Flight Safety Information November 78, 2018 - No. 227 In This Issue Incident: Royal Brunei B788 near Vienna on Nov 7th 2018, engine shut down in flight Incident: PSA CRJ2 near Charleston on Nov 6th 2018, cracked windshield Incident: Easyjet A320 at Tel Aviv on Nov 6th 2018, rejected takeoff due to lack of takeoff clearance Incident: Qantas B744 over Tasman Sea on Nov 6th 2018, engine trouble Incident: ANA A21N at Okayama on Nov 7th 2018, rejected takeoff due to bird strike. Boeing 737 - Ground Damage (Indonesia) Report: Embraer EMB-120 cargo plane misaligned take off from Amsterdam-Schiphol Airport US emergency directive after Boeing jet crash in Indonesia Pentastar Enrolls in Air Charter Safety Foundation's Aviation Safety Action Program EASA warns on AW169 tail rotor safety AOPA 'LEADING THE CHARGE' FOR AVIATION EDUCATION China Will Need More than 7,400 New Aircraft in the Next 20 Years AirAsia considers buying Mitsubishi's delay-plagued jet POSITION AVAILABLE: Aviation Safety Inspector (Cabin Safety) ERAU Aviation SMS Seminar-Openings Available Business Aviation Safety Consortium (BASC) announces FIRST Safety Dividend DOCTORAL RESEARCH SURVEY Incident: Royal Brunei B788 near Vienna on Nov 7th 2018, engine shut down in flight A Royal Brunei Airlines Boeing 787-800, registration V8-DLA performing flight BI-3 from Bandar Seri Begawan (Brunei) to London Heathrow,EN (UK), was enroute at FL380 about 20nm south of Vienna (Austria) when the crew decided to shut the left hand engine (Trent 1000) down due to an oil leak and to divert to Vienna. The aircraft landed safely on Vienna's runway 16 about 30 minutes later. A passenger reported the crew announced the left engine was shut down due to an oil leak. Following landing maintenance inspected the left hand engine. The occurrence aircraft is still on the ground in Vienna about 17.5 hours later. http://avherald.com/h?article=4bffa639&opt=0 Back to Top Incident: PSA CRJ2 near Charleston on Nov 6th 2018, cracked windshield A PSA Airlines Canadair CRJ-200 on behalf of American Airlines, registration N262PS performing flight AA-5627 from Charlotte,NC to Akron,OH (USA) with 49 passengers and 3 crew, was climbing through FL250 out of Charlotte when the crew stopped the climb due to a cracked windshield and decided to divert to Charleston,WV (USA). The aircraft landed safely on Charleston's Yeager Airport about 25 minutes later. http://avherald.com/h?article=4bffa4ce&opt=0 Back to Top Incident: Easyjet A320 at Tel Aviv on Nov 6th 2018, rejected takeoff due to lack of takeoff clearance An Easyjet Airbus A320-200, registration OE-IJU performing flight U2-1656 from Tel Aviv (Israel) to Nice (France), had lined up runway 26 and was waiting for takeoff clearance, when the crew commenced takeoff. Tower instructed the crew to stop, the crew rejected takeoff at low speed (about 55 knots over ground) and stopped the aircraft about 500 meters/1500 feet down the runway. Israeli media reported that a corporate jet was on approach to crossing runway 12, the takeoff without clearance created the danger of a collision. Israel's AIAI opened an investigation into the occurrence. The aircraft departed about 15 minutes later and reached Nice with a delay of about 10 minutes. http://avherald.com/h?article=4bff9f54&opt=0 Back to Top Incident: Qantas B744 over Tasman Sea on Nov 6th 2018, engine trouble A Qantas Boeing 747-400, registration VH-OEB performing flight QF-27 from Sydney,NS (Australia) to Santiago (Chile), was enroute at FL330 over the Tasman Sea about 1100nm south of Sydney on a polar route when the crew decided to return to Australia due to a problem with one of the engines (CF6). The aircraft drifted down to FL280 for the return and diverted to Melbourne,VI (Australia) due to the night curfew in Sydney. The airline reported the aircraft was enroute about 2.5 hours into the flight when the crew decided to return as a precaution due to mechanical issues. The passengers were taken to hotels over night. Chile's Minister of Foreign Affairs travelling on the flight with a Chilean delegation reported the crew indicated an engine failure as cause of their return to Australia. A replacement Boeing 747-400 registration VH-OJU reached Santiago with a delay of about 24 hours. http://avherald.com/h?article=4bff9b3d&opt=0 Back to Top Incident: ANA A21N at Okayama on Nov 7th 2018, rejected takeoff due to bird strike An ANA All Nippon Airways Airbus A321-200N, registration JA133A performing flight NH-656 from Okayama to Tokyo Haneda (Japan) with 192 people on board, was accelerating for takeoff from Okyama's runway 07 when the left hand engine (PW1130) ingested a bird prompting the crew to reject takeoff at high speed (about 90 knots over ground). The aircraft returned to the apron. The flight was cancelled. The occurrence aircraft is still on the ground in Okayama about 18 hours after the rejected takeoff. http://avherald.com/h?article=4bff954c&opt=0 Back to Top Boeing 737 - Ground Damage (Indonesia) Date: 07-NOV-2018 Time: ca 19:00 LT Type: Boeing 737-9GPER (WL) Owner/operator: Lion Air Registration: PK-LGY C/n / msn: 37270/3333 Fatalities: Fatalities: 0 / Occupants: 143 Other fatalities: 0 Aircraft damage: Minor Location: Bengkulu-Fatmawati Soekarno Airport (BKS/WIGG) - Indonesia Phase: Taxi Nature: Domestic Scheduled Passenger Departure airport: Bengkulu-Fatmawati Soekarno Airport (BKS/WIGG) Destination airport: Jakarta-Soekarno-Hatta International Airport (CGK/WIII) Narrative: Lion Air JT633, a Boeing 737, struck a pole with its left-hand wing at Bengkulu-Fatmawati Soekarno Airport, Indonesia. The incident occurred in darkness as the aircraft was manoeuvering on the apron in front of the terminal builsing. The