Flight Safety Information August 17, 2018 - No. 168 In This Issue Accident: Xiamen B738 at Manila on Aug 16th 2018, runway excursion on landing Incident: VivaAeroBus A320 at Mexico City on Aug 16th 2018, gear problem on departure Incident: Nolinor B732 at Churchill on Aug 8th 2018, rejected takeoff due to Canada geese Accident: Frontier A321 near Raleigh/Durham on Aug 15th 2018, odour in cabin EVAS - Cockpit Smoke Protection Israel reports collision between Robinson R44 helicopter and drone Kawasaki BK 117B-2 Fatal Accident (Australia) German passenger jet makes safe unscheduled landing on Crete LIBIK Fire Suppression Kits for the Cabin and Flight Deck. JU-Air will resume Ju-52 flights on 17 August with government-mandated safety measures in place Laser Beam Attacks Bedevil U.S. Military Pilots in Mideast...Lasing is a growing and dangerous problem UK Pilots Need to Upgrade to 8.33 kHz Radios, CAA Says ACSF Continues Expansion of Safety, Audit Programs Hong Kong's air traffic controllers left flying blind for six minutes Aircraft Weight Reduction and Engine Health Monitoring U.S. Helicopter Safety Team to Participate in FAA Rotorcraft Conference Airlines for America Joins Nearly 30 Aerospace Industry Groups Urging Senate Action for Long-Term Reauthorization of the FAA Boeing taps 777X leader to replace 737 boss in Renton as deliveries slump FedEx looks to fill 400 positions GRADUATE RESEARCH SURVEY Position Available: Director of Safety NTSB Course: Managing Communications During an Aircraft Accident or Incident The CARM Collaborative Working Group NATA's 2018 Ground Handling Safety Symposium International Society of Safety Professionals Top 11,000 2018 DFW ISASI Chapter Dinner ISASI 2018 2018 CHC SAFETY & QUALITY SUMMIT October 2nd - 4th, 2018 AViCON 2018: One Month to Go! Accident: Xiamen B738 at Manila on Aug 16th 2018, runway excursion on landing A Xiamen Airlines Boeing 737-800, registration B-5498 performing flight MF-8667 from Xiamen (China) to Manila (Philippines) with 157 passengers and 8 crew, had gone around from low height on first final approach to Manila's runway 24 due to weather, positioned for another approach and continued for a landing on runway 24 at 23:55L (15:55Z), but went off the left edge of the runway and came to a stop on soft ground with the left main gear collapsed and the left engine separated from the wing. The aircraft was evacuated via slides. No injuries are being reported, the aircraft however received substantial damage. Manila Airport reported flight MF-8667 went off the runway at about 23:55L during a heavy downpour. All occupants of the aircraft are safe. Investigators from the CAA Philipinnes are already on site. On Aug 17th 2018 China's CAAC reported MF8667 (B738/B5498) went left off the runway in Manila. 157 passengers and 8 crew remained uninjured. At the time of landing there was a strong thunderstorm, visibility 2000 meters, winds from 280 degrees at 11 knots, cloud ceiling 540 meters. The CAAC have dispatched a team of investigators to Manila to assist the Philippine Accident Investigation. The CAA as well as the China East Aviation Authority formed a joint working group to review Xiamen Airlines. The industry has been reminded to take resolute measures to observe safety margins. Related NOTAM: B3806/18 NOTAMN Q) RPHI/QMRLC/IV/NBO/A /000/999/1431N12101E005 A) RPLL B) 1808161945 C) 1808170400 E) RWY06/24 CLSD DUE DISABLED ACFT. Metars: RPLL 161800Z 00000KT 5000 -RA BKN020 OVC080 24/24 Q1005 NOSIG RMK A2968= RPLL 161739Z 15003KT 120V200 2500 RA BKN020 OVC080 24/24 Q1005 TEMPO 5000 RMK A2968= RPLL 161700Z VRB01KT 4500 -RA FEW018CB BKN020 OVC080 24/24 Q1006 TEMPO 7000 -TSRA RMK A2971= RPLL 161619Z 26007KT 6000 -RA BKN020 OVC080 24/24 Q1006 NOSIG RMK A2971= RPLL 161600Z 28011KT 250V310 2000 +TSRA FEW018CB BKN020 OVC080 24/24 Q1007 TEMPO 5000 TSRA RMK A2974 CB OHD= RPLL 161500Z 25017KT 2500 +TSRA FEW020CB BKN022 OVC080 24/24 Q1007 TEMPO 5000 TSRA 2974 CB OHD= RPLL 161435Z 27021KT 3000 +RA SCT022 OVC090 25/25 Q1006 TEMPO FM1500 6000 RA RMK A2971= RPLL 161400Z 22007KT 140V260 7000 -RA SCT022 OVC090 26/26 NOSIG RMK A2971= RPLL 161325Z 24013KT 8000 -SHRA SCT022 OVC090 26/26 Q1006 TEMPO 7000 RA RMK A2971= RPLL 161300Z 23007KT 9999 SCT023 BKN100 28/28 Q1006 NOSIG RMK A2971= RPLL 161200Z 23008KT 9999 SCT023 BKN100 27/27 Q1005 NOSIG RMK A2968= RPLL 161100Z 24012G23KT 9999 SCT022 SCT100 29/29 Q1005 TEMPO 9000 -SHRA RMK A2968= RPLL 161000Z 24014KT 9999 FEW025 BKN300 29/28 Q1004 NOSIG RMK A2965= RPLL 160930Z 23012G24KT 8000 -SHRA SCT018 OVC070 27/26 Q1005 RMK A2968 PLS DISREGARD THIS DATA TNX= Accident: Xiamen B738 at Manila on Aug 16th 2018, runway excursion on landing http://avherald.com/h?article=4bc70caa&opt=0 Back to Top Incident: VivaAeroBus A320 at Mexico City on Aug 16th 2018, gear problem on departure A VivaAeroBus Airbus A320-200, registration XA-VAV performing flight VB-3490 from Mexico City to Puerto Escondido (Mexico), was climbing out of Mexico City's runway 05L when the crew stopped the climb at about 13,000 feet reporting the nose gear had not retracted. The aircraft returned to Mexico City for a safe landing on runway 05R about 20 minutes after departure. The airline stated: "On August 16, 2018, around 7:50, one of our aircraft, covering the route Mexico City - Puerto Escondido, flight VB3490, returned as a precautionary measure to the International Airport of Mexico City (Benito Juแrez) due to an indication in the cockpit about the landing gear." The aircraft remained on the ground for about one hour, then departed again and reached Puerto Escondido with a delay of about 3 hours. http://avherald.com/h?article=4bc712a7&opt=0 Back to Top Incident: Nolinor B732 at Churchill on Aug 8th 2018, rejected takeoff due to Canada geese A Nolinor Boeing 737-200, registration C-GTUK performing flight N5-950 from Churchill,MB to Meadowbank,NU (Canada) with 76 passengers and 5 crew, was accelerating for takeoff from Churchill, when the crew observed numerous Canada geese fly over the runway and rejected takeoff at about 120 KIAS. The aircraft collided with a goose and came to a stop with about 1200 feet of runway remaining. The crew set the park brake to assess the situation before returning to the apron. Upon releasing the brakes the crew noticed the brakes had seized. Emergency services were called out to inspect the landing gear and found both tyres on the left main gear had deflated due to the melting of the fusible plugs disabling the aircraft on the runway. The Canadian TSB reported the operator's maintenance replaced all 4 main tyres and brakes and performed a high energy braking inspection. NAV Canada reported runway 15/33 was closed for 10 hours. http://avherald.com/h?article=4bc703ca&opt=0 Back to Top Accident: Frontier A321 near Raleigh/Durham on Aug 15th 2018, odour in cabin A Frontier Airlines Airbus A321-200, registration N715FR performing flight F9-1674 from Orlando,FL to Philadelphia,PA (USA) with 230 passengers and 7 crew, was enroute at FL350 about 70nm southeast of Raleigh/Durham,NC (USA) when the crew decided to divert to Raleigh reporting an unknown odour in the cabin, a