreciated, kind regards, Koen Scheers +32 486 85 07 91 Koen.scheers@city.ac.uk Back to Top GRADUATE RESEARCH SURVEY - 3 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 Curt Lewis