flight, heading to Jakarta, was subsequently carried out by a replacement aircraft. https://aviation-safety.net/wikibase/wiki.php?id=217370 Back to Top Report: Embraer EMB-120 cargo plane misaligned take off from Amsterdam-Schiphol Airport Date: 18-JAN-2016 Time: 18:25 LT Type: Embraer EMB-120FC Brasilia Owner/operator: Swiftair Registration: EC-JBD C/n / msn: 120012 Fatalities: Fatalities: 0 / Occupants: 2 Other fatalities: 0 Aircraft damage: Minor Category: Serious incident Location: Amsterdam-Schiphol International Airport (AMS/EHAM) - Netherlands Phase: Take off Nature: Cargo Departure airport: Amsterdam-Schiphol International Airport (AMS/EHAM) Destination airport: London-Stansted Airport (STN) Investigating agency: Dutch Safety Board Narrative: The EMB-120 cargo plane was prepared for a flight from Amsterdam to London. The first officer was Pilot Flying and the captain was Pilot Monitoring. As there is only one steering tiller in this type of aircraft, located on the left hand side of the cockpit, the captain performed taxiing until the aircraft was lined up on the runway, ready for take-off. At that time, the controls were handed over to the first officer. During taxiing, the first officer was responsible for radio communication. At 18:20 hours local time taxi clearance was obtained and the flight crew was instructed to taxi via taxiway A to taxiway B, using intersection A2 and S7 for take-off from runway 24. During taxiing on taxiway B the ground controller asked if the flight crew would like an intersection take-off. The flight crew accepted this and the ground controller asked if S4 or S5 would be acceptable. The flight crew preferred S5 and the ground controller subsequently cleared the flight to hold short at S5. As the aircraft approached S5, the ground controller instructed the flight crew to change radio frequency to the Tower frequency. The Pilot Monitoring contacted the Tower frequency and the runway controller gave take-off clearance for runway 24 with the instruction to stay on the Tower frequency. The flight crew completed the before take-off checklist and the captain positioned the aircraft on runway 24. Subsequently, the runway controller gave the instruction to make a right-hand turn and steer heading 270 after take-off. The captain handed over the controls to the first officer, who became Pilot Flying. The captain, now the Pilot Monitoring, acknowledged the radio call and read back the tower instructions. Take-off power was selected by the Pilot Flying and, in effect, the aircraft's speed increased. During the take- off roll some bumps were felt by the flight crew. According to the flight crew it is not unusual to feel bumps as the nose wheel runs over the runway's centre line lights. The crew heard a "thump" noise as well during the take-off roll. After a brief discussion it was concluded that it might have been a cargo box or the captain's flight bag that fell to the floor. The take-off roll was continued with all aircraft indications, vibrations and noise being normal. When the aircraft reached a velocity of 90 knots, the captain made a speed call out which was crosschecked by the first officer. The decision speed (V1 = 112 knots) was called out and, three seconds later, V-rotate (VR = 113 knots) was reached. During rotation, the stall warning light appeared on the Main Annunciator Panel (MAP) and an aural warning sound was activated in the cockpit. The aircraft was pitched down by the Pilot Flying and the take-off was continued. The aircraft became airborne and a few seconds later the stall warning light disappeared. The flight crew interpreted the warning as false. During the climb the captain took over the flight controls to confirm the aircraft's controllability after which the controls were handed back to the first officer for the rest of the flight. According to the flight crew all indications, including pressurization and vibrations, were normal during the entire flight. The aircraft landed at London Stansted Airport on runway 22 after which it taxied to stand 205. The aircraft was parked and the engines were shut down. At the same time, a ground employee alerted the flight crew, by means of hand signals, that the aircraft was damaged. During the walk around, damage to the right-hand fuselage was observed. Also, three propeller blades of the right-hand engine were damaged. A metal wire was found embedded in one of the three damaged propeller blades. The aircraft was ferried to Madrid on January 22 and was back in service on February 22. Conclusion by the Dutch Safety Board: Given the factual information it is concluded that the EMB-120 aeroplane made a misaligned take-off from Runway 24 at Amsterdam Airport Schiphol, at night. During take-off, the crew interpreted the right-hand side runway edge lights as the runway centre line lights. Evidently, visual cues provided in the form of taxiway markings and lighting turned out to be insufficient for a correct guidance of the aeroplane from the taxiway to the runway centre line. The large turning angle, required to align the aeroplane with the runway centre line, in combination with the discontinuity of the taxiway S5 centre line and absence of the taxiway centre line lighting have contributed to the misaligned take-off. In addition, the ATC clearance during the turn from taxiway B onto S5 and Runway 24 might have distracted the flight crew. During the take-off roll several runway edge lights were struck by the nose landing gear of which the pilots were unaware. It is suspected that, on several occasions, the edge lights were catapulted leading to damage to the aeroplane. Despite the sustained damage, the aeroplane was able to take off and