number of passengers and crew felt unwell. The aircraft landed safely on Raleigh's runway 23R about 18 minutes later. Emergency services treated 7 passengers and a flight attendant at the airport, two of the affected passengers including an infant and the affected flight attendant were transported to a hospital. Local emergency services reported a total of 8 people were assessed at the airport, 3 of them taken to a hospital. The airline confirmed an unknown odour, one flight attendant and two passengers were transported to a hospital as a precaution. Everyone requesting a medical assessment receives one. A replacement Airbus A321-200 registration N719FR reached Philadelphia with a delay of 8.5 hours. https://flightaware.com/live/flight/FFT1674/history/20180815/2204Z/KMCO/KPHL http://avherald.com/h?article=4bc70781&opt=0 Back to Top Back to Top Israel reports collision between Robinson R44 helicopter and drone Date: 14-AUG-2018 Time: ca 11:00 Type: Robinson R44 Raven II Owner/operator: Registration: 4X-BCR C/n / msn: 11590 Fatalities: Fatalities: 0 / Occupants: 1 Other fatalities: 0 Aircraft damage: Minor Category: Serious incident Location: Petah Tiqwa - Israel Phase: Manoeuvring (airshow, firefighting, ag.ops.) Nature: Agricultural Departure airport: Petah Tiqwa Destination airport: Petah Tiqwa Investigating agency: AIAI Narrative: On Tuesday, Aug 14, 2018, about 11:00 Local time a Robinson R44 helicopter operated by an ag company, while spraying an orange field near the city of Petah Tiqwa, collided with a Phantom 4 drone. The helicopter pilot started his working day at 06:30 am local time. At around 07:05 he took off for a couple of spraying missions, and after two shifts/cycles for refueling and loading the chemical materials, he took off again for his third and last mission of the day, towards an orange field nearby. He started spraying for 20 minutes. At the same time, a UAS pilot (licensed) who worked for a local building company started his day, for mapping an area under construction, which was adjacent to the orange field where the helicopter sprayed. Around 11:00 am local time, while the Drone approached one of its site end corners, the drone operator noticed a helicopter maneuvering low and close to the ground (about 30 meters). Immediately he switched to Manual Control Mode and lowered the Drone towards the ground. At the same time, the helicopter pilot noticed "a white body at approximately 10 meters on his left side", followed by a "bang" feeling that the pilot heard from his lower left side of the helicopter. Since the helicopter pilot did not feel any degradation in flying the helicopter (no shakes, nor power loss or control problem) he located a nearby landing area and landed normally and safely. At the same time, the drone operator lost communication with the UAS and thought that it crashed either due to the helicopter slipstream or due to heavy landing after the initiation of the rapid / quick descent order. After exiting the helicopter, the pilot assessed visually the helicopter and found the UAS jammed and broken into the lattice spray system. After the technical personnel arrival to the scene, they viewed and check the helicopter and the spraying system and found them airworthy. The helicopter resumed its work and landed safely at his home base. Both operators were working in accordance to the aviation law and by the published regulations. They were properly licensed and adhered to the working altitudes approved and authorized. https://aviation-safety.net/wikibase/wiki.php?id=214471 Back to Top Kawasaki BK 117B-2 Fatal Accident (Australia) Date: 17-AUG-2018 Time: 14:15 LT Type: Kawasaki BK 117B-2 Owner/operator: Sydney Helicopters Registration: VH-JWB C/n / msn: 1094 Fatalities: Fatalities: 1 / Occupants: 1 Other fatalities: 0 Aircraft damage: Written off (damaged beyond repair) Location: Milton, near Ulladulla, NSW - Australia Phase: Manoeuvring (airshow, firefighting, ag.ops.) Nature: Fire fighting Departure airport: Destination airport: Narrative: The helicopter engaged in firefighting on the Mount Kingiman blaze crashed into a tree. The pilot died in the crash. https://aviation-safety.net/wikibase/wiki.php?id=214468 Back to Top German passenger jet makes safe unscheduled landing on Crete ATHENS, Greece - Greek explosives disposal experts are checking a German Condor Airlines passenger jet flying from Egypt that made a safe unscheduled landing on the southern island of Crete after reporting a potential bomb threat. Military officials say the Boeing 757 jet was escorted to Chania airport by two Greek air force F-16 fighters scrambled after the pilot reported the threat, and landed without incident late Thursday. The airport had been placed on a state of alert. The plane was carrying about 250 passengers from Egypt to Dusseldorf in Germany. Yiannis Papazoglou, spokesman for Fraport Greece which operates the airport, said all passengers and crew on board were safely evacuated in buses to the main airport building. http://www.startribune.com/german-passenger-jet-makes-safe-unscheduled-landing-on-crete/491044981/ Back to Top Back to Top JU-Air will resume Ju-52 flights on 17 August with government-mandated safety measures in place Swiss operator JU-Air stated that it would resume flights using their historic Junkers Ju-52/3m aircraft starting August 17, 2018. Operations had been voluntarily suspended after the fatal accident on August 4 in which all 20 occupants were killed. The Swiss Federal Office of Civil Aviation (FOCA) allows operations to be conducted since the investigation by the STSB has not yet brought to light any technical problems with the accident aircraft. However, JU-Air first has to comply with the precautionary measures of the FOCA to commence flight operations. First, the FOCA requires that, for the time being, a minimum altitude above the legal minimum altitude be maintained. Secondly, JU-Air's aircraft now have to carry a GPS data recorder that records every flight and allows subsequent assessment of the route. Third, the passengers should also remain strapped during the flight and not be able to circulate freely in the aircraft. This also applies to visits to the cockpit during the flight. These precautionary measures must be implemented by JU-Air before commencing flight operations. JU-Air has already assured the FOCA that it will implement these requirements accordingly. https://news.aviation-safety.net/2018/08/16/ju-air-will-resume-ju-52-flights-on-17-august-with-government-mandated-safety-measures-in-place/ Back to Top Laser Beam Attacks Bedevil U.S. Military Pilots in Mideast Lasing is a growing and dangerous problem, officials say In this image from the U.S. Department of Defense, C-130 pilots prepare to land at Bagram Airfield in Afghanistan in March. WASHINGTON-Hostile forces in the Middle East are targeting American pilots with laser pointers at a growing rate, imperiling aircrews and reflecting a problem more widespread and longstanding than the Pentagon has previously acknowledged. American pilots operating in Syria, Iraq and Afghanistan, the three most prominent