Flight Safety Information May 8, 2019 - No. 093 In This Issue Boeing's software update for the Max 8 aircraft may not be enough to satisfy critics Incident: Saudia A333 at Riyadh on May 7th 2019, tyre deflated on landing Incident...Volaris A20N near Mazatlan on May 6th 2019, engine shut down in flight Incident: Srilankan A333 near Colombo on May 6th 2019, hydraulic failure Passenger thrown off Air New Zealand plane for refusing to read safety instructions card Still no medical exams for hot air balloon pilots after deadly Lockhart balloon crash Ground Worker Killed Towing Boeing 777 After 900% Increase In 2018, Airline Fatalities Rising Again Pegasus prepares VTOL business jet for first outing The secret behind IndiGo's ability to fly above Indian aviation's woes POSITION AVAILABLE:...AVIATION ADVISOR AVIATION COMMUNICATION: STRATEGY AND MESSAGES FOR ENSURING SUCCESS AND PREVENTING FAILURES, 1ST EDITION ISASI - DFW Regional Chapter Meeting GRADUATE RESEARCH SURVEY Call for Nominations For 2019 Laura Taber Barbour Air Safety Award TODAY'S PHOTO GIVE THE GIFT OF LIFE - BECOME A LIVING KIDNEY DONOR ADVERTISE WITH...FLIGHT SAFETY INFORMATION Back to Top Boeing's software update for the Max 8 aircraft may not be enough to satisfy critics Software updates planned for Boeing Inc.'s (BA) troubled 737 Max 8 aircraft, grounded worldwide after two deadly crashes, may not be enough to satisfy critics. All Max 8 planes will be modified to feed additional data into a system designed for the 737 Max called MCAS, or Maneuvering Characteristics Augmentation System, known to have been involved in the Lion Air and Ethiopian Airlines crashes that killed all passengers and crew on board. "The software update that we're making going forward includes dual sensor feed into that system," Boeing CEO Dennis Muilenburg said during the company's annual shareholder meeting on April 29. 'This plane should never take to the air again' Arthur Rosenberg, a plaintiffs attorney and pilot, described the dual software update as insufficient. Rosenberg has been contacted by families of crash victims considering legal representation. "If that's the case, this plane should never take to the air again," he said. "You really need three AOA sensors, with two in agreement to provide data to MCAS. If you only have two, and the data is telling pilots that one doesn't agree, you're still left with a plane that has inherent unsafe flight conditions, which cause a nose-up tendency." Passengers may share Rosenberg's trepidation. On Tuesday, Barclays downgraded Boeing, noting that it surveyed more than 1,700 flyers and found that nearly half would not fly a Max for a year or more. If given a choice between a Max and another plane on identical flights, 52% would choose the other plane. Shortly after takeoff from Jakarta, Indonesia on October 29, 2018, Lion Air Flight 610 crashed into the Java Sea killing 189 people. Subsequently, on March 10 of this year, Ethiopian Airlines Flight 302 crashed shortly after takeoff from Addis Ababa, Ethiopia, killing 157. In both cases, errant sensor data is suspected to have engaged MCAS, which automatically tilts the horizontal stabilizer and in turn pushes the nose down to prevent the plane from stalling in the air. The originally-FAA-certified Max 8s relied on a single angle of attack sensor (AOA), a titanium vane that points into the wind to measure the angle between the nose and the relative wind from the plane's forward movement. The measurement is to gauge whether the wings have enough lift. The data is then communicated to MCAS. 'This airplane can fly without MCAS' MCAS was designed to make the 737 Max handle similar to earlier 737 models. Its engines, more fuel-efficient and powerful than in prior models, were raised and moved forward on the fuselage, causing it to fly with a "nose up" tendency. To compensate, Boeing installed MCAS, which automatically adjusted the nose down when data from the AOA sensor deemed it necessary. The flight control system in Boeing's modified planes compares inputs from both AOA sensors, and deactivates MCAS if the sensors meet a threshold level of disagreement, plus alerts pilots using an indicator on the flight deck display. "This airplane can fly without MCAS," Chris Clearfield, a licensed commercial pilot and co-author of "Meltdown," told Yahoo Finance. Clearfield said pilots need to know how and when to deactivate the system. The nose-up tendency, he said, can be safely managed, even in scenarios where two sensors disagree and MCAS is disabled. "This is one of those cases where it might be enough just to turn off this system, to turn it back into a slightly less sophisticated airplane if the systems aren't working, and the pilots can then take over and be pilots," he said. Roger Phillips, Communications Committee Vice Chairman for Air Line Pilots Association - a United Airlines pilots