Flight Safety Information December 7, 2018 - No. 248 In This Issue Incident: Belavia B735 at Kiev on Dec 9th 2018, damaged runway lights and right engine cowl on landing Incident: SAS B737 at Oslo on Dec 9th 2018, rejected takeoff due to engine failure Incident: Tiger Australia A320 near Brisbane on Dec 9th 2018, hydraulic leak Incident: Swift B734 near Tulsa on Dec 8th 2018, cargo smoke indication EVAS - Cockpit Smoke Protection Incident: Braathens Regional RJ1H at Stockholm on Dec 7th 2018, engine shut down in flight Incident: Expressjet E145 at Houston on Dec 7th 2018, runway excursion on landing ATR 72-500 - Multiple Bird Strikes (Tanzania) BN-2A-20 Islander - Fatal Accident (Australia) Southwest flight from Lubbock to Las Vegas makes emergency landing in Albuquerque Rejected takeoff above decision speed caused Antonov An-74 runway overrun accident at São Tomé Automation, Pilots and Preventing Accidents...By Captain Shem Malmquist MSP Airport's friction tester key in keeping runways safe Airlines enforce Australia's 7-kilogram cabin bag limit Burundi civil aviation safety in line with international aviation standards Ethiopian Airlines to offer MBA program for Africans with new business school in Addis Saudi Academy Orders 60 Diamond Trainers CAE Eyes Looming Middle East Pilot Shortage Aviation Program Adds New Helicopter Incident: Belavia B735 at Kiev on Dec 9th 2018, damaged runway lights and right engine cowl on landing A Belavia Boeing 737-500, registration EW-290PA performing flight B2-845 from Minsk (Belarus) to Kiev (Ukraine), landed on Kiev's runway 18L at 18:08L (16:08Z) and taxied to the apron. A post flight inspection showed a dent in the right hand engine inlet, substantial damage to as well as grass embedded in the right hand engine cowl. The aircraft was unable to depart for the return flight B2-846. The use of runway 18L/36R stopped after the landing of B2-845, a number of departing aircraft already taxiing for departure from runway 18L changed over to runway 18R and departed from that runway. A number of aircraft diverted as far as Warsaw (Poland). The airport reported a Belavia aircraft damaged runway lights forcing the airport to temporarily close the runway for repairs. The Belavia aircraft was taxiing for departure (editorial comment: this seems to be contradicted however by lack of all evidence of any Belavia aircraft departing the gate around that time, both in flight plan systems as well as in ADS-B data although EW-290PA was visible along the entire taxi route while taxiing to the apron). http://avherald.com/h?article=4c15b326&opt=0 Back to Top Incident: SAS B737 at Oslo on Dec 9th 2018, rejected takeoff due to engine failure A SAS Scandinavian Airlines Boeing 737-700, registration LN-RPJ performing flight SK-4023 from Oslo to Stavanger (Norway), was accelerating for takeoff from Oslo's runway 01L when the crew rejected takeoff due to an engine failure (CFM56). The aircraft returned to the apron. The airline confirmed the crew received indication of a technical malfunction causing an engine to fail. A replacement Boeing 737-700 registration LN-TUK reached Stavanger with a delay of 90 minutes. http://avherald.com/h?article=4c159f61&opt=0 Back to Top Incident: Tiger Australia A320 near Brisbane on Dec 9th 2018, hydraulic leak A Tigerair Australia Airbus A320-200, registration VH-VNO performing flight TT-311 from Brisbane,QL to Adelaide,SA (Australia), was enroute at FL360 about 230nm southwest of Brisbane when the crew decided to return to Brisbane due to a hydraulic failure. The crew advised they would need to be towed to the apron. The aircraft landed safely on runway 01R, stopped on the runway and was towed to the apron. The runway was closed for about 30 minutes to clean up hydraulic fluid that had leaked onto the runway. http://avherald.com/h?article=4c1594d9&opt=0 Back to Top Incident: Swift B734 near Tulsa on Dec 8th 2018, cargo smoke indication A Swift Air Boeing 737-400, registration N803TJ performing flight WQ-2228 (dep Dec 7th) from Long Beach,CA to Raleigh/Durham,NC (USA), was enroute at FL350 about 50nm north of Tulsa,OK (USA) when the crew reported a cargo smoke indication and diverted to Tulsa requesting high speed below 10,000 feet. The aircraft was cleared for the ILS approach to runway 36R but didn't intercept the localizer, the controller concluded they weren't able to fly the ILS and provided vectors for an ASR approach, when the crew reported seeing the runway the controller cleared the flight for the visual approach to runway 36R. The aircraft landed safely on runway 36R about 20 minutes after leaving FL350. The crew stopped the aircraft on the runway and requested emergency services to inspect the cargo holds. Emergency services did not find any trace of fire, heat or smoke. The aircraft remained on the ground for about 2 hours, then continued the journey and reached Raleigh/Durham with a delay of 2.5 hours. https://flightaware.com/live/flight/SWQ2228/history/20181208/0700Z/KLGB/KRDU http://avherald.com/h?article=4c14f195&opt=0 Back to Top Back to Top Incident: Braathens Regional RJ1H at Stockholm on Dec 7th 2018, engine shut down in flight A Braathens Regional Avro RJ-100, registration SE-DSX performing flight TF-158 from Stockholm Bromma to Malmoe (Sweden), was climbing out of Stockholm's Bromma Airport when the crew stopped the climb at about FL130 due to an engine problem, shut the engine down and returned to Bromma Airport for a safe landing about 25 minutes after departure. The flight was cancelled. The occurrence aircraft remained on the ground for about 23 hours, then positioned to Malmoe as flight TF- 9800, but has not yet resumed service about 7.5 hours after landing in Malmoe. http://avherald.com/h?article=4c14fe02&opt=0 Back to Top Incident: Expressjet E145 at Houston on Dec 7th 2018, runway excursion on landing An Expressjet Embraer ERJ-145 on behalf of