reach its destination airport. No other damage occurred. The absence of centre line lighting on taxiway S5 is not in correspondence with the specifications set in CS ADR-DSN.M.710. The absence of a continuous centre line marking on taxiway S5 leading to the centre line of Runway 06/24 is not in correspondence with the specifications set in CS-ADR-DSN.L.555. This was corrected after the occurrence had taken place. LVNL was aware of the risks of intersection take-offs before the incident occurred. However, this did not lead to operational measures by LVNL. Intersection S5 was also a recommended intersection outside the uniform daylight period despite the fact that the intersection did not have centre line lighting. The LVNL report does not consider the question of whether intersection S5 is justifiably designated as a 'recommended intersection' in the Operations Manual and if offering the intersection concerned is a wise choice. After the decision was taken not to install centre line lights on intersection S5, LVNL retained the qualification of intersection S5 as a 'recommended intersection' in the Operations Manual. There was no reconsideration. Sources: http://onderzoeksraad.nl/uploads/phase-docs/1243/2e1ca594f79covv-kwartaalrapportage-luchtvaart-kw-i- 2016-nl.pdf https://www.flightradar24.com/data/aircraft/ec-jbd#8922a81 Accident investigation: Investigating agency: Dutch Safety Board Status: Investigation completed Duration: 2 years and 9 months Download report: Final report https://aviation-safety.net/wikibase/wiki.php?id=187265 Back to Top Back to Top US emergency directive after Boeing jet crash in Indonesia Navy personnel carry the remains of a victim of Lion Air jet that crashed into the sea near Jakarta, Indonesia, last month. Boeing has issued a safety bulletin that reiterates guidelines on how pilots should respond to erroneous data from an "angle of attack" sensor. (AP Photo/Tatan Syuflana, file) JAKARTA, Indonesia (AP) - The U.S. Federal Aviation Administration issued an emergency airworthiness directive on how to handle erroneous data from a sensor that investigators believe malfunctioned on a new Boeing jet that plunged into the sea in Indonesia, killing all 189 people on board. The directive gives regulatory weight to Boeing's safety bulletin that it sent to operators of Boeing 737 MAX 8 and MAX 9 planes based on findings from the ongoing Indonesian investigation into the Oct. 29 crash of a Lion Air jet. FAA directives are usually followed by other airline regulators internationally. The FAA said erroneous data from the "angle of attack" sensor, which helps prevent the plane from stalling and diving, could cause flight crew to have difficulty controlling the airplane and lead to "excessive nose-down attitude, significant altitude loss, and possible impact with the terrain." The directive instructs airlines to make specific changes to flight manual procedures for responding to the problem. Boeing's bulletin said it was directing flight crews to existing guidelines. Indonesian investigators on Wednesday said the sensor was replaced on the Lion Air plane the day before its fatal flight and may have compounded other problems with the aircraft. The 2-month-old Boeing 737 MAX 8 crashed into the Java Sea 13 minutes after takeoff from Jakarta. Both that flight and its Oct. 28 flight from Bali to Jakarta had erratic speed and altitude shortly after takeoff. On Wednesday night, Lion Air aborted a flight when one of its planes damaged a wing tip when it struck a lamp pole before takeoff from Bengkulu. The airline faulted the airport's aircraft movement control personnel who directed the plane from the apron to the taxiway. Indonesia's National Transportation Safety Committee earlier this week had said the plane that crashed had a malfunctioning airspeed indicator on its last four flights, based on analysis of the flight data recorder. Chairman Soerjanto Tjahjono said the airspeed indicator and sensor problems are related. Lion Air's first two attempts to address the airspeed problem didn't work, and for the jet's second-to-last flight the "angle of attack" sensors were replaced, Tjahjono said. On that Oct. 28 flight, from Bali to Jakarta, the pilot's and copilot's sensors disagreed by about 20 degrees. The plane went into a sudden dive minutes after takeoff, from which the pilots were able to recover. They decided to fly on to Jakarta at a lower-than-normal altitude. On the fatal flight, the plane hit the water at very high speed after the flight crew had been cleared to return to the airport several minutes after takeoff. "The point is that after the AOA (sensor) is replaced, the problem is not solved but the problem might even increase. Is this fatal? NTSC wants to explore this," Tjahjono said. Airline safety experts said pilots are trained to handle a plane safely if those crucial sensors fail and backup systems are generally in place as well. There are audio signals and physical warnings that can alert the pilot to malfunctioning equipment or other dangers, said Todd Curtis, director of the Airsafe.com Foundation. "They should have been completely engaged in what was going on inside that cockpit, and any kind of warning that came up, they would have been wise to pay attention to it," Curtis said. Investigators are likely focused on how a single sensor's failure resulted in a faulty command that didn't take into account information from a second sensor, said John Cox, CEO of Safety Operating Systems. "We don't know what the crew knew and didn't know yet," Cox said. "We will." Indonesia's search and rescue agency has extended the search until Sunday. Body parts are still being recovered and searchers continue to hunt