union - told Yahoo Finance that added system redundancies are welcome, though he did not say whether the Association had a position on the number of AOA sensors recommended for the modified planes. "We are working closely with United (UAL) and Boeing to develop training that ensures our pilots have full confidence in the changes Boeing has made to the 737 Max. Pilots need to know the full details of any design modifications being put into place, and the lessons learned from these two tragic accidents must be fully incorporated into our training programs so this never happens again," Phillips said. Dennis Tajer, a spokesman for the American Airlines pilots union, reportedly told The New York Times that he was concerned Boeing lacked full understanding of how the Max 8 worked, after the company on Sunday revealed an additional issue involving MCAS. In a statement, Boeing said certain Max 8 planes were delivered to customers with cockpit display software that didn't meet Boeing's requirements. Two types of AOA sensor data, the company said, were linked in such a way that disabled a disagree alert in planes whose customers did not also purchase an AOA indicator. Engineers identified the software discrepancy as early as mid-August 2017, more than a year before the Lion Air crash, though Boeing said its senior leadership was not aware of the issue until after the crash. Boeing has maintained that the Max 8 could fly safely, regardless of the software issue. "Neither the angle of attack indicator nor the AOA Disagree alert are necessary for the safe operation of the airplane," the company said. Yahoo Finance contacted Boeing to ask whether it identified the AOA software discrepancy during test flights of the Max 8 and did not receive a response. The company said the software update itself will take approximately two hours. However, because all Max 8 aircraft are currently grounded, there are logistical matters associated with the upgrade. https://finance.yahoo.com/news/boeing-737-max-8-software-update-205151888.html Back to Top Incident: Saudia A333 at Riyadh on May 7th 2019, tyre deflated on landing A Saudi Arabian Airlines Airbus A330-300, registration HZ-AQ30 performing flight SV-1026 from Jeddah to Riyadh (Saudi Arabia) with 129 people on board, landed on Riyadh's runway 15R and vacated the runway, when the crew stopped the aircraft clear of the runway and requested assistance to inspect the tyres, they had one blown tyre. After inspection the aircraft continued taxi to the gate. The aircraft is still on the ground in Riyadh 14 hours after landing. http://avherald.com/h?article=4c7a7188&opt=0 Back to Top Incident Volaris A20N near Mazatlan on May 6th 2019, engine shut down in flight A Volaris Airbus A320-200N, registration XA-VRH performing flight Y4-801 from Tijuana to Uruapan (Mexico), was enroute at FL370 about 180nm northnorthwest of Mazatlan (Mexico) when the crew needed to shut an engine (PW1127) down. The aircraft drifted down to FL200 and diverted to Mazatlan for a safe landing about 30 minutes later. A replacement A320-200 registration XA-VLB reached Uruapan with a delay of about 2.5 hours. The occurrence aircraft is still on the ground in Mazatlan about 29 hours after landing. http://avherald.com/h?article=4c7a6d46&opt=0 Back to Top Incident: Srilankan A333 near Colombo on May 6th 2019, hydraulic failure A Srilankan Airbus A330-300, registration 4R-ALQ performing flight UL-503 from Colombo (Sri Lanka) to London Heathrow,EN (UK), was enroute at FL340 about 530nm northwest of Colombo, about 100nm west of Mangaluru (India), when the crew decided to return to Colombo due to a hydraulic failure. The aircraft descended to FL270 and FL250 for the return and landed safely back on Colombo's runway 22 about 2.5 hours after departure. A replacement A330-300 registration 4R-ALR reached London with a delay of about 11.5 hours. A passenger reported the captain announced about one hour into the flight that the aircraft would be returning to Colombo due to a hydraulic failure. The occurrence aircraft returned to service the following day performing the next day's flight UL-503. http://avherald.com/h?article=4c7a6725&opt=0 Back to Top Passenger thrown off Air New Zealand plane for refusing to read safety instructions card Police called after flight delayed following refusal of woman to watch safety video and read card in exit row seat A woman was reportedly removed from an Air New Zealand plane after refusing to watch the air safety video or read the safety instructions card. Photograph: NurPhoto/NurPhoto via Getty Images A woman who refused to watch the regulation air safety video or read the safety instructions card handed to her by flight attendants has reportedly been removed from an Air New Zealand flight in Wellington. The woman, described by other passengers as "wealthy-looking", was sitting in the exit row but