conflict zones for American troops, experienced most of the more than 350 lasing incidents reported over the last seven months by aircrews operating across the Middle East, officials at U.S. Air Forces Central Command in Qatar said. That is a significant increase from the approximately 400 lasing incidents reported for the region during all of 2017, according to officials, and marks an upswing after a decline in recent years. Lasing attacks appear to be an easy way for enemy combatants to harass and try to distract military pilots, both in planes and helicopters. The rate of lasing incidents so far this year is on track to top the roughly 600 incidents reported in 2016 and match 2015, when there were a total of about 700 incidents in the Middle East, according to officials. The numbers of lasing incidents had not been previously disclosed. The Pentagon earlier this year acknowledged a spate of attacks in two other regions. Several incidents occurred in and around an American base in Djibouti in east Africa, where laser beams appeared to come from a nearby Chinese base. A handful of incidents took place in the East China Sea, where U.S. pilots were hit by laser beams that may have come from Chinese personnel or from fishermen operating in the area, according to U.S. military officials. China has denied involvement in the incidents. Those incidents accounted for comparatively fewer attacks than in the Middle East. The number of incidents may be related to the frequency of U.S. military aircraft operations, officials said. Flight operations against Islamic State in Iraq and Syria and against the Taliban in Afghanistan have grown more intense in recent years. Hostile forces typically point small, hand-held lasers at pilots in flight, especially during landings when they are most visible from the ground, in an attempt to distract them, officials said. Such lasing could result in an accident, though officials said there haven't been any mishaps as a result of lasing. It is unknown how coordinated or organized the attacks are: officials declined to discuss specific details about the perpetrators. The attacks against military crews have resulted in minor injuries, including short-term vision impairment and headaches, military officials said. Officials said they were not aware of any permanent injuries resulting from the attacks, most of which occurred near major population centers or military air bases in Iraq, Syria and Afghanistan. "Lasing attacks are dangerous and have the potential to confuse, temporarily interfere with the vision of our aircrew, or to permanently damage the eyesight of our service members," said Capt. Bill Urban, a U.S. Central Command spokesman, in an email. Central Command is responsible for U.S. military operations in the Middle East. In many cases, American aircrews take off and land aircraft in places that aren't accessible to enemy forces, but lasers are a relatively cheap and available weapon used to harass aircrews from afar, even thousands of feet away, officials said. "It is exceedingly difficult to pinpoint the origin of a short laser engagement, so we can't definitively source most laser attacks," Capt. Urban said. "We assess that many likely come from insurgents and terrorist organizations like [Islamic State], al Qaeda and others." Lasing attacks have long been a nuisance for commercial pilots. The Federal Aviation Administration reports thousands of lasing incidents each year, which can range from individuals using small "cat lasers," or in some cases, more powerful "military grade" lasers. The FAA reported more than 2,800 lasing incidents in the first six months of 2018, about on par with the more than 2,700 reported incidents between January and June 2017. Since 2004, there have been at least 55,000 lasing incidents reported by civilian pilots including in the U.S., United Kingdom, Australia, Italy and Canada, said Patrick Murphy, a laser expert and editor of laserpointersafety.com, an educational site that tracks the misuse of consumer-type lasers. Of those, he said, "there are no documented or proven cases of permanent case of eye injury," Mr. Murphy said. But aiming lasers at pilots raises a number of concerns, including "flash blindness," which can be produced by a small, hand-held laser as far away as a mile, Mr. Murphy said. Lasers can also cause pilots to experience vision-blocking glare up to 5 miles away, he said. The bigger worry is about distraction, targeting an aircrew as it attempts to land a plane. Laser pointers range widely in power and capability. They include "cat lasers," marketed primarily for digital presentations and playing with pets, which nonetheless can be used as a visual distraction up to 2 miles away. Larger hand-held lasers, known as "class four" devices, are more powerful and are capable of causing eye damage or even skin burns if used at very close range. The most damaging laser pointers are green, because the eye sees the color green as the brightest, Mr. Murphy said. Military officials avoid discussing what they are doing to mitigate against lasing attacks. Mr. Murphy said one of the main things pilots can do is get educated about attacks by lasers, including using them inside flight simulators. Pilots can train to manage laser attacks, and can use laser glare-protection glasses that can diminish the lasers as a distraction. Commercial firms also offer glare-resistant screens that may help reduce the effects of a laser beam. https://www.wsj.com/articles/laser-beam-attacks-bedevil-u-s-military-pilots-in-mideast-1534498200 Back to Top UK Pilots Need to Upgrade to 8.33 kHz Radios, CAA Says 8.33 kHz radio. (Trig Avionics) Pilots flying general aviation aircraft in U.K. airspace are being urged by the UK Civil Aviation Authority (CAA) to convert their aircraft radios to 8.33 kHz spacing as soon as possible. According to a statement issued by the agency, pilots flying aircraft with non-8.33 compliant radios have been involved in several recent incidents that have caused alarm among the nation's air traffic controllers. Under an EU law passed in November 2016, ground stations in the U.K. and throughout Europe are now operating with 8.33 kHz receivers. The law, implementing regulation No. 1079/2012, was an airspace mandate issued to Eurocontrol by the EU to develop requirements for the coordinated introduction of air-to-ground voice communications based on 8.33 kHz channel spacing. Stations were upgraded to 8.33 kHz to relieve frequency congestion in the legacy 25 kHz band. Europe first introduced 8.33 standards for aircraft flying above 24,000 feet in 1999, according to the National Business Aviation Association (NBAA). "All aircraft, recreational and commercial, that need a radio have to convert to 8.33 kHz by the end of 2018," a representative for the CAA told Avionics in an emailed statement. CAA notes that several incidents have occurred within en route airspace and at smaller general aviation airports where pilots have been tuned to incorrect channels and unable to communicate with ground stations. There have been other incidents in which controllers experienced