for the cockpit voice recorder. Indonesia's transportation safety committee said it had agreed with Boeing on procedures that the airplane manufacturer should distribute globally on how flight crews can deal with the sensor problems. The flight procedure recommendations to Boeing were based on how the flight crew responded to problems on the Bali-to-Jakarta flight, said investigator Nurcahyo Utomo. Lion Air is one of Indonesia's youngest airlines but has grown rapidly, flying to dozens of domestic and international destinations. https://www.seattletimes.com/business/us-emergency-directive-after-boeing-jet-crash-in-indonesia/ Back to Top Pentastar Enrolls in Air Charter Safety Foundation's Aviation Safety Action Program WATERFORD, MICH. - Pentastar Aviation announced today that it has enrolled in Air Charter Safety Foundation's (ACSF) voluntary Aviation Safety Action Program (ASAP). Committed to delivering the highest standards of safety and service excellence to their customers, Pentastar joined the ACSF in May 2018 and is taking part in ASAP to further this commitment. "The focus of every employee at Pentastar is on the safety and security of our passengers. It is the cornerstone of our entire operation," said Robert Rufli, Pentastar Aviation Vice President & Director of Flight Operations. "Through active participation in the ASAP, our pilots contribute important safety-related information that may identify precursors to aviation incidents, thereby enabling identification of any potential risks in our operations and the development and implementation of appropriate mitigations. The ASAP fosters a voluntary, cooperative, non-punitive environment for the reporting of safety-of-flight concerns." The ASAP encourages employees of certificate holders or other operators to voluntarily report safety information that may otherwise go unreported, and may be critical to identifying potential precursors to incidents. The information submitted is analyzed for safety-related concerns, root cause analysis, and development and implementation of corrective action, which the Federal Aviation Administration (FAA) has determined is essential to further reducing the incident rate. Besides membership in the ACSF and voluntary participation in ASAP, Pentastar Aviation utilizes a robust Safety Management System, has a well-documented Emergency Response Plan, and has earned many other aviation safety designations. For more information, please visit www.pentastaraviation.com/private-jet-safety. About Pentastar Aviation Pentastar Aviation, wholly owned by Edsel B. Ford II, is a leader in the world of business aviation, providing aircraft management, advisory services, aircraft maintenance, avionics services, interior services and award- winning FBO services. Air charter transportation services are provided by PentastarAviation Charter, Inc., a U.S. FAR Part 135 on-demand air carrier, or by other U.S., FAR Part 135 certificated on-demand air carriers arranged by Pentastar Aviation, LLC. Their team is committed to delivering the highest standards of safety and service excellence to their customers. Pentastar Aviation has been servicing regional and global travelers for more than 50 years and is headquartered at Oakland County International Airport (PTK). For more information, please visit http://www.pentastaraviation.com. https://www.aviationpros.com/press_release/12436063/pentastar-enrolls-in-air-charter-safety-foundations- aviation-safety-action-program Back to Top EASA warns on AW169 tail rotor safety European safety regulators have warned of a potentially unsafe condition with the tail rotor assemblies of Leonardo Helicopters AW169 and AW189 rotorcraft. Although the move follows the fatal crash of an AW169 in Leicester, UK on 27 October, the emergency airworthiness directive stresses the root cause of that accident "has not been identified". The Leicester crash occurred "while the helicopter was on a take-off phase at low forward speed" and "a loss of yaw control was observed". Footage of the AW169's take-off shows its pilot performing a vertical departure before the helicopter develops an uncontrollable spin and crashes to the ground. Issued by the European Aviation Safety Agency, the directive stipulates that operators of both types must, within five flight hours or 24h, inspect the tail rotor servo-actuator installation. On 6 November, the manufacturer issued an emergency service bulletin advising operators of the AW169 to check the installation and functioning of the same component. "Incorrect installation may lead to loss of tail rotor control which, depending on the flight condition, could lead to loss of control of the aircraft," the bulletin warns. No safety issues have so far been detected with the larger AW189 super-medium-twin, but EASA notes that it is included in the directive as its tail rotor control system is "of a similar design" to that on AW169. The UK Air Accidents Investigation Branch has yet to release any information related to the cause of the Leicester crash. Leonardo Helicopters describes the service bulletins for both types as "precautionary", adding that "any hypothesis on the cause of the accident is premature at this time and the AAIB investigation continues". https://www.flightglobal.com/news/articles/easa-warns-on-aw169-tail-rotor-safety-453427/ Back to Top AOPA 'LEADING THE CHARGE' FOR AVIATION EDUCATION UPS HOSTS AOPA HIGH SCHOOL AVIATION STEM SYMPOSIUM IN LOUISVILLE Taking a risk and failing is part of the learning process, SpaceX President and COO Gwynne Shotwell told more than 300 high school educators and industry leaders during a keynote address at the fourth annual AOPA High School Aviation STEM Symposium Nov. 