ignored attendants' attempts to get her to listen to the safety instructions for flight NZ424 to Auckland on Tuesday. One passenger told Stuff.co.nz: "The video started playing and the flight attendant held up the card, but the woman started looking down at her book." The witness said the woman, who was holding a Louis Vuitton bag, then picked up her phone while her male companion also continued to look at his device. "A flight attendant said very patiently 'Can you please watch what's happening because this is the exit row?'," the witness said. "The flight attendant was super kind and kept asking her, but the woman put her fingers in her ears." With the couple's behaviour beginning to delay the plane, other passengers implored them to pay attention but they reportedly continued to refuse. "They didn't seem to care," the witness said. The pilot was eventually forced to return to the gate, Air New Zealand said, because a passenger "failed to comply with crew instructions". "Police were waiting at the gate when the aircraft returned and the customer disembarked," said a spokesperson for the airline. https://www.theguardian.com/world/2019/may/08/passenger-thrown-off-air-new-zealand-plane-for-refusing-to-read-safety-instructions-card Back to Top Still no medical exams for hot air balloon pilots after deadly Lockhart balloon crash The Federal Aviation Administration hasn't enacted a new safety regulation that lawmakers say would strengthen oversight of the hot-air balloon industry and help prevent deadly crashes like the one near Lockhart that killed 16 people nearly three years ago. The agency's inaction sparked a frustrated response from Congressman Lloyd Doggett, D-San Antonio, who demanded to know what was taking so long in a letter to FAA's acting administrator, Daniel Elwell. "Why has rule-making not been initiated?" Doggett asked. "When will rule-making be initiated? Continued inaction by FAA risks condemning yet more unsuspecting families to death." Federal investigators determined that balloon pilot Alfred "Skip" Nichols suffered from numerous ailments such as depression and chronic pain that went unnoticed by the FAA before Nichols' balloon struck high-voltage power lines near Lockhart on July 30, 2016, killing everyone on board. Doggett, along with U.S. Rep. Will Hurd and former U.S. Rep. Blake Farenthold, helped write bipartisan legislation that mandates medical exams for commercial balloon pilots, who have been exempt from health screenings since the 1930s. U.S. Sen. Ted Cruz also wrote a similar bill in the Senate. The "Commercial Balloon Safety Pilot Act" was attached to a funding bill for the FAA that was signed into law by President Donald Trump on Oct. 5. The law gave the FAA 180 days to revise a federal regulation requiring medical exams for other aircraft pilots and add language that broadens the requirement to include commercial balloon pilots. That was 214 days ago. In an email to the Houston Chronicle, FAA Spokeswoman Marcia Alexander-Adams did not answer questions about the reasons for the delay. "The FAA is evaluating the feasibility of initiating rule-making on this topic," she wrote. Patricia Morgan, whose daughter and granddaughter from San Antonio, Lorilee and Paige Brabson, were killed in the balloon crash near Lockhart, said the FAA has shown little interest in doing its job and making sure hot air balloons are safe for the flying public. "They need to do the right thing and get this corrected," Morgan said. Hurd said Tuesday that the FAA needs to comply with the law. "If a commercial hot air balloon operator is responsible for the lives of others, he or she should be physically fit for the job," he said. "That is now the law and it should be followed so that the devastating tragedy near Lockhart that claimed the lives of innocent Texans never happens again. Congress did its job. The FAA should do theirs." https://www.houstonchronicle.com/news/houston-texas/houston/article/Still-no-medical-exams-for-hot-air-balloon-pilots-13824952.php Back to Top Ground Worker Killed Towing Boeing 777 Kuwait Airways has announced with regret that at 15:10 (UTC+3) on Monday 6th May, one of its ground staff was killed at Kuwait International Airport. A spokesperson for the carrier revealed details of the tragedy in a tweet. According to the airline, the member of the ground team was performing a routine tractor tow when the incident occurred. 