United, registration N16976 performing flight EV-4446/UA- 4446 from Jacksonville,FL to Houston Intercontinental,TX to Monroe,LA (USA), landed on Houston's runway 26L at 21:52L (03:52Z Dec 8th) when the crew reported they were off the right side of the runway and were disabled. Tower instructed the next approaches to go around. There were no injuries, the aircraft sustained minor if any damage. http://avherald.com/h?article=4c14fb99&opt=0 Back to Top ATR 72-500 - Multiple Bird Strikes (Tanzania) Date: 09-DEC-2018 Time: Type: ATR 72-500 (72-212A) Owner/operator: Precision Air Registration: 5H-PWD C/n / msn: 880 Fatalities: Fatalities: 0 / Occupants: Other fatalities: 0 Aircraft damage: Minor Location: Mwanza Airport (MWZ/HTMW) - Tanzania Phase: Approach Nature: Domestic Scheduled Passenger Departure airport: Destination airport: Mwanza Airport (MWZ/HTMW) Narrative: A Precision Air ATR 72-500 suffered multiple bird strikes on approach to Mwanza Airport in Tanzania. The nose, windshield, nose landing gear, main landing gear and engines were hit. https://aviation-safety.net/wikibase/wiki.php?id=219245 Back to Top BN-2A-20 Islander - Fatal Accident (Australia) Status: Preliminary Date: Saturday 8 December 2018 Time: 08:30 Type: Pilatus Britten-Norman BN-2A-20 Islander Operator: Par-Avion Registration: VH-OBL C/n / msn: 2035 First flight: 1986-10-29 (32 years 2 months) Crew: Fatalities: 1 / Occupants: 1 Passengers: Fatalities: 0 / Occupants: 0 Total: Fatalities: 1 / Occupants: 1 Aircraft damage: Damaged beyond repair Location: within Southwest National Park, TAS ( Australia) Phase: En route (ENR) Nature: Ferry/positioning Departure airport: Hobart Cambridge Airport, TAS (YCBG), Australia Destination airport: Bathurst Harbour Airport (YBHB), Australia Narrative: A Britten-Norman BN-2A Islander, operated by Par-Avion, impacted mountainous terrain in the Southwest National Park in Tasmania, Australia. The pilot, who was the sole occupant, is presumed to have died. The aircraft departed Hobart Cambridge Airport in Tasmania at 07:48 hours local time on a repositioning flight to Bathurst Harbour Airport to pick up passengers. The aircraft went missing about 08:30. The last The wreckage was spotted later in the day. The aircraft was last ADS-B datapoint from the flight received by flight tracking website Flightaware was at 08:28 hours, 94 km from Hobart and some 32 km northeast of the destination airport. https://aviation-safety.net/database/record.php?id=20181208-0 Back to Top Southwest flight from Lubbock to Las Vegas makes emergency landing in Albuquerque A Southwest Airlines flight from Lubbock to Las Vegas made an unscheduled emergency landing in Albuquerque Sunday afternoon. (KCBD Photo) LUBBOCK, TX (KCBD) - A Southwest Airlines flight from Lubbock to Las Vegas, Nevada had to make an unscheduled detour to Albuquerque Sunday afternoon. Southwest Airlines flight 4454 made the emergency landing at Albuquerque International Sunport around 4:15 p.m. Lubbock time Sunday afternoon. The Boeing 737-700 had departed Lubbock just after 3 p.m. Passengers on board the flight were told that a fire alarm went off in one of the two onboard restrooms, and fumes were associated with it. The pilot said the plane would be landing in Albuquerque to ensure passengers safety. Fire trucks and emergency crews were standing by, but the plane landed without incident. The plane was checked out while another plane was sent to Albuquerque to take the passengers to Las Vegas. That flight departed Albuquerque after a more than 3-hour layover. The original flight was scheduled to be a non-stop flight landing in Las Vegas at 3:15 Pacific Standard Time. Southwest Airlines emailed KCBD a statement about the incident Sunday evening: Flight 4454 diverted to Albuquerque to allow our maintenance team to check out a potential issue involving one of the aircraft's lavatories. Our team is working to get the 139 Customers to their destinations as quickly as possible. Dan Landson, Southwest Airlines https://www.kcbd.com/2018/12/09/southwest-flight-lubbock-las-vegas-makes- emergency-landing-albuquerque/ Back to Top Rejected takeoff above decision speed caused Antonov An-74 runway overrun accident at São Tomé Status: Final Date: Saturday 29 July 2017 Time: 09:07 Type: Antonov An-74TK-100 Operator: Cavok Air Registration: UR-CKC C/n / msn: 36547095905 First flight: 1992 Total airframe hrs: 5104 Engines: 2 Lotarev D-36-2A Crew: Fatalities: 0 / Occupants: 6 Passengers: Fatalities: 0 / Occupants: 0 Total: Fatalities: 0 / Occupants: 6 Aircraft damage: Destroyed Aircraft fate: Written off (damaged beyond repair) Location: São Tomé Island Airport (TMS) ( São Tomé and Príncipe) Phase: Takeoff (TOF) Nature: Ferry/positioning Departure airport: São Tomé Island Airport (TMS/FPST), São Tomé and Príncipe Destination airport: Accra-Kotoka Airport (ACC/DGAA), Ghana Flightnumber: CVK7087 Narrative: An Antonov 74TK-100 cargo plane, operated by Cavok Air, was damaged beyond repair in a runway excursion accident at São Tomé Island Airport (TMS), São Tomé and Príncipe. The aircraft had arrived on July 28, 2017 at 02:25 on a cargo flight from Stavanger (Norway), via Luxemburg and Ghardaia (Algeria). The following morning the aircraft was prepared for a repositioning flight to Accra, Ghana. Sao Tome Tower initially cleared Cavok Air flight 7087 to taxi on runway 11 as favoured by the prevailing wind. However, the crew requested runway 29 for departure. This request was approved by the controller and the aircraft was re-cleared to taxi to runway 29 for departure. Sao Tome Tower did not provide the flight crew with the information about possible presence of birds at the airport, in particular, on the runway. At 09:05, the aircraft began the take-off roll. The first officer was the Pilot Flying (PF) while the captain was the Pilot Monitoring (PM). The engines and systems parameters were reported to be normal. In the first half of the take-off run the captain noted five to six eagles getting off the ground and flying dangerously close to the aircraft. He then requested the flight engineer to check if the flood lights were ON and to monitor the engine parameters. The crew asserted that they observed a rising and narrowing runway as the aircarft accelerated to a speed of 180 km/hr. At that time the crew noticed a flock of eagles ahead. The captain took control of the aircraft and decided, after assessing the situation within 4 seconds that the best option for the crew was to discontinue the take-off. At that moment, the crew heard a bang, which they suggested could be a bird strike. This was followed by aural and visual indications on the annunciator panel such as "Left Engine Failure", "Dangerous Vibration", and "Take-off is prohibited" and the captain immediately initiated a rejected take-off and instructed the flight engineer to deploy thrust reversers. The rejected take-off was initiated about 5 seconds after sighting the birds, at a speed of 220km/h. According to the captain, his decision was necessitated by the consideration of losing multiple engines due to bird strike if the take-off continued. The captain said he pressed the brake pedals completely immediately after initiating the rejected take-off, subsequently he assessed the braking action as not effective and he used the emergency braking at a speed of about 130 km/h. On realizing that the aircraft would not stop within the remaining available runway length coupled with the presence of a ravine at the end, the captain intentionally veered to the right in order to extend the runway stopping distance and also avoid the ravine. The aircraft exited the runway at a speed of approximately 76 km/h. As the aircraft's speed decayed to 60 km/h and just before the aircraft exited the runway, the captain instructed the flight engineer to close the fuel emergency shutoff cock. The aircraft travelled a distance of about 95m from the exit point before plunging into the ravine. In the process, the forward fuselage separated from the bulkhead located immediately after the cockpit section. The aircraft was destroyed but only one of the six crew members suffered minor injuries. An investigation showed fragments of bird feathers in the engines, belonging to the Common Honey Buzzard. Probable Cause: Causal Factor: The investigation determines that the cause of this accident as: Due to the presence of birds on the runway, the take-off was rejected at a speed above decision speed V1, which is inconsistent with CAVOK's Standard Operating Procedures (SOP). Contributory factors: The contributory factors to this accident include but are not limited to the following: i. Failure of the crew to deploy interceptors (speed brakes/spoilers). ii. Inadequate flight crew training on details of rejected take-off procedure scenarios. iii. The omission of the take-off briefing in CAVOK's Normal Operations checklist. iv. Poor Crew Resource Management (CRM), especially in a multi-crew flight operation. Accident investigation: Investigating agency: AIB Nigeria Status: Investigation completed Duration: 1 year and 4 months Accident number: CVK/2017/07/29/F Download report: Final report https://aviation-safety.net/database/record.php?id=20170729-0 Back to Top Back to Top Automation, Pilots and Preventing Accidents By Captain Shem Malmquist In recent FSI articles I have put forward the idea that perhaps our problem is not weak pilots who are "automation dependent." Here I will expand on the topic and offer another possible mitigation to some of the accidents we are seeing. I'll begin with a copy of an email exchange between myself and Clive Leyman, the chief aerodynamicist for Concorde and the Chief UK Engineer for the Airbus A330 and A340. Clive has been involved in the design of aircraft for several decades now. This discussion also involved Captain Peter Duffey, a man who started flying for the RAF in 1942 and then flew for British Airways and BOAC. He went on to become one of the first pilots to fly the Concorde as part of the development group and training captain. Along the way Duffey flew a great many aircraft to a variety of destinations including the Berlin Airlift, North and South America, Asia, Africa and Australia. Aircraft included the Liberator, DC3, Lancastrian, Argonaut, Comet 1, DC-7, Comet 4, B-707, and many more. Upon retirement he continued flying corporate on the DH 125-700. Captain Duffey was also the BOAC BALPA chairman from 1964 through 1968. I am sharing these comments with permission. When one considers the experience of these gentlemen it is fair to say that their opinions should carry a lot of weight. Here is our exchange starting with my response to Peter on the capability of pilots to avert accidents today: The real issue Peter is that the industry is no longer producing pilots with your kind of background. However, it is leaders like you who keep accident rates low despite the flaws in the design and certification process. I believe that current designs are dependent on pilots managing aspects missed during development. In an ideal world the designs would be perfect. For the foreseeable future we will have to train pilots to manage the unexpected. That used to happen organically, as your experience illustrates, but now systems are so reliable that new pilots haven't the chance to see anything significant. Clive responded: It's inevitable that pilots will be called upon to manage problems that were missed in development, because problems identified during development will normally be fixed before entry into service. We should also find that as experience grows such problems will become rarer and rarer. The problem then is, as Shem says, systems are now so reliable that new pilots don't have the chance to see anything significant, except to have exposure to known