interference from aircraft using the wrong frequencies. Although 8.33 kHz spaced radios are compatible with ground stations still operating on 25 kHz spacing, the reverse is not true; aircraft with 25 kHz radios cannot communicate with ground stations operating on 8.33 kHz, according to the CAA. General aviation pilots and aircraft owners can claim a grant for up to 20% of the cost of installing a new 8.33 kHz radio under a funding agreement with the EU. The CAA has processed more than 5,500 such grants totaling more than $1.3 million to date. The application period for the grants comes to an end next month. Aircraft still carrying radios tuned to the 25 kHz frequency in 2019 are not eligible for exemptions, according to CAA. https://www.aviationtoday.com/2018/08/16/uk-pilots-need-upgrade-8-33-khz-radios-caa-says/ Back to Top ACSF Continues Expansion of Safety, Audit Programs The Air Charter Safety Foundation's (ACSF) Aviation Safety Action Program (ASAP) picked up another participant, Fair Wind Air Charter, bringing to 107 the number operators and companies incorporating the ACSF risk-management program. Tailored to the business aviation community but modeled after programs long in place with Part 121 carriers, the ACSF ASAP is a voluntary, self-reporting program designed to provide a forum to identify unintentional non-compliance, safety issues, and operational deficiencies in a non-punitive environment. The program is carried out through memoranda of understanding with the FAA. ACSF began working with the FAA on the program in 2012, initially in the Great Lakes region. The program has since spread throughout the contiguous U.S., approved in FAA regions including Eastern, Central, Great Lakes, Southern, Southwest, Western-Pacific, and Northwest Mountain regions. ACSF also has expanded the program to both Part 135 commercial and Part 91 corporate operators. In fact, corporate operators now account for more than half (61) of the total participants. In operation since 1980, Stuart, Florida-based Fair Wind provides aircraft management and charter services, operating a range of midsize, super-midsize and large-cabin aircraft. "At Fair Wind Air Charter, safety is at the foundation of all our services," said Fair Wind COO and owner Alexander Beringer, who added that its safety programs are supported by ongoing comprehensive international and third-party audits. "Our participation in the ASAP heightens the validity of our commitment to safety, and we're very pleased to have the support of the ACSF." While ACSF continues to expand ASAP, so too is it increasing access to its Industry Audit Standard (IAS), among the most stringent safety standards specifically tailored for the Part 135 community. ACSF has formed a new partnership with Wyvern under which charter and fractional ownership operators can undergo a single audit for both the IAS and Wyvern Wingman Standard. The IAS will be offered as an add-on module to Wyvern Wingman, and, once it is complete, operators can receive the Wyvern rating, as well as become IAS registered. The IAS module includes operational requirements that reflect best practices of Part 121 operations that apply to Parts 135 and 91K. "Wyvern Wingman has for years now represented the most sought-after rating by charter consumers around the world," said Sonnie Bates, Wyvern president and CEO. "Yet we recognize that some operators require or desire compliance with other standards, yet dread the thought of the time and money associated with multiple audit events. This will represent a significant decrease in both time and cost for each participating charter company, without any compromise to either standard or actual audit." https://www.ainonline.com/aviation-news/business-aviation/2018-08-16/acsf-continues-expansion-safety-audit-programs Back to Top Hong Kong's air traffic controllers left flying blind for six minutes as HK$1.56 billion system malfunctions again - but authorities insist safety was not affected Civil Aviation Department recognises 'importance of incident' as lawmaker Jeremy Tam questions delay in alerting public about the failure Hong Kong International Airport Hong Kong's much-maligned HK$1.56 billion (US$200 million) air traffic control system malfunctioned again on Monday, after a lull in problems for more than a year. The "momentary hitch", which lasted six minutes, was only disclosed on Wednesday morning, but the Civil Aviation Department (CAD) insisted the incident "did not affect aviation safety". During the system malfunction, some air traffic control staff were left flying blind, as radar screens for three aircraft did not show full information, except for their flight position, altitude information and secondary surveillance radar code - the identification code assigned to planes. The aviation regulator said air traffic controllers were able to "keep direct voice communication with the pilots" and still obtain all information they needed from all flights but as a precaution, they delayed giving clearance to departing flights for about six minutes. Arrivals and planes flying through the city's airspace were not affected. Hong Kong airport's new air traffic control system is safe and reliable "The CAD attaches great importance to the occurrence," it said in a statement. "The contractor was tasked right after the occurrence to conduct a thorough investigation and come up with a solution as soon as possible. The CAD will continue to follow up on the occurrence proactively." It also noted that the air traffic control system had multiple "fallback systems to tackle different scenarios" so that operations could continue even if there were an outage in one system. Developed by US contractor Raytheon, the system went live at the airport in November 2016. In the initial months, multiple teething problems occurred, forcing authorities to play down safety fears and later invite the press to the CAD's headquarters to try and dispel concerns. They included planes disappearing from radar screens and phantom aircraft appearing on monitors. Screens were also sometimes left unable to display various pieces of flight information. Incidents lasted between 26 seconds and 78 minutes, and in some cases flights were not permitted to take off for several minutes. Monday's failure, which the department disclosed after the Post sent it an inquiry, was identical to a failure on November 29, 2016, just weeks after the new system was officially commissioned. Glitch-prone Hong Kong air traffic control system needs regular reboots: report At that time radar screens were unable to show flight information as the system went down for 26 seconds, prompting departing flights to be halted for 15 minutes. The Transport and Housing Bureau ordered a report from the system's contractor within 48 hours, while the department gathered an expert panel of aviation administrators and technical specialists to meet regularly to monitor the system's progress for a year. The latest failure came amid a heavy workload for the system and air traffic controllers during the peak summer travel season, when there is a higher demand for