'Kuwait Airways regrets this tragic incident [...] with the deepest condolences to the bereaved family,' another tweet reads. According to Aviation Safety Network the worker had been tasked with towing a Boeing 777-300ER from a parking zone to Terminal 4. Arriving at the terminal, the tractor's tow bar broke loose. Due to the taxiway's slight gradient the aircraft began to roll. The driver was crushed beneath the nose wheels of the aircraft. Investigations begin Since February 2017, Kuwait Airways has been wholly owned and managed by the government of Kuwait. The aircraft involved in the Kuwait B777 accident was registered 9K-AOH. This particular plane was delivered to the airline a little over two years ago, according to David Kaminski-Morrow of Flight Global. Fortunately, the plane did not have crew or passengers on board at the time. Few additional details have emerged as yet. However, Kuwait Airways has begun an internal investigation to determine the timeline of events leading up to the crewman's death. Urgent checks of all aircraft towing equipment are also being carried out. Kuwaiti authorities have begun their own investigation into the accident. New equipment In tandem with the airline's re-emergence and re-branding, Kuwait Airways received its first Boeing 777-300ER in December 2016. The arrival of the type was hailed as a commercial turning-point. It was the first aircraft in two decades to be fully owned by the company. The carrier now owns 10 777-300ERs, according to Boeing. Kuwait has flown the Airbus A340-300 since 1995 but it was retired from service in 2017. In the following year the carrier ordered 10 A350-900s from Airbus, but eventually cut the order in half. The airline also has eight A330-800neos on order, which are expected to be delivered later this year. It will be for the investigation of the Kuwait B777 accident to determine whether, in the wake of such a glut of acquisitions, ground crew training has been kept type-relevant and up to date. Towing accidents Towing aircraft is dangerous. Poor processes, loss of concentration and lax regulations can result in injuries, death, and damage to aircraft. It remains to be seen what caused the Kuwait crew death. Several tug incidents are reported by Skybrary, a flight operations and traffic management source. In 2017 a tug driver and other ground crew at Dublin International airport narrowly escaped injury when the tug's tow pin broke. The tractor lost control and collided with the right engine of the A320 it was towing. An investigation discovered that the combination of a taxiway slope and early engine start contributed to the failure of the tow bar. In 2008 a Ryanair B738 jet initiated a cross-bleed engine start prior to the conclusion of a difficult push-back in bad weather at Stansted. The aircraft rolled forward causing the tow pin to disengage. The plane's left engine struck the tow truck side-on. In 2007 the crew of a BAe Jetstream initiated a push-back without communicating with ground staff at Birmingham International. Confusion led to an attempt by the tow truck operator to return the plane to the gate. The plane's brakes were engaged and the force of the truck's pull caused the nose wheel to collapse. An update on the exact cause of the Kuwait crew death will no doubt be made public in the coming days. https://simpleflying.com/ground-worker-killed-towing-boeing-777/ Back to Top After 900% Increase In 2018, Airline Fatalities Rising Again This image taken from a video distributed by Russian Investigative Committee on Sunday, May 5, 2019, shows the Sukhoi SSJ100 aircraft of Aeroflot Airlines on fire, at Sheremetyevo airport, outside Moscow, Russia. At least 40 people died when an Aeroflot airliner burst into flames while making an emergency landing at Moscow's Sheremetyevo airport. (The Investigative Committee of the Russian Federation via AP) Photocredit: ASSOCIATED PRESS In 2017, there were a total of 59 deaths attributed to airline accidents. In 2018, there were 561. When I did the math, I was taken aback; deaths attributed to airline accidents had jumped 900% year-over-year. And if present trends are not reversed, it appears that airline deaths will rise further in 2019. While the absolute number of deaths wasn't particularly high in 2018 (equivalent to a single A380 jumbo jet crashing, which thankfully, didn't happen) the percentage increase over the previous year was startling. Experts called 2017 an exceptionally safe year, while 2018 was "only average" in terms of safety. So perhaps the increase can be discounted somewhat---unless fatalities continue to rise. Unfortunately, that appears to be happening. In 2018, there were 18 jetliner accidents with a total of 561 fatalities. As of May 7, 2019, just a third through the year, there have already been 6 deadly jetliner accidents with 231 fatalities. That projects to nearly 700 airline deaths and would put 2019 on course to become the deadliest year in the last five. The Aviation Safety Network has a figure it calls the "safety indicator" based on fatal accidents "involving commercial (passenger or cargo) flights of aircraft of which the basic model has been certified for carrying 14 or more passengers." With six accidents and 231 fatalities in 2019, the numbers are considerably higher than the five-year average of four accidents and 149 