problems in the simulator. This is why genuinely new problems come as a shock. I know from personal experience just how much bench testing is done to assess the effects of system failures both internal to the particular system and of crosstalk between systems. Even years of testing depend ultimately on what I call "requisite imagination," i.e. the engineer's ability to identify possible failure routes and combinations. Designers at least have the advantage of having a record of previous events and time to study them and take suitable precautions. Pilots have entirely new circumstances thrust upon them and have to make decisions in real time. Inevitably there is a degree of experimentation in their response, even when successful, which cannot be mimicked by machines. So I agree with Shem - pilots will be with us for a long time. One problem I do see is a generation of pilots that has grown up to be apprehensive of flight without the crutch of FBW enhancements. Yet underneath the glitz there is, or in my view should be, a perfectly flyable aeroplane. It might not be as easy to fly as the fully functional version, but it will still be flyable. When AI set out on their FBW path the stated intention was to give the pilots an airplane with the same impeccable handling qualities everywhere. Designers intended that the basic airframe should, indeed must, be flyable. I cannot answer for the A380 and A350, but I think [a mutual friend] will confirm that he had no real problems with the A320 and A330/340. A bit squishy at altitude certainly, but flyable in their natural state. I suspect Boeing has gone a little further down the road because the B787 had to be fitted with duplicated autonomous pitch dampers to give adequate handling in manual flight at altitude. Nothing wrong with that, the fact that the dampers constitute a completely separate system means that the consequence/probability rule is respected. One suggestion would be a requirement that the aircraft should have adequate flying qualities. This would be no worse than 4 or maybe 4.5 on the Cooper/Harper scale. The crew training should include enough exposure to this state that pilots would not be afraid to switch all the automatics off when things go wrong and then approach trouble shooting logically. I suspect that aircraft in service already meet this standard; what is missing is the exposure to these characteristics in training. Another issue relates to accuracy requirements stemming from things like RVSM. Regarding AOA inputs into airspeed and altitude calculations, it should be mandatory to display AOA in the cockpit and to announce AOA system failures separately from airspeed failures. Peter responded: I agree with your views Clive. Pilots should have adequate indication of system malfunction and disagreements. This should always indicate control positions, including stab and elevator. Also there needs to be standby battery driven attitude fall back showing the other basics needed to safely complete a flight. There is nothing wrong in designing protection and augmentation systems, but their failure cases need examining and pilots should be trained to deal with these. The idea that the modern pilot need not concern themselves with these "remote" possibilities has already been shown to be overconfident. All pilots, even beginners, with a qualification to fly a specific aircraft should know how to operate the machine using raw display of controls, and manual handling of controls. Such displays (Pitch, alpha, slip, altitude, control positions) will allow safe manual reversion. This should include a clear understanding of thrust control when failure or partial failure is also present. Adoption of this philosophy as a basic airworthiness requirement, may set a new target for designers, certifiers, and test pilots. It is overdue. We now know what can happen in the absence of these things. Pilots need to fly without a crutch. Aircraft should be designed to allow this. Let us consider why we added automation in the first place. Relieve workload? Perhaps. Allow for the removal for the flight engineer? Certainly. However, the real aim is to make it possible for the human operator to be able to concentrate on safety critical aspects and not be task-saturated with the more basic aspects of flying. Adding this ability is an enormous safety enhancement. So what has gone wrong? It is not, as I have stated in previous articles, that pilots have become weak. Rather, it is that pilots are doing exactly what we wanted them to do. Like a person who has learned to walk, and now is able to think and evaluate the world around them instead of concentrating on the placement of each foot, pilots have become freed to think about the "big picture." This is a good thing! However, sometimes the automated systems are not doing what the pilot expects. It is analogous to your feet sometimes forgetting how to walk. You suddenly have to divert your attention back to them. What we do not want to do is to tell a person who is good at walking, whose feet work and do their job without thought 99.9% of the time, that now they have to start concentrating exclusively on their feet. Unfortunately, calls for more hand-flying and attention are doing exactly that. We are then losing advantages that came with the automation, without regaining a third person on the flight deck to make up for the gap. We have designed the system to allow pilots to divert their attention away from basic flying and then blame them when they do exactly that! A better approach would be to develop ways to rapidly bring pilots into the loop when needed. Currently the system does not perform well here, with warnings and alerts coming too late too much of the time, or not being salient enough for pilots to take the quick action they need to. It is worthwhile reiterating what Clive wrote: One suggestion would be a requirement that the