flights. Hong Kong International Airport is continuously breaking records for number of flights and passenger movements. In the past week, airport workers have been placed under higher levels of stress as Tropical Storm Bebinca caused flight delays, cancellations and forced planes to circle in Hong Kong airspace for up to an hour before they could land. "To me, it's quite serious," said lawmaker Jeremy Tam Man-ho, who had previously pressed the CAD over other air traffic control failures. Criticising the timeliness and the lack of information to explain the newest malfunction, the qualified commercial pilot and Civic Party legislator added: "This happened two days ago. Now, a year-and-a-half ago, a proper announcement would be made on the day when it happened, and now they leave it for two days after some press inquiries. "The transparency is getting worse. "We need a reliable system, not something we hope will go well. With the third runway, we are going to increase our flight capacity by 50 per cent. Is this system going to be capable of handling all this extra traffic?" Faulty new HK$1.56 billion air traffic control system stalls flights In April, Europe's computerised air space and flight management system suffered a glitch causing delays and cancellations to half of the 29,500 scheduled flights in one day. Last month in Belgium, a flight data glitch saw no planes allowed to take off or land for two hours, triggering significant disruption during one of the busiest months of the year for flying. In 2015, Belgium airspace faced a different issue, with a power failure causing 200 flights in the country to be cancelled. Delays to flights in Europe in particular are part of a growing industry concern about the lack of manpower to help meet the growing demand for air traffic. https://www.scmp.com/news/hong-kong/hong-kong-economy/article/2159839/hong-kongs-air-traffic-controllers-left-flying Back to Top Aircraft Weight Reduction and Engine Health Monitoring While relatively low fuel costs in the recent past have significantly sustained airline profitability, the fact that oil prices have been on the rise for some time now is pushing fuel-saving initiatives higher up on airline management's agenda. Operational considerations that focus on fuel burn, while not compromising safety, have been known and implemented by airlines for quite some time. But engineering-driven solutions for saving fuel have been much less scrutinized, despite the fact that aircraft weight reduction and engine health monitoring can result in high levels of improvement in fuel efficiency, especially when coupled with initiatives involving flight operations. Weight Reduction Weight reductions are the most direct and measurable fuel efficiency initiatives. According to Marcel Martineau, a fuel management consultant, the penalty for carrying extra weight varies from 2 percent to 4 percent per flight hour depending on the flight length; the longer the flight, the greater the cost penalty. Philippe Reichen, an airline engineering consultant, said, "In comparison with most operational initiatives, once the weight has been removed, the result is immediate and permanent as long as the weight is not reintroduced on the aircraft. Operational initiatives depend on training and [continued] participation of all individuals involved and are therefore more difficult to implement and to reproduce." Weight reduction initiatives should be started as soon as, or even before, the aircraft begins flying. "Once added, weight is difficult to remove once the aircraft starts operation. Calculating weight impact, before and during equipping an aircraft, pays out in fuel saving from the first moment of operation," said Reichen. Engine Health Monitoring "Engine health monitoring can be used to calculate and monitor initiatives that affect fuel burn with individual engines," said Reichen. In fact, engine deterioration contributes to 80 percent of the increased fuel burn over the life of an aircraft. A good engine health monitoring program can assist an operator in ensuring that the engines meet the maximum required takeoff power and still have a reasonable exhaust gas temperature (EGT) margin. "Operating an engine close to its minimum margin will often result in a much higher cost when refurbishing the engine, as more parts will need scrapping. Ideally, the monitoring should start when the aircraft enters into service. It is a good way to ensure that the aircraft is meeting the original equipment manufacturer's promised performance, especially while the aircraft is still under warranty," said Martineau. Engines start deteriorating as soon as they begin operating, and anything that helps slow the deterioration improves engine life and saves fuel. "Engine health monitoring can help to confirm that initiatives implemented reducing engine fuel burn are paying dividends," said Reichen. "As deterioration starts as soon as the engines are operated, fuel saving initiatives should be implemented as early as possible to maximize the effect." How To Implement There are some best practices to implement aircraft weight reduction and engine health monitoring, but it should be noted that the two initiatives are distinct, even though they complement each other. "Unless an operator is careful, a medium-size aircraft (A320/B737) will increase in weight by 200 to 400 kilograms over time," said Martineau. "Dirt, unnecessary equipment, humidity in the wall insulation, galley equipment, leftover magazines and newspapers, extra water bottles, etcetera will contribute to this weight. There are even cases of operators that carry cases of water that are never used; not to mention full tanks of potable water when it is barely used." All weight reduction initiatives should only be started once an accurate weight baseline has been established. Reichen advises that aircraft be weighed regularly while in service and all weight changes should be recorded and noted. "All weight additions should be calculated for their impact on fuel burn and the resulting cost. All relevant personnel should be aware of the cost impact due to weight addition," he said. "When it comes to engine health monitoring, this should be performed using and following the engine OEM's processes and calculation standards." Safety Considerations When it comes to initiatives that improve the economic bottom line, such as fuel management initiatives, there are safety considerations and specific precautions for technical departments to observe. "As required by the safety management system [SMS] all changes should be evaluated for their potential impact on safety using the change-management process before changes are actually implemented. A hazard analysis on the changes triggered by the initiatives has to be performed and the potential safety risks, if any exist, need to be evaluated in order to mitigate their potential impact," said Reichen. Conversely, however, fuel saving initiatives can improve safety as they require extra attention to the operation through increased situational awareness. "Through careful engine health monitoring, it is possible