deaths. About three-quarters of the fatalities in 2019 occurred on March 10, when an Ethiopian Airlines Boeing 737 MAX 8 crashed, killing all 157 people on board. This was the second 737 MAX crash within six months. It resulted in the aircraft being pulled from airline service around the world while the cause was investigated and addressed. The accident with the second-highest number of fatalities occurred this week, on May 5, when a Sukhoi Superjet 100-95B operated by Aeroflot caught fire on landing at Moscow's Sheremetyevo Airport. The accident killed 41 of its passengers and crew. Another significant aircraft accident this year was the January crash of an aging Boeing 707 jetliner (built in 1976) in Iran, killing 14. This follows an even deadlier Iranian accident in 2018. That crash, of an ATR 72-212, killed 66, while another 2018 accident involving a Canadair Challenger 604 killed 11. Sanctions imposed on Iran due to its nuclear program have reportedly resulted in Iran's inability to buy new aircraft or spare parts. Iran Air CEO Farzaneh Sharafbafi claims that the condition of Iran's civil aviation industry is now worse than that of Afghanistan or Iraq as a result of U.S. sanctions. The FAA published an advisory last fall about risks of operating in Iranian airspace. These include potential encounters with Russian cruise missiles flying to Syria, Iranian surface-to-surface missiles and GPS jammers. Another significant 2019 crash was that of an even older craft, a DC-3 (built 1945) flying in Colombia. The pilots reported engine trouble before crashing with the loss of all fourteen passengers and crew. While accidents involving the DC-3, perhaps the most popular airliner/transport ever built, are hardly unknown (this was the 1750th fatal accident involving the type), it does raise questions about inspections and maintenance. Although it's been reported that a possible lightning strike may have set an engine on fire, similar questions may be asked about the recent Russian tragedy involving Sukhoi's troubled Superjet. American authorities are not immune to criticism either. The US FAA was the last world agency or airline to order the grounding of the Boeing 737 MAX. Both the agency and the aircraft manufacturer have been criticized for allowing Boeing to "self-certify" its own aircraft. Another troubling note for 2019 air safety is that barely a third through the year, there have been no less than six crashes involving various Boeing 737 models. On May 3, there was a "runway excursion" (a veer off or overrun off the runway surface) involving a charter 737-800 flying from Guantanamo in Cuba to Jacksonville Naval Station in Florida. "The airplane came to rest in the shallow waters of St. Johns River, sustaining substantial damage," but amazingly, all 143 of its passengers and crew survived. Aviation safety can't depend on such luck continuing. As an International Civil Aviation Organization (ICAO) safety report noted in 2017, "Each Member State should establish and implement an effective safety oversight system addressing all areas of aviation activities that reflects the shared responsibility of States and the broader aviation community." There is no place for complacency when it comes to airline safety. The airline industry and its regulators must take an active approach towards the goal that "safety is everyone's business." Otherwise, airline crashes and fatalities will only continue to rise. https://www.forbes.com/sites/michaelgoldstein/2019/05/07/after-900-increase-in-2019-airline-fatalities-rising-again/#2762d1277190 Back to Top Pegasus prepares VTOL business jet for first outing Pegasus Universal Aerospace's vertical take-off and landing business jet (VBJ) will make its first public outing this month at the European Business Aviation Convention and Exhibition (EBACE) in Geneva, where the South African start-up will debut a one-eighth-scale model of the all-composite aircraft and open the orderbook for the eight-passenger type. The milestone will come seven years after Reza Mia, founder and chairman of the Pretoria-based company, says he began exploring the possibility of building a light jet with the take-off and landing performance of a helicopter. Pegasus Universal Aerospace "Traditional business aircraft are capable of moving people through the air quickly, but a lot of time is wasted travelling on the ground to and from the airports, which are often located far away from busy financial and residential centres," says Mia. Eliminating this time-consuming ground travel often requires the use of a helicopter at each end of a trip, which can be expensive and inconvenient, he adds. By combining these two features into one aircraft, the Pegasus VBJ introduces "a new era of point-to-point travel, with the capability to land in a built-up area, helipad, yacht and on any surface, including grass or gravel". The VBJ has a cranked dihedral wing and an x-tail design. It uses two GE Aviation CT7-8 turboshaft engines to drive in-wing lift fans and rear thrust fans through integrated gearboxes, all managed by multiple redundant computer systems. Its landing gear layout is still to be finalised, with tricycle and tandem with outrigger layouts being considered, says Mia. Weighing just under 5,700kg (12,600lb), the VBJ can be used for single-pilot operations. A range of markets are being targeted, including air ambulance, charter, corporate, offshore, owner-flyer, police and surveillance. Geographically the largest regions for the VBJ are Europe, North America, the Middle East and what Mia describes as the "fast-developing countries in Asia". Pegasus plans to announce at EBACE its choice of supplier for the VBJ's avionics suite and automated control systems. The latter feature, Mia says, will make aircraft "safe, reliable and very easy to fly". "We will start taking orders for the VBJ at the show," says Mia. He expects the aircraft to be "well received", as "there is simply nothing else like it on the market". A one-eighth-scale model has undergone testing in Pretoria to demonstrate the aircraft's flying capabilities - including its transition from horizontal to vertical flight - and Pegasus will soon begin assembling a first full-scale prototype, with an aim to start flight testing in mid-2020. "We are now building a cabin mock-up of the VBJ which will be shipped to London later in 2019 to begin a demonstration tour within Europe," says Mia. The tour is also intended to drum up sales of the aircraft, and to raise interest in the programme from potential investors. To date the project has been funded by Mia, but he forecasts up to $400 million will be needed to bring the aircraft to market. Pegasus is aiming for certification and service entry between 2024 and 2026. The VBJ is projected to have a range of around 2,380nm (4,400km) from a standard runway take-off, or 1,150nm when using vertical take-off and landing mode. Cruise speed is expected to be 430kt (800km/h). https://www.flightglobal.com/news/articles/pegasus-prepares-vtol-business-jet-for-first-outing-457986/ Back to Top The secret behind IndiGo's ability to fly above Indian aviation's woes In the fiercely competitive Indian aviation sector, where profits remain mostly elusive, budget carrier IndiGo stands out as an exception. InterGlobe Aviation, the company that runs the airline, has been in the red for only one quarter since listing on the bourses in November 2015. Its relatively healthy balance sheet has given the 14-year-old carrier enough confidence to expand both fleet and headcount. IndiGo is roping in expatriate pilots, besides those from the grounded Jet Airways, and GoAir, among others, to command the 262-and growing-aircraft in its fleet, the airline confirmed to Quartz. On May 07, IndiGo CEO Ronojoy Dutta confirmed to the news agency Bloomberg that the airline is in talks with the European aircraft maker Airbus SE for "a large" plane order. The new aircraft, meant to fly long distances, will be more fuel efficient and have higher seating capacity. A month ago, IndiGo had said it was adding 25 A321neo aircraft to its fleet this year. Besides, the carrier has already booked 430 jets from Airbus's A320neo family and upgraded 125 of its existing planes to A321neos. "Existing orders will see IndiGo through the next two years," Dutta told Bloomberg. Besides, the airline is also adding international routes. It plans to launch flights to Asian destinations such as Myanmar, Cambodia, Vietnam, Saudi Arabia, and China apart from those in Europe. Success mantra "What's working for IndiGo is that its cost structure is really low. So if they sell a ticket for Rs2,500 ($36.13), they make sure the cost comes under Rs2,000 ($28.72). They always keep a good margin," said Ashish Nainan, an aviation analyst at CARE Ratings. And how does IndiGo curtail costs? "It always places (aircraft) orders in bulk, which gives it more bargaining power with the manufacturer," said Nainan. For perspective, IndiGo's smallest aircraft deal so far was the 100 A320 jets it ordered in 2005. "When we order, we'll order in bulk for sure," Dutta told Bloomberg, on May 07. However, the airline's chief didn't disclose the quantum of aircraft planned for the latest order. Bulk orders apart, a homogenous fleet also helps keep costs low, added Nainan. "Indigo has a single-aircraft fleet (the A320 family), which caps maintenance and overall operational costs." Price of growth However, the airline's rapid fleet expansion has come with its own set of problems. In February this year, IndiGo's operations were hampered by a severe pilot shortage, resulting in up to 30 flight cancellations a day. It remains to be seen if the recent step up in hiring can bridge the shortfall. There are also technical issues