aircraft should have adequate flying qualities. This would be no worse than 4 or maybe 4.5 on the Cooper/Harper scale. The crew training should include enough exposure to this state that pilots would not be afraid to switch all the automatics off when things go wrong and then approach trouble shooting logically. I suspect that aircraft in service already meet this standard; what is missing is the exposure to these characteristics in training. Finally, in response to Clive's comment about "requisite imagination, i.e. the engineer's ability to identify possible failure routes and combinations", this is where MIT's System Theoretic Process Analysis (STPA) really shines. It provides a systematic way to channel the thoughts and capture these issues that no other current method offers. Captain Shem Malmquist is a veteran 777 captain and accident investigator. He is coauthor of Angle of Attack: Air France 447 and The Future of Aviation Safety and teaches an online high altitude flying course with Beyond Risk Management and Flight Safety Information. He is a Visiting Professor at Florida Institute of Technology. He can be reached at shem.malmquist@gmail.com Copyright 2018 Shem Malmquist Back to Top MSP Airport's friction tester key in keeping runways safe The next time you take off from Minneapolis-St. Paul International Airport, know this: A special vehicle has been traveling up and down the runways making sure they are safe. It's especially important in these winter months. When the runway to the skies gets slick, MSP pulls out its first line of defense in keeping runways safe - the XC70 Volvo friction tester. "It's specialized, it's got a fifth wheel that gathers friction on the runway," Bob Johnson with the Metropolitan Airports Commission said. Johnson works airside operations at MSP and the five-wheeled wagon reads runways. "Extremely valuable. Extremely valuable," he said. To test the friction, Johnson sets up the car on a closed runway. "I've got my runway selected, now I hit down and that will drop the fifth wheel. The measuring wheel," he said. "Now I accelerate to 40 miles an hour ... You can see it's collecting data." MSP has been using these since 1991. The system is made in Sweden, which is why they use Saabs and Volvos. The airport said this is an important tool to make sure they can take off and land here. "What we are looking for is snow and ice," Jeff Mattson said. "This determines if we are going to be opened or closed." Mattson is duty manager for airside operations. He said the wheel lowers down from a compartment and measures the friction of the runway. "The key to us is to get the friction as high as possible," he said. They take the reading from the car's friction tester and it ends up on a large monitor, with a line representing the length of the runway. In bad weather they can run a lot - sometimes 10 times a day per runway, of which there are four at MSP. "Safety is paramount and this is a tool that we can use to help keep our runways safely open before closing it for snow removal," Johnson said. The airport uses this tool in the summer, too. It detects the rubber residue on the runway when the temperatures are up. https://kstp.com/news/msp-airport-friction-tester-runway-snow-ice/5173216/ Back to Top Airlines enforce Australia's 7-kilogram cabin bag limit Both Qantas and Virgin Australia are clamping down on hand luggage policies on domestic flights. (CNN) - Flying home for the December holidays can be a stressful experience, with passengers carrying gifts for their nearest and dearest as well as their own luggage. Now Australian airlines have announced a renewed push to enforce hand luggage weight limits at the busiest time of the year. Both Virgin Australia and Qantas have told domestic passengers that their hand luggage will be weighed at various points in the journey to ensure that it complies with seven- kilogram (15-pound) limit. Budget airlines such as Tigerair Australia and Jetstar already weigh hand luggage for all passengers. "As an industry, we're seeing many passengers trying to bring everything but the kitchen sink on domestic flights which is causing flight delays as well as safety issues for cabin crew, ground crew and passengers," said Paul Woosnam, General Manager Ground Operations at Virgin Australia, in a statement to CNN. Stricter checks Virgin Australia crew members have suffered injury due to heavy cabin bags A Qantas spokeswoman told CNN that regular fliers have told the airline that passengers need to be reminded about the cabin baggage limit Qantas rolled out a system of stricter checks from late November, while Virgin Australia announced that it would step up enforcement from December 10. "We're seeing injuries to our cabin crew caused by closing overhead lockers full of heavy baggage, shifting bags in overhead lockers to assist guests finding space and assisting passengers with lifting their bags into the overhead compartments," said Woosnam. "We also want to get our passengers away to their destination on time, and more and more we're seeing flights being delayed due to cabin baggage issues. The drive to improve compliance is supported by the Australian Civil Aviation Safety Authority, which says that "preventing non-compliant hand luggage from entering an aircraft is an important safety role of ground and cabin staff." Virgin Australia's standard allowance includes up to 30 kilograms of luggage, including a checked bag of up to 23 kilograms and a seven-kilogram cabin bag. Each passenger is also allowed a laptop bag, suit bag or handbag. Domestic Qantas passengers flying in economy class can check in a bag weighing up to 30 kilograms, plus two cabin bags weighing up to seven kilograms each. The airlines will be putting on extra ground crew as part of the push over the holiday period. "Christmas is an incredibly busy time of year for us so we do encourage anyone traveling