5 and 6. AOPA's science, technology, engineering, and math (STEM) conference, hosted and sponsored by UPS in Louisville, Kentucky, featured two keynotes, two panel discussions, and 15 breakout sessions. During her keynote address, Shotwell explained that the private space company weathered two back-to-back Falcon rocket launch failures that initially ignited criticism for private-sector space exploration but led to new technology. "Those weren't failures, those were learning opportunities," she said. Shotwell, who became interested in engineering after attending an auto show as a teenager, told participants they could "learn more from failures than from your successes." She said SpaceX solved problems and is on track to launch a crewed version of the spaceship "later this year. Once we're sure we've done all the right things, we will put two dads on a flight to the International Space Station" by the end of 2019. Kentucky high school teacher Luke Gilly could identify with turning what might look like a failure into a learning opportunity. He worried that a drone launch failure would derail the Middlesboro High School STEM aviation program in its infancy. He said most of the students and teachers in the small community that has an average annual household income of $22,000 turned out to watch the initial flight after students bought parts online and spent weeks assembling the kit. When it crashed and disintegrated, "I thought I was done for," he recalled. "But they said, 'Wow, cool! Let's see if we can fix it.'" He said rebuilding the device taught students valuable electronics skills. He's supervised additional drone mishaps and noted that when they crash he uses it as a learning tool instead of as a mark of failure because "drones are something they can do" without breaking the bank. Gilly said the AOPA High School Initiative was "way better than any textbook" he's used. The hands-on lessons have sparked aviation interest in students who previously bemoaned his class. He said students that couldn't wait to get out of school at the beginning of the term have asked him about taking flying lessons and airport job possibilities by the end of the year. Inspiring the next generation "We've got to find out what kids are interested in, what they are good at, and match things up," said Chris Duzenbery, the director of college and career readiness for Decatur Township near Indianapolis. AOPA President Mark Baker said the symposium was focused on energizing educators so they could help develop aviation interests in the next generation. He added that he was "excited about the next 20 to 25 years of aviation and aerospace careers" for young people. During welcoming remarks, Cindy Hasselbring, senior director of the AOPA High School Initiative, complimented field test teachers for their role as "the VIPs" for the next generation of aviators. "These teachers are the pioneers, and we are grateful for their efforts and support." Eighty schools are already using the ninth-grade curriculum and 25 more are field-testing the tenth-grade curriculum introduced for the 2018-2019 school year. Participant Stephen Kelley, a private pilot and a teacher at Massachusetts' Southeastern Regional Vocational Technical High School, complimented the AOPA You Can Fly program for bringing together the educational experience. He said there wasn't anything else to compare to this conference. He rubbed shoulders with fellow teachers, delivered a breakout session, and tried his hand at piloting a UPS Boeing 757 full-motion simulator at the shipping giant's pilot training facility. Kelley was ecstatic after taking off from Boston's Logan International Airport and performed an expert landing in the simulator. Educators also got a look inside UPS Airlines' 24-hour maintenance facilities and at the UPS Worldport Hub that sorts 416,000 packages per hour with more than 300 daily flights, 125 ramp positions, and 155 miles of conveyors. "It's pretty special for these educators," said Hasselbring. "The UPS pilots participating in the tours are AOPA members and they are so excited for us to be there." FAA National Aviation and Space Education Program Manager James Brough facilitated a panel discussion about careers and said there are jobs on the horizon that have yet to be imagined. "Think about commercial space transportation" with non-NASA pilots "going into space and returning to land at a local facility." He said there was likely "a well-paying career path through aviation" into "virtually anything that a child is interested in." Encouraging diversity in aviation In response to an audience question, several panelists said that the aviation industry could be more inclusive among gender, race, and ethnicity. U.S. Air Force Lt. Col. Kenyatta Ruffin said, "Pilots are 90 percent white and 90 percent male. From an African American perspective, we are at two percent." He questioned if diversity is "ethnic, gender, and race based, or is it diversity of thought?" Atlanta FAA air traffic controller Dawn Johnson said the number of women entering the ATC sector has remained largely stagnant since she entered the profession, but said she is hopeful that associations like Women in Aviation International could open the door. Hasselbring said 25 percent of the students in the AOPA High School Aviation STEM curriculum "are girls, and that is priceless to us." During his keynote address, UPS Capt. and Global Public Policy Director Houston Mills pointed out that students who are interested in STEM learning would be well-suited for whatever the future of technology brings. "Aviation is the connective tissue of the world's economy," his said, complimenting AOPA for "leading the charge" to