to remove the engine before it runs out of EGT margin for both economic and safety reasons," said Martineau. Significant saving potential Both aircraft weight reduction and engine health monitoring can reduce fuel consumption by 2 to 5 percent, especially when coupled with efficient operating procedures. "For example, the average flight time for an A320 or 737 is approximately 90 minutes. So the fuel burn is around four tonnes. A pilot who carefully applies all the recommended fuel saving techniques can easily save from 200 to 300 kilos per flight," said Martineau. "A relationship [between the weight reduced and fuel savings] can only be established if the total saving of all other initiatives is known. As a base approach, the relationship of payload to the dry operating weight plus the fuel weight defines the efficiency of the flight," said Reichen. "If the fuel load is 1,000 kilograms higher than actually required, approximately 4 percent of this fuel load [40 kg] will be burned to carry this 1,000 kilograms. Additional loads will almost always cause more fuel burn." Engine health monitoring can be used to calculate the impact of fuel-saving initiatives. "An example of such an initiative would be the engine core compressor wash that could result in fuel saving by improving compressor efficiency, which in turn improves the engine health. Such improvements, depending on the engine-airframe installation and the core washing procedure, could improve fuel burn [for a certain time frame] by approximately 0.7 percent if both engines are washed," concluded Reichen. https://www.ainonline.com/aviation-news/aerospace/2018-08-01/aircraft-weight-reduction-and-engine-health-monitoring Back to Top U.S. Helicopter Safety Team to Participate in FAA Rotorcraft Conference WASHINGTON DC - Safety experts from the U.S. Helicopter Safety Team (www.USHST.org) will be participating on Oct. 23-25 in the Federal Aviation Administration's 2018 International Rotorcraft Safety Conference in Hurst, TX. The free conference (www.faahelisafety.org) gathers together rotorcraft pilots, mechanics, small company owners, industry executives, helicopter operators, students and government regulators from the United States and abroad. Experts from the FAA, the USHST, and numerous helicopter manufacturer and association officials will be addressing these and other safety topics at the conference: * Human Risk and Taking Increased Safety Measures. * Development of Crash Injury Protection in Rotorcraft. * Flying Blind: The Human Brain, the Human Mind and Our Visual System. * Single Pilot Resource Management. * Challenges Facing Flight Instructors. * Night Vision Goggles Program Lifecycle. * How to Avoid Inadvertent IMC Accidents. * Rotor Blade Inspection and Preventative Maintenance. * The Nuts and Bolts of Maintenance. * Helicopter Maintenance Manager Course. * Procedural Intentional Non-Compliance. * Flight Data Monitoring. * Operational Personal Protection Equipment. * Birds Strikes and Lessons Learned. * Airports, Heliports and Vertiports. * The Rotorcraft Safety Continuum and Certification. * Accidents Investigations: A Case Study. For details about participants and seminars, see the conference web site at www.faahelisafety.org. Since 2013, the U.S. Helicopter Safety Team has focused on enhancing safe operations and reducing fatal accidents within the U.S. civil helicopter community. From 2012 to 2014, the average number of U.S. accidents per year was 146 and the average number of fatal accidents each year was 25. From 2015 to 2017, this has decreased to 118 total accidents per year (down 19%) and 18 fatal accidents per year (down 28%). https://www.aviationpros.com/press_release/12425462/us-helicopter-safety-team-to-participate-in-faa-rotorcraft-conference Back to Top Airlines for America Joins Nearly 30 Aerospace Industry Groups Urging Senate Action for Long-Term Reauthorization of the FAA WASHINGTON, Aug. 15, 2018 /PRNewswire/ -- Airlines for America (A4A), the industry organization representing the leading U.S. airlines, today joined efforts with nearly 30 other key commercial and business aviation associations in sending a letter to Senate leadership, urging the Senate to swiftly consider a long-term reauthorization of the Federal Aviation Administration (FAA) before the current authority for the FAA's activities expires on September 30. "Every day, the U.S. airline industry delivers safe and affordable air transportation options to millions of travelers, businesses, and shippers around the world, while supporting nearly 11 million jobs and driving $1.5 trillion in economic activity," said A4A President and CEO Nicholas E. Calio. "Adopting a long-term reauthorization bill will provide stability for the FAA to uphold the highest levels of safety we have today, while providing the certainty that employers need to continue creating new jobs, investing in crucial infrastructure and new technology, and encouraging innovation that will move the industry forward." The letter stated that the FAA and the traveling public have been subjected to short-term extensions of the FAA's authority since 2015, and these stopgap measures have negatively impacted the FAA's activities. Prompt consideration by the Senate will enable discussions with the House to resolve any outstanding differences between the two bills before the expiration of authority, the letter continued. Other industry groups that signed the letter addressed to Senate Majority Leader Mitch McConnell and Senate Minority Leader Chuck Schumer include: Aeronautical Repair Station Association (ARSA); Aerospace Industries Association (AIA); Air Line Pilots Association (ALPA); Air Medical Operators Association (AMOA); Air Traffic Control Association (ATCA); Aircraft Electronics Association (AEA); Aircraft Owners and Pilots Association (AOPA); Association for Unmanned Vehicle Systems International (UAVSI); Association of Flight Attendants (AFA); Aviation Suppliers Association (ASA); Aviation Technician Education Council (ATEC); Cargo Airline Association (CAA); Commercial Drone Alliance; Experimental Aircraft Association (EAA); General Aviation Manufacturers Association (GAMA); Global Business Travel Association (GBTA); Helicopter Association International (HAI); International Air Transport Association (IATA); International Brotherhood of Teamsters (IBT); Modification and Replacement Parts Association (MARPA); National Air Carrier Association (NACA); National Air Traffic Controllers Association (NATCA); National Air Transportation Association (NATA); National Association of Manufacturers (NAM); National Business Aviation Association (NBAA); Professional Aviation Safety Specialists (PASS); Regional Air Cargo Carriers Association (RACCA); Regional Airline Association (RAA); Small UAV Coalition; Travelers United; and U.S. Chamber of Commerce. ABOUT A4A Annually, commercial aviation helps drive $1.5 trillion in U.S. economic activity and more than 10 million U.S. jobs. U.S. airlines fly 2.3 million passengers and more than 55,000 tons of cargo each day. Airlines for America (A4A) advocates on behalf of the American