over the holiday period and beyond to familiarize themselves with the carry-on allowances to help get them to their destination safely and on time," said Woosnam. https://www.cnn.com/travel/article/australia-hand-baggage-scli-intl/index.html Back to Top Burundi civil aviation safety in line with international aviation standards. Burundi Minister of Transport, Public Works, Equipment and Spatial Planning, Mr. Jean Bosco Ntunzwenimana carried out a guided tour of Bujumbura International Airport to see how standards are being implemented, contained in Civil Aviation Safety Regulations in Annex 17 to the Chicago Convention. At the end of the visit, Minister Ntunzwenimana indicated, in a press briefing, that according to the report of the International Civil Aviation Organization (ICAO) audit carried out from August 30 to September 2018, and which came two months later to the Burundian authorities, this implementation of international standards are at 80.44% then that it was 1.54% in the audit carried out in 2008. As such, he said, the Government of Burundi congratulates the Civil Aviation Authority of Burundi as well as the others stakeholders, for seriousness and rigor demonstrated, in the interest of protecting the public user of air services in Burundi against malicious acts and directed threats against civil aviation. He added that the government encourages to always improve the implementation of these standards. To the question of how his services were able to achieve these performances, the Director General of the Civil Aviation Authority, Emmanuel Habimana reported that since the beginning of the year 2015, when he was appointed, together with the management team, they organized training for qualification both internally and internationally for all aviation civil stakeholders. They made regulatory texts at all levels starting with the Aviation Code which is important law. According to Mr. Habimana. At this level, during the ICAO audit, the performance was very satisfactory. The establishment of the Civil Aviation Authority and its operation has been as well listed by ICAO during the audit. The Civil aviation Authority is up to date on the latest improvements. The other area that has scored points is the implementation of regulations issued by the Minister having civil aviation in his attributions according to Mr. Habimana. The other area concerns the establishment of national programs and committees which make the monitoring and the implementation of national programs, airport safety programs, and operator of safety programs. The way to separate the airside and the city side was another important point. That is to say that they put everything in place so that no one could cross the city side towards the airside without being controlled in accordance with international civil aviation safety standards. Mr. Habimana reassured that his institution is prepared to deal with an aircraft that would pose an act of unlawful interference. This aircraft can be driven to an isolated parking lot and managed without altering. normal airport operations. Destruction areas of the explosives that would be on board such an aircraft have been planned. He has finally mentioned that today ICAO follows online if the performances left on the spot were maintained or even increased https://regionweek.com/burundi-civil-aviation-safety-in-line-with-international-aviation- standards/ Back to Top Ethiopian Airlines to offer MBA program for Africans with new business school in Addis With its operational hub at the Bole International Airport in Addis Ababa, Ethiopian Airlines operates flights to more than 113 passenger destinations. Pic credit: Nairaland Ethiopian Airlines has announced that it is collaborating with the European Union to establish an international business school under the Airline's Aviation Academy which will be delivering an MBA programme. "We are very pleased to sign this letter of intent with the European Union Delegation to Ethiopia to establish an international business school under our Aviation Academy, which will be delivering a worldclass MBA program. Once established, the school will be a significant addition to the leadership courses we are delivering at our Aviation Academy, an ICAO designated Regional Training Center of Excellence. "We look forward to launching the MBA courses and shape as many young African minds as possible, adding value to their academic and professional lives," said the Group CEO of Ethiopian Airlines, Mr Tewolde GebreMariam. The letter was signed by H.E. Ambassador Johan Borgstam, Head of the European Union Delegation to Ethiopia and GebreMariam, Group CEO of Ethiopian Airlines on December 4, 2018, at the Airline's Headquarters. The airline's Aviation Academy, which will host the programme, has for over 60 years been providing training in pilot, cabin crew, commercial and aviation maintenance courses as well as leadership and career development courses. "...It is our firm conviction that this will help addressing the challenges of youth unemployment as well as ensuring the successful implementation of the second phase of the country's Growth and Transformation Plan," said Ambassador Borgstam. In the wake of reforms being championed by the Ethiopian administration, the country has emerged as a premium destination for long-haul travel to sub-Saharan Africa in 2018. The Bole International Airport in Ethiopia's capital, Addis Ababa recently overtook Dubai as the leading gateway to the region, citing data from the travel intelligence agency ForwardKeys. On the back of this, travel bookings between November 2018 and January 2019, are set to grow by 40% which is way ahead when compared to other destinations across Africa. The figure will be an increase from January to October 2018 growth predictions which was at 12.2%. "Some of Ethiopia's increase in international flight bookings can be attributed