steer students toward professional aviation pathways. Mills said he was excited to see educators helping shape the future. He alerted them to be vigilant for "aha moments" that can ignite a student's curiosity and thirst for knowledge. "You never know when that moment is going to come," he said. The 2019 AOPA High School Aviation STEM Symposium will be Nov. 11 and 12 at the United Airlines flight training center in Denver. The You Can Fly program and the Air Safety Institute are entirely funded by charitable donations to the AOPA Foundation, a 501(c)(3) organization. To be a part of the solution, visit www.aopafoundation.org. https://www.aopa.org/news-and-media/all-news/2018/november/07/aopa-leading-the-charge-for-aviation- learning Back to Top China Will Need More than 7,400 New Aircraft in the Next 20 Years Zhuhai Airshow 2018, 7th November - China will need over 7,400 new passenger aircraft and freighters from 2018 to 2037, with a total market value of US $1,060 billion, according to Airbus' latest China Market Forecast. It represents more than 19 percent of the world total demand for over 37,400 new aircraft in the next 20 years. According to Airbus' 2018-2037 Global Market Forecast, new deliveries of passenger and freight aircraft for China will be more than 7,400 over the next 20 years, in the Small segment typically covering the space where most of today's single-aisle aircraft compete, there is a requirement for 6,180 new aircraft; In the Medium segment, for missions requiring additional capacity and range flexibility, represented by smaller widebodies and longer-range single-aisle aircraft, Airbus forecasts demand for 870 passenger and freight aircraft; For additional capacity and range flexibility, in the Large segment where most A350s are present today, there is a need for 240 aircraft. In the Extra-Large segment, typically reflecting high capacity and long range missions by the largest aircraft types including the A350-1000 and the A380, Airbus forecasts demand for 130 aircraft. "China is one of the most powerful growth engines of global air transport. It will become the world's number one aviation market in the very near future," said Christian Scherer, Airbus Chief Commercial Officer. "Airbus' share of the China mainland in-service fleet has steadily increased and now exceeds incumbent and competing aircraft types and keeps growing thanks to our cost-effective new generation products. In parallel the total value of our industrial cooperation with Chinese aviation industry is growing to 1 billion USD by 2020. By 2037, the propensity for the Chinese population to fly will more than triple from 0.4 trips per capita today to 1.4. Private consumption from a growing Middle Class (550 million people today to 1.15 billion by 2037) is expected to be the main driver of future air traffic growth. Today this private consumption accounts for 37 per cent to the Chinese economy, a share that should rise to 43 per cent by 2037. With these strong growth drivers China will become the lead country for passenger air traffic, for both domestic and international markets as passenger traffic for routes connecting China are forecast togrow well above the world average, at 6.3 per cent over the next 20 years. Domestic China traffic has grown fourfold over the last 10 years with double digit growth rates and is expected to become the largest traffic flow in the next ten years. International traffic from/to China has almost doubled over the last 10 years. With aviation continuing to prove an extremely efficient way to move people and goods around the country, domestic air traffic in China will become the world's number one traffic flow tripling from today's already impressive levels. Flows between China and the USA, Europe and Asia-Pacific are expected to be amongst the fastest growing globally, with average annual growth rates 5.7 per cent, 4.9 per cent and 5.9 per cent respectively. Between 2018 and 2037, the average annual growth rate for all international traffic from/to mainland China is forecast to be 6.3 per cent. https://www.aviationpros.com/press_release/12436066/china-will-need-more-than-7400-new-aircraft-in-the- next-20-years Back to Top AirAsia considers buying Mitsubishi's delay-plagued jet 'We hope Japan supports us well, too,' CEO Fernandes says Plans for the first deliveries of the MRJ have been pushed back fives times, from an initial goal of 2013 to the current target of mid-2020. TOKYO -- AirAsia is thinking about purchasing jets from the struggling aircraft business of Mitsubishi Heavy Industries, chief executive Tony Fernandes told the Nikkei Asian Review on Tuesday. The Malaysia-based budget carrier looks ready to throw its support behind the Mitsubishi Regional Jet, Japan's first passenger plane project since the 1960s, which faces financial strain after repeated delays. At the same time, AirAsia is seeking support from Japanese regulators to obtain more slots at Japanese airports. "I had a talk last week with Mitsubishi in Tokyo, since we are looking at MRJ planes," Fernandes said on the sidelines of the Nikkei Global Management Forum in Tokyo. "If AirAsia buys the MRJ, that is huge for Mitsubishi, as we are the No. 1 customer for Airbus." Mitsubishi Aircraft, the Japanese engineering group's aviation unit, has delayed deliveries of the MRJ five times from the initial target of 2013. The current goal is mid-2020. Mitsubishi Heavy last week announced it would inject $1.9 billion of capital into the jet program, seeking to resolve the unit's excess liabilities. ANA Holdings, Japan Airlines and other airlines have already placed MRJ orders. "We have been supportive to Japan," Fernandes said, stressing AirAsia has