airline industry as a model of safety, customer service and environmental responsibility and as the indispensable network that drives our nation's economy and global competitiveness. A4A works collaboratively with the airlines, labor groups, Congress and the Administration to improve air travel for everyone. For more information about the airline industry, visit our website airlines.org and our blog, A Better Flight Plan, at airlines.org/blog. Follow us on Twitter: @airlinesdotorg. Like us on Facebook: facebook.com/AirlinesforAmerica. Join us on Instagram: instagram.com/AirlinesforAmerica. SOURCE Airlines for America Related Links http://www.airlines.org https://www.prnewswire.com/news-releases/airlines-for-america-joins-nearly-30-aerospace-industry-groups-urging-senate-action-for-long-term-reauthorization-of-the-faa-300697579.html Back to Top Boeing taps 777X leader to replace 737 boss in Renton as deliveries slump Boeing has named a new boss for its 737 manufacturing program in Renton after the plant racked up its lowest delivery tally in five years. Scott Campbell, vice president and general manager of the 737 program and Renton site leader, will retire at the end of the year after three decades at Boeing Commercial Airplanes. Boeing has tapped 777X General Manager Eric Lindblad to lead the 737 manufacturing program in Renton. Boeing Commercial Airplanes President and CEO Kevin McAllister told employees that Campbell expressed his wish to retire earlier this year, according to a memo obtained by Bloomberg News. Earlier this year, Boeing 737 engine and fuselage supplier delays became public as Boeing moved to boost production of its best selling jet, a cash cow for the company. Boeing Chief Financial Officer Greg Smith warned investors last week that the supply chain woes would cut 737 deliveries in Boeing's third quarter. Boeing's 29 deliveries of 737s in July was the lowest monthly total since 2012, but Boeing has denied rumors that it will stop the production line as unfinished jets pile up. Replacing Lindblad as 777X vice president and general manager will be Josh Binder, who will report to Elizabeth Lund, the vice president, general manager and Everett site leader for the 777 program. Boeing makes its 777X widebody in Everett Boeing announced the moves to its workers in Renton and Everett on Wednesday, spokesman Paul Bergman confirmed. Lindblad and Campbell will work together for the rest of the year to iron out production problems that have caused unfinished 737s to pile up in Renton and Seattle's Boeing Field as the jetmaker tried to boost production of its best-selling jet. "Earlier this year Scott came to me expressing his desire to retire and spend more time with his family, and I asked him to stay on for a bit longer," McAllister said in the memo. "We're fortunate that he's agreed to stay through the end of the year, actively engaged to see the 737 recovery plan through." https://www.bizjournals.com/seattle/news/2018/08/16/boeing-737-delay-777x-eric-lindblad-scott-campbell.html?ana=yahoo&yptr=yahoo Back to Top FedEx looks to fill 400 positions The subsidiary of Memphis-based FedEx Corp. will hold a job fair Saturday, Aug. 18, to fill 400 permanent, part-time positions. Interested applicants must be at least 18 years old, able to lift 75 pounds and have lived in the U.S. for five years. Individuals will be subject to a criminal background check and drug screen. Position details/benefits Hourly rates start at $13 Minimum of 17.5 hours per week Medical coverage, with premiums starting at $6 per month Day and night shifts available Vision and dental benefits Access to two medical health centers Tuition assistance Training, growth opportunities The job fair will be held from 10 a.m. to noon at the South Branch Library, located at 1929 S. Third St. Applicants need to bring two forms of valid ID. https://www.bizjournals.com/memphis/news/2018/08/16/fedex-looks-to-fill-400-positions.html?ana=yahoo&yptr=yahoo Back to Top GRADUATE RESEARCH SURVEY My name is Kate Fraser and I am currently pursuing my Master of Science in Human Factors in Aerospace at Embry-Riddle Aeronautical University's Worldwide campus. I am writing my thesis on automation trust and reliance and have prepared a research survey questionnaire. The link to the survey can be found here: https://www.surveymonkey.com/r/RYWG3JH The objective of this thesis is to better understand if automation trust and perception differs by age. Obtaining a better understanding of how trust varies by age will enable a closer examination of any side effects, specifically complacency. Additionally, this survey will enable additional exploration of the pilot's role in the aircraft depending on if perception of automation has changed. To be eligible to complete this survey, you must be over the age of 18 and at least hold a student pilot certificate. This questionnaire should not take longer than five minutes to complete and is both anonymous and confidential. Should you choose to participate, please take a minute to read the informed consent form linked to the first survey question. Thank you so much for your time. Regards, Kate Fraser Embry-Riddle Aeronautical University fraserk@my.erau.edu Back to Top Helicopter Association International (HAI) is dedicated to providing its members with services that directly benefit their operations, and to advancing the international helicopter community by providing programs that enhance safety, encourage professionalism and economic viability while promoting the unique contributions vertical flight offers society. HAI has more than 3,800 member organizations and annually produces HAI HELI-EXPOฎ, the world's largest trade show and exposition dedicated to helicopters. Director of Safety Department: Operations Reports to: Vice President of Operations Status: Full Time, Exempt Overview: The Director of Safety is responsible for managing the association's existing aviation safety programs, and developing new safety initiatives to benefit HAI's membership and the international helicopter community. Essential Functions of the Position Include, but Are Not Limited To: • Serving as the HAI safety representative on various industry, government, and international boards, task forces, and meetings • Developing responses to proposed safety-related regulations and legislative initiatives • Collecting, researching, and analyzing helicopter safety and accident data for subsequent statistical reporting • Developing and implementing new HAI industry safety initiatives • Routinely interacting with the full spectrum of aviation related agencies and organizations in support of the rotorcraft industry • Managing all aspects of HAI's accreditation program that assists helicopter operators to reduce accident rates and improve safety cultures • Providing safety supervision for all flight activities at the association's annual trade show and exposition, HAI HELI-EXPOฎ • Managing and mentoring the deputy director of safety • Serving as staff liaison for assigned HAI committees • Contributing content for use in HAI's printed and electronic publications • Other duties