to new- found confidence in the wake of reforms carried out by Prime Minister Abiy Ahmed since he took the oath of office in April," Olivier Ponti, the Deputy President of ForwardKeys said when presenting the findings of the report during a presentation at the World Travel and Tourism Council's Africa Leaders Forum in Stellenbosch, South Africa. The reforms the travel agency specifically mentioned were the signing of a peace deal with Eritrea in July, a new e-visa policy introduced in June, which allows all international visitors to apply for a visa online and a promise to open Ethiopia's markets to private investment. These have attracted the country to many international travellers, the agency said. The latest development has also been attributed to the successes of the state carrier, Ethiopian Airlines, Africa's largest airline that flies to more destinations within the continent than any other airline With its operational hub at the Bole International Airport in Addis Ababa, Ethiopian Airlines operates flights to more than 113 passenger destinations, with an additional 35 destinations for freights. The Ethiopian carrier has secondary hubs in Togo and Malawi, and has resuscitated non-operational airlines including Zambia's, and also collaborated with airlines in Chad and Mozambique. The multi-award winning airline, with its modernized fleet, new aircraft maintenance hangars, and world-class in-flight catering facility has over the years experienced rapid growth, increased profitability, and made an outstanding contribution to aviation development in Africa, registering an average growth of 25% in the past seven years. Ethiopian is currently implementing a 15-year strategic plan called Vision 2025 that will make it the leading aviation group in Africa with six business centres: Ethiopian International Services; Ethiopian Cargo & Logistics Services; Ethiopian MRO Services; Ethiopian Aviation Academy; Ethiopian ADD Hub Ground Services and Ethiopian Airports Services. The plan is to also improve the carrier's cargo transport, airport services, expand its aviation school and passenger handling. After the completion of the $345 million upgrades, Bole Airport in Addis Ababa is expected to raise the capacity of annual travellers from 7 to 22 million. ForwardKeys adds that while Ethiopia remains a destination for travellers from the Sub- Saharan regions and different areas across the globe, a majority come from Europe. "Sub-Saharan Africa is a market of opportunity. Across the region, carriers are increasing seat capacity on international flights by +6 on average; that is an encouraging sign," said Ponti. Founded in 1945 by Emperor Haile Selassie, Ethiopian Airlines is one of a few profitable national carriers operating in sub-Saharan Africa. It is a member of the Star Alliance and one of the fastest-growing airlines in the global aviation industry. In 2016, the airline reported a net profit of $265 million. The results reflected an 18 per cent increase in passenger numbers over the year. https://face2faceafrica.com/article/ethiopian-airlines-to-offer-mba-program-for- africans-with-new-business-school-in-addis Back to Top Saudi Academy Orders 60 Diamond Trainers Diamond Aircraft DA40 NG Diamond Aircraft announced at MEBAA 2018 a contract for 60 single- and twin-engine trainers from the SNCA-CAE Authorized Training Centre in Dammam, Saudi Arabia. The DA40 NG singles and DA42-VI twin-engine aircraft will be delivered over five years, commencing with the first batch of 12 in February. Plans to establish the SNCA-CAE Authorized Training Centre (SNCA-CAE), a collaboration between the Saudi National Company of Aviation (SNCA) and Canadian training provider CAE, were announced at the Dubai Airshow 2017. "We are proud to be SNCA-CAE Authorized Training Centre's choice of training aircraft for the establishment of their new flight training organization," said Amila Spiegel, sales and marketing director for Diamond (Booth 492). "The commitment of another reputable big flight school to our airplanes and flight training solution proves we are meeting the demands of flight training organizations worldwide." SNCA-CAE chose the Diamond trainers "because of their well-known reputation of safety and efficiency," said Anthony Miller, director of global business development at SNCA- CAE. The DA40 NG and DA42-VI represent the newest versions of the Austrian company's piston aircraft fleet, which combine composite airframes, Garmin G1000 NXi glass panel avionics, and modern jet-fuel (diesel) piston powerplants from Diamond-owned Austro engines. "This purchase agreement is one of the largest in the history of aviation academies in Saudi Arabia and perhaps the Middle East region," said Miller. "We at SNCA-CAE Authorized Training Centre are determined to provide the aviation industry with the highly qualified male and female pilots that are able to advance within the aviation industry and serve as an integral tool for development in the region." The training center has already begun operations in its Foundation Year program, with more than 400 students attending. The first class of air cadets is expected to complete the program and graduate in 2020. https://www.ainonline.com/aviation-news/air-transport/2018-12-10/saudi-academy- orders-60-diamond-trainers Back to Top CAE Eyes Looming Middle East Pilot Shortage CAE ERJ145 simulator Falcon Aviation is the launch customer for CAE's new ERJ145 simulator, which recently received FAA approval at the Abu Dhabi Aviation Training Center. Middle East operators will need about 1,500 new pilots to fly business aircraft in the Gulf States market across the next decade, based on forecasts by training provider CAE and avionics and engine manufacturer Honeywell. CAE (Booth 427) estimates replacement pilots due to attrition at 8 percent per year-4 percent for retirements and 4 percent from airline poaching of bizjet