offered travelers budget options in a market once dominated by the full-service ANA and JAL. "So we hope Japan supports us well, too." AirAsia CEO Tony Fernandes, speaking to the Nikkei Asian Review on Nov. 6, said an order from his company would be "huge" for Mitsubishi. (Photo by Ken Kobayashi) AirAsia's Japan subsidiary is based in Aichi Prefecture, where the MRJ is under development. Fernandes said his company would decide how many jets to purchase depending on the price. The carrier is "waiting for Mitsubishi to make an offer." Fernandes' group is currently awaiting deliveries of 100 Airbus A330neo widebody jets, which are expected to start at the end of 2019. The company has been planning to purchase smaller planes to serve airports on islands around the region. The MRJ, which can seat 70 or 90 passengers, is considered a fit for this. Since it started out with two planes in 2001, AirAsia has grown to serve more than 130 destinations in 25 markets across the Asia-Pacific region. Its Japanese subsidiary, though, currently plies only one route -- connecting Nagoya and Sapporo -- due to a holdup in Japanese regulatory approval. "We will grow as quickly as we are allowed to grow," Fernandes said. He may be hoping that ordering the MRJ would encourage Japanese authorities to open more doors for AirAsia. During the interview, Fernandes also mentioned his intention to turn AirAsia into a digital company. "We have 90 million people flying with us and I want AirAsia's platform to be used for more than just buying flight tickets," he said. "Our customers are quite savvy." The group last month announced a collaboration with Google Cloud. The plan is to integrate machine learning and artificial intelligence into AirAsia's business and culture, driving a transformation into a travel technology company. Fernandes said he envisions three pillars: e-payments, an online travel and lifestyle portal, and logistics. The group has already launched BigPay, a payment service that now counts about 500,000 customers. It has also placed 12,000 sensors on its aircraft and started building an algorithm that would break down weather patterns, predict delays, and help arrange more efficient aircraft parking. A portion of the portal, called BigLife, is expected to launch in December. As in the airline business, competition is fierce in e-payments and online travel agent services, but Fernandes sounded confident. "People are laughing at me for competing against AliPay and Grabpay," Fernandes said. "But as long as the product and the marketing are good and we can provide the services that they can't, there is a market for us. This is how we grew AirAsia." https://asia.nikkei.com/Business/Global-Management-Forum-2018/AirAsia-considers-buying-Mitsubishi-s- delay-plagued-jet Back to Top POSITION AVAILABLE: Aviation Safety Inspector (Cabin Safety) Job in Des Moines, Washington - Department of Transportation The United States government is a massive employer, and is always looking for qualified candidates to fill a wide variety of open employment positions in locations across the country. Below you'll find a Qualification Summary for an active, open job listing from the Department of Transportation. The opening is for an Aviation Safety Inspector (Cabin Safety) in Des Moines, Washington Feel free to browse this and any other job listings and reach out to us with any questions! Aviation Safety Inspector (Cabin Safety) - Des Moines, Washington Federal Aviation Administration, Department of Transportation Job ID: 15088 Start Date: 11/08/2018 End Date: 11/14/2018 Qualification Summary General Requirements for All Positions:Not more than two separate incidents involving Federal aviation regulations violations in the last 5 years;Valid State driver's license;Fluency in the English language;No chemical dependencies or drug abuse that could interfere with job performance; andHigh school diploma or equivalent.Medical Requirements: Applicants must be physically able to perform the duties of the Aviation Safety Inspector position in a safe and efficient manner, and must meet all of the following requirements:Have good distant vision in each eye and be able to read printed materials the size of typewritten characters (glasses and contact lenses permitted) without strain;Have the ability to hear the conversational voice (hearing aid permitted);Not have any physical condition that would cause them to be a hazard to themselves or others or that would interfere with their ability to fly as passengers in a variety of aircraft.In addition, applicants for positions that require participation in the operation of aircraft must:Possess a valid second-class medical certificate in accordance with Federal Aviation Agency (FAA) regulations; andPass recurrent medical examinations as prescribed by the FAA.Applicants not requiring valid second-class medical certificates who are tentatively selected will be required to:Provide documentation from a board-certified physician certifying that they meet the minimal medical requirements; orIndividuals who do not meet the minimum medical requirements but who are otherwise qualified will receive an individualized assessment to determine whether they can perform the essential functions of the position.Specialized Experience Requirements for FG-12 or Equivalent Grade Level/Pay Band. In addition to meeting the basic requirements, applicants must possess three years of specialized experience in a passenger-carrying multi-engine aircraft over 12,500 pounds gross takeoff weight, which provided experience in each of the three categories as described below. a. Experience which provided a comprehensive knowledge of all the following:Cabin Safety