haunting the airline. Many instances of glitches have been reported in the Pratt & Whitney (P&W) engines that power its Airbus planes. The incidents have prompted a special audit by the directorate general of civil aviation (DGCA). IndiGo had grounded at least half a dozen of its planes due to this engine problem. Despite the troubles, IndiGo remains the market leader by a long shot. Its share of the pie stood at 46.9% in March, compared to 39.5% a year ago, according to DGCA data. The second-largest airline, SpiceJet, flew 13.6% of domestic passengers in March, compared with 12.7% in the same month last year. https://qz.com/india/1613759/indigo-is-hiring-pilots-even-as-jet-air-india-struggle/ Back to Top POSITION AVAILABLE: AVIATION ADVISOR Job Description A unique opportunity to bring your aviation expertise and management skills to help Shell drive its operational excellence. Join a team of subject matter experts, applying your aviation expertise, to jointly develop, implement and audit the best safety standards in close collaboration with our worldwide Shell business units. Where you fit in The Shell Aircraft Air Safety and Advisory Group gives advice to 35 Shell Business Units in 30 countries and audits up to 100 aircraft operators on their behalf. This results in substantial financial savings and major improvements in safety and quality. Shell exposure to flying, at 85,000 flying hours per year, equates to the activity of a moderate size airline. The Air Safety & Advisory Group is staffed by a team of Aviation Advisers and is part of Shell Aircraft International which also includes the Corporate Fleet department. At Shell our commitment is to satisfy the world's need for energy with economically, socially and environmentally responsible solutions. We seek a high standard of performance and understand that great ideas can change the world. If you want to work with a group of safety conscious, ambitious and committed professionals then you should consider Shell. We will provide you with the resources to put your ideas into action, possible worldwide opportunities to advance your career, and outstanding benefits and rewards. Join us and let's make a difference together. What's the role? As Aviation Advisor, you're going to be playing a vital role in maintaining and improving our operational excellence. Providing expert advice on the safe and efficient use of aircraft and air transport services in support of the Shell Business Unit aviation strategy. In practice that means you'll be running operational and technical audits of contractors and logistics teams; producing reports in accordance with Shell Aircraft processes and procedures; and making sure any audit recommendations are actioned by aviation management. You can also expect to be involved with air safety accident and incident investigations. Naturally, you'll need to have a strong safety drive for achieving excellence, as well as being skilled at juggling a challenging workload, often with competing business targets. Along with advising on general aviation safety, you'll also lead on specific areas of expertise, which means keeping your technical knowledge up-to-date and relevant. Company Description Shell Nederland BV is a platform for international collaboration, with Shell offering direct employment to around ten thousand people in the Netherlands alone, including roughly 2,800 non-Dutch employees from around 80 countries. Diversity is key at Shell Nederland, and our employees reflect the innovation that stems from a diverse workforce. By joining Shell Nederland, you will benefit from an unrivalled industry-leading development programme that will see you tap into a pool of expert knowledge that will help propel your career. Shell Nederland is the holding company of most Shell companies operating in the Netherlands. Shell Nederland also has an advisory and coordinating role in numerous areas. Requirements You are holder of a valid professional Pilot fixed or rotary wing license (ATPL or equivalent). You have a strong track record in all aspects (incl. management) of aircraft operations and support, as well as an understanding of the commercial and legislative aspects of aviation. The relevant experience in the aviation industry may be gained within an aircraft operating company or equivalent military organization. Extensive knowledge of aviation quality & safety management systems, aviation legislation and their application is required. The ability to write and brief all levels of management succinctly on complex aviation issues is also essential. Shell's aviation professionals are required to travel extensively in support of our work and as such, must be able to travel anywhere in the world. This position is based in The Netherlands on local terms, therefore the applicant must be able to work and live in The Netherlands. Our values Shell is a company