crew members. "In the business sector, replacements due to retirement are exacerbated by a net loss of business jet pilots who leave their jobs to join airlines," said Nick Leontidis, CAE's group president, Civil Aviation Training Solutions. In the Middle East, with a current fleet of about 450 bizjets, that translates to 900 replacement pilots. In addition, the Middle East and Africa market is expected to acquire about 300 new aircraft across the decade, 4 percent of the worldwide market of 7,700, according to Honeywell's forecast, adding another 600 crew. CAE notes that the average age of business aircraft pilots globally is about 49 years, even older than the average commercial airline pilot at 46. They do not break out the demographics by region, but typical Middle East pilots are likely younger than their counterparts in the dominant U.S. business aviation market. CAE is the only provider with business aviation training centers in the Middle East, including a joint venture with Emirates at Dubai Al Garhoud and a partnership with the Abu Dhabi Aviation Training Center. In August, CAE received approval from the U.S. Federal Aviation Administration for Part 142 training for the Embraer ERJ145 at Abu Dhabi. In addition to a full-flight simulator, CAE provides courseware and simulator instructors. In Dubai, visual and avionics upgrades were performed over the past nine months on simulators for the Dassault Falcon 7X, Falcon 900/2000 EASy and Bombardier Challenger 604/605 and Global jets with the Vision flight deck. The Dassault Falcons and Gulfstream GIV, GV/G550, and G650 platforms are eligible for CAE's Master Pilot Training Program, which it launched a year ago. Leontidis said the "exemplary career advancement tool raises pilot levels of platform knowledge, safety awareness, and situational response capabilities." With the $645 million acquisition in November of Bombardier Business Aircraft Training, including a dozen flight simulators, CAE's network of 10 training locations in Canada, the U.S., Brazil, the UK, The Netherlands, UAE, and China are approaching 100 full flight simulators (FFSs). The acquisition does not necessarily change much for customers, as Bombardier's training centers in Montreal and Dallas are already co-located with CAE facilities and support operations. The CAE network now boasts 29 sims for Bombardier aircraft types, including the Global 5500, 6500, and 7500. "At more than 4,800 aircraft," Leontidis noted, Bombardier business jets represent "one of the largest and most valuable in-service fleets of business aircraft in the world." A Bombardier Global 5000/6000 sim installed earlier this year at CAE's Burgess Hill training center near London represents the first 7000XR series FFS with Tropos 6000XR visual system for a business aircraft. Annually, Leontidis said, CAE trains more than 135,000 pilots, including "a little over 20 percent of business aviation pilots." Recurrent training accounts for 80 percent of CAE's bizjet traffic with 20 percent for new type ratings. https://www.ainonline.com/aviation-news/business-aviation/2018-12-10/cae-eyes- looming-middle-east-pilot-shortage Back to Top Aviation Program Adds New Helicopter CEDAR CITY, Utah - The Southern Utah University Aviation Program continues to grow and improve with the arrival of a brand new helicopter. The Robinson R44 Cadet is straight from the factory, and specifically selected in SUU red. SUU's Aviation Program works hard to provide students with the best opportunities to learn preparing them for future careers. Robert Paul, Assistant Chief Instructor of the Aviation Program explains "The R44 Cadets are part of a continued dedication of the aviation program to offer students the safest, newest, and most up to date aircraft possible." This R44 Cadet is the third of its kind purchased for the aviation program, providing more students with access to the Cadets as the program continues to increase in enrollment and popularity. The helicopter fleet now stands at a total of 12 units, including seven R44 Raven IIs, two Bell 206s, and now, the three R44 Cadets. Students and staff in the program are especially excited for the R44 Cadet due to its high tech, state-of-the-art features and design. It is equipped with a new Garmin touch- screen avionics package, which simplifies navigation and increases efficiency. The R44 Cadet is one of the newest helicopter models available, as Robinson only began producing the Cadet in May of 2016. Not only will the Cadet be an impressive addition to the fleet, it will also greatly benefit the aviation students. The R44 Cadets have been purchased with the purpose of replacing the much smaller, R22s. The upgrade to the R44 Cadet will help the program reduce money it spends on fuel and maintenance, and will drastically increase safety for students and instructors. The aviation program now has two models of R44 helicopters- the Cadets, and the Raven IIs. Although the two aircrafts are similar, instructors believe the addition of the Cadet will provide a significant benefit for the program. "Between the Cadet and the Ravens, everything is essentially the same in engine and frame," explains Paul. "However, one major difference is the Raven seats four while the Cadet seats two, making the Cadet lighter weight and reducing the amount of fuel needed. Other differences include that the Cadet is carbureted while the Raven is fuel injected, and the engine on the Cadet is derated further-meaning that you are not allowed to use as much power as in the Raven, even though it is capable of producing it." The differences in the cadet are highly beneficial in reducing fuel and maintenance costs for the program. Aviation instructors and students look forward to using the new helicopter and are excited to see the continual growth of the program. For more information, please visit the Aviation Program website. Curt Lewis