policy;Flight attendant air carrier duties and responsibilities;Cabin safety operations;FAA regulatory requirements;Air carrier cabin safety emergency procedures and associated training;Passenger handling practices; andEmergency and safety equipment located in the aircraft cabin. ANDb. Experience in at least one of the following functions:Conducting emergency procedures instructions;Developing cabin safety emergency procedures; orDeveloping handbooks, policies, procedures, or manuals in a type of work or cabin safety technical programs and procedures. ANDc. Experience in at least one of the following areas:Managing flight attendant emergency training, technical cabin safety issues, program management, or line supervisory responsibilities in certificated air carrier flight attendant program operations;Developing operations and training manuals, programs, policies, and procedures to train flight attendants for effective safety of passengers in air carrier operations; orApplying Federal regulations to air carrier operations that was gained in any of the following areas:Emergency procedures training programs and administration, emergency procedures, aircraft evacuation, aircraft evaluation, emergency aircraft evacuation demonstration;Special programs (i.e., crew resource management, exit row seating, carry-on baggage, or passenger information cards); orEmergency equipment or the installation of such equipment.In addition to the specialized experience listed above, the scope of experience must include:Specialized experience described above that was gained in more than one kind of air carrier aircraft (e.g., make, model, series, variant); and A portion of the applicant's specialized experience described in both paragraphs b and c above must have been gained within the last three years.RECENCY OF EXPERIENCE: A portion of the applicant's specialized experience described in both paragraphs b AND c (above) must have been gained within the last 3 years. If you'd like to submit a resume or apply for this position, please contact Premier Veterans at abjobs@premierveterans.com . All are free to apply! https://lemonwire.com/2018/11/08/aviation-safety-inspector-cabin-safety-job-in-des-moines-washington- department-of-transportation/ Back to Top Back to Top posted on November 5, 2018 12:00 FOR IMMEDIATE RELEASE Business Aviation Safety Consortium (BASC) announces FIRST Safety Dividend One of the initial long-term goals of BASC is accomplished in under two years! Besides being a highly desired partner with world class business flight departments that are achieving excellence in Safety Management and Compliance, BASC was conceptualized to be of high value and ease of budgeting. The Safety Dividend provision was implemented at the founding to give some of the investments of BASC members back to them when able. Although a "for profit" entity, the founder could not find a reason to not share and reward excellence, loyalty, achievement, continuous improvement, and safety culture. Any current BASC full-service member, that has been with the organization for six months or greater, will receive the first Safety Dividend in December 2018! Founder and President Rick Malczynski shared, "This is a great achievement for the BASC membership. We knew from the beginning that having a "killer" program was key, but what we also learned over the years was that treating our end users with respect, honesty, and transparency was the foundation of our previous successes. As a BASC member, we often get labelled as an "industry disrupter," and it is actually one of the highest compliments we receive. It is a pretty cool concept, when you just do your best, work with the smartest professionals in the industry, and treat everyone with respect and compassion...everyone grows together...and has a great time doing it! I could not be more enthused and prouder regarding BASC and what the members have accomplished." Malczynski further commented, "I have to admit, I was nervous about setting a goal of doubling our membership again in 2019. However, the maturation of flight departments realizing a cost/benefit analysis of continuing with IS-BAO is negative, and the path IS-BAO as an organization has chosen, has almost guaranteed us of meeting our 2019 goal! We couldn't be more excited to see what the future holds for BASC members!" Welcome Home! ### About the Business Aviation Safety Consortium (AviationConsortium.com, LLC or BASC): Headquartered in Fort Worth, Texas, BASC serves as a logical partner for SMS, regulatory, and operational excellence verification for high performing business aviation organizations. BASC was founded in 2016 and accepted the first member in January of 2017. For more information, visit http://www.aviationconsortium.com Back to Top DOCTORAL RESEARCH SURVEY My name is Robert Lee. I am a doctoral candidate at Northcentral University. I am conducting a study on employee safety climate in the FBO industry. The purpose of the study is to examine how manager turnover affects safety climate. To be eligible to participate you must be at least 18 years old and be currently employed as a line services professional. The survey should take 10 to 15 minutes to complete. All responses will be confidential and anonymous. Your name and company will not be requested nor linked to you. If you would like to participate, please click on the provided Survey Monkey web link, complete the online informed consent form, and proceed with the questionnaire. SURVEY: https://www.surveymonkey.com/r/6WVY9ZN Your participation is greatly appreciated. Thank you. Robert Lee Doctoral Candidate - Organizational Leadership Northcentral University 352.284.6989 R.Lee2968@o365.ncu.edu Curt Lewis