as assigned The above statements are intended to describe the general nature and level of work being performed. They are not intended to be an exhaustive list of all duties and responsibilities. Desired Qualifications for the Position Include: • College or advanced degree related to aviation safety and/or management • Seven or more years of related helicopter safety background, training, and experience • Certificated helicopter pilot and/or maintenance technician • Previous experience with helicopter or other aviation-related organization(s) • Experience with auditing protocols and accreditation programs • A passionate commitment to the promotion of helicopter safety • Previous association or not-for-profit experience • Excellent written and verbal communication skills with significant experience in creating and delivering written proposals and public presentations • Advanced computer skills and proficiency with the Microsoft Office Suite • Team player, with proven ability to manage, mentor, and motivate staff • Detail oriented, self-starter, with strong organizational and time management skills • Ability to travel The above qualifications are representative, but not all-inclusive, of the experience, knowledge, skills, and abilities required for the position. APPLY HERE Back to Top Title Managing Communications During an Aircraft Accident or Incident Co-sponsor Airports Council International - North America (ACI-NA) Description The course will teach participants what to expect in the days immediately following an aviation accident or incident and how they can prepare for their role with the media. ID Code PA302 Dates and Tuition October 25-26, 2018 $1034 early registration, by September 25, 2018 $1134 late registration, between September 25 and October 20, 2018 $100 processing fee will be added to tuitions for all offline applications. A tuition invoice can be ordered for a $25 processing fee. Note: payment must be made at time of registration. Times Day 1: 8:30am - 5pm Day 2: 9am - 3pm Location NTSB Training Center * 45065 Riverside Parkway * Ashburn, Virginia 20147 Status OPEN. Applications are now being accepted. Apply to Attend SIGN UP FOR THIS COURSE HERE CEUs 1.3 Overview • How the National Transportation Safety Board organizes an accident site and what can be expected in the days after an aviation disaster from the NTSB, FAA, other federal agencies, airline, airport, media and local community • Strategies for airline and airport staff to proactively manage the communication process throughout the on-scene phase of the investigation • How the NTSB public affairs officers coordinate press conferences and release of accident information and what information the spokespersons from the airport and airline will be responsible to provide to the media • Making provisions for and communicating with family members of those involved in the accident • Questions and requests likely encountered from the airlines, airport staff, family members, disaster relief agencies, local officials and others Comments from course participants See the 235 organizations from more than 30 countries that have sent staff to attend this course Performance Results Upon completion of this course the participant will be able to: • Be better prepared to respond to a major aviation disaster involving a flight departing from or destined for participant's airport • Demonstrate greater confidence in fielding on-scene questions about the many aspects of the investigation and its participants, including what types of specific information may be requested • Identify the appropriate Public Affairs roles for the various organizations involved in an accident investigation • Be more productive in the first few hours after an aviation disaster by understanding which tasks are most important and why • Perform job responsibilities more professionally and with greater confidence given the knowledge and tools to manage the airport communications aspect of a major aviation disaster Who May Attend • Investigators from the NTSB and other accident investigation authorities/commissions worldwide • Potential participants in an NTSB investigation: Investigative and safety personnel employed by airframe, engine or component manufacturers, airlines, civilian and military agencies, and related labor unions • Members of the academic community attending for research purposes (on a space-available basis) Accommodations Area hotels and restaurants Airports Washington Dulles International (IAD): 10 miles Washington Ronald Reagan National (DCA): 30 miles Baltimore/Washington International (BWI): 60 miles More Information Email StudentServices@ntsb.gov or call (571) 223-3900 Back to Top The CARM Collaborative Working Group Common Aviation Risk Models (CARM)* 3rd Annual Meeting October 1, 2018 08:30 - 16:00 PURPOSE OF THE ANNUAL MEETING The Annual Meeting is designed to share current efforts of the Common Aviation Risk Models Group among the existing members and new participants to the CARM activities. Guests are welcome to attend and participate to gain an understanding of the progress being made collaboratively in the area of BowTies and aviation risk management. There is no fee to attend. *What is CARM? CARM involves the joint development and sharing of BowTie risk models by industry experts. Models will cover the key hazards associated with all aspects of aviation operations. On a global basis, CARM becomes the place where risk understanding can be captured and incorporated continuously. It moves the process away from the existing one-shot accident/investigation/actions process to a global learning "engine." Additional Information: https://www.cgerisk.com/event/carm MEETING LOCATION CGE Innovation Center Vlietweg 17w (7th floor) 2266 KA Leidschendam The Netherlands T: +31 88 100 1350 AGENDA - Includes presentations by: Air Transat American Airlines Delta Air Lines Japan Airlines NavCanada Seafox SPACE IS LIMITED - RSVP by 19 Sept. to: Terry.Eisenbart@TheAloftGroup.com USA +1.505.306.5326 Back to Top Back to Top International Society of Safety Professionals Top 11,000 The ISSP was founded by a vision of advancing safety by creating superior safety professionals, and we are doing just that! In a statement released by an ISSP spokesperson on August 12, 2018 the organization announced it exceeds 11,000 members, followers and sponsors. Learn more about our next-generation Safety Professional Certification; The International Certified Registered Safety Professional (ICRSP) at www.isspsafety.org Study and Information Guide free to all on our website. Back to Top Back to Top ISASI 2018 Intercontinental Hotel, Festival City, Dubai. 30 October to 1 November, 2018 "The Future of Aircraft Accident Investigation" ISASI is pleased to announce that the preliminary Technical Program for ISASI 2018 is now posted. It is, of course, subject to change between now and the end of October. All up to date information, including registration forms for the seminar and a reservation link for the hotel can be found at http://isasiannualseminar.com/ We look forward to seeing all of you in Dubai. Curt Lewis