with shared values. Honesty, integrity, and respect aren't simply a strapline: they are a part of everything we do. What's more, Shell is an equal opportunities company, and we place the highest possible value on the diversity of our people and our inclusive approach. Join us and you'll belong to a world where you can feel pride in your achievements and propel your career with global opportunities Women's perspective We care deeply about fostering a truly diverse workplace. We believe in doing everything we can to make Shell as flexible, appealing and supportive a place for women to work as possible. We help with things like our formal (and informal) flexible working. Like our global and transparent pay policies, backed by a leadership team fully supportive of our diversity ambitions. And we'll foster your career through our Women's Career Development programme. People with an impairment At Shell, we're all about top talent. End of story. We encourage anyone who may face an impairment to see Shell as a place where you'll be fully supported to grow and develop your career. It's as simple as that. If you'd like to apply, just let us know about your circumstances. We can support you throughout the process: from application, to interview, to your first day of a rewarding career with us. Interested? Please apply via the 'Apply' button. APPLY Back to Top AVIATION COMMUNICATION: STRATEGY AND MESSAGES FOR ENSURING SUCCESS AND PREVENTING FAILURES, 1ST EDITION 'THIS BOOK IS A MUST-HAVE FOR THE INTERNATIONAL AVIATION BUSINESS COMMUNITY AS A TRI-FUNCTIONAL INDUCTION, TRAINING, AND REFERENCE TOOL.' Now available to order from www.routledge.com/9781138624825 Aviation Communication: Strategy and Messages for Ensuring Success and Preventing Failures by Linda J. Tavlin With a foreword by Professor Graham Braithwaite "This is a great book that helps prepare communicators and business leaders in facing the worst. As Linda rightly points out, communication is a thought process and needs to be practised." - Tony Fernandes, Group CEO, AirAsia Group Do you ever wonder why an airline's communication strategy can crash and burn in a crisis? A lack of understanding an acceptable aviation communication strategy can, in this fast world of social media, ruin a company's credibility in the aviation industry. Aviation Communication: Strategy and Messages for Ensuring Success and Preventing Failures is the first go-to book to reveal to everyone in the aviation industry how to stop an organization's communication strategy from becoming the tragedy-after-the-tragedy that we've seen so often. In such instances, after the media go home, the economic, political, regulatory, and legal effects can linger for years. The strategies and messages in this book show how to prevent this along with the ultimate safety net used by those who have been successful. Readers will learn to prevent catastrophic communication mistakes with strategic templates for a wide array of scenarios, as well as 25 specific techniques that give the actual words to use to deliver the book's messages and reveal the safety net of the 4-point formula that organizations with successful strategies have used. USE CODE A015 FOR 20% DISCOUNT AT CHECKOUT Purchase your copy here: https://www.routledge.com/9781138624825 Back to Top Back to Top GRADUATE RESEARCH SURVEY Dear Aviation Professionals, My name is Marta Delbecchi. I am an MSc student in Organisational Psychiatry and Psychology from King's College London, andas part of my degree requirements I am conducting a research study entitled: The wellbeing of air, marine and rail accident investigators. I am carrying out this research study with the support of Cranfield University's Safety and Accident Investigation Centre. I am looking for current or retired civil air accident investigator to complete an online survey. The purpose of the survey is to learn more about the health and wellbeing of personnel who investigate the causes of accidents and serious incidents in the air, marine, and rail transportation modes. Your participation would be a very important contribution to the current paucity of scientific literature and understanding concerning the psychological and emotional wellbeing of accident investigators. Completing the survey should take no more than 35 minutes of your time and participation in this research study is entirely voluntary and anonymous. All your responses will be treated in the strictest confidence, and you will be able to withdraw from the survey at any time. If you are able to assist by completing the online survey then please email me directly at marta.delbecchi@kcl.ac.uk and I will forward you an information sheet and a link to the survey. Thank you for your kind consideration, Marta Delbecchi Department of Psychosis Studies, PO63 Institute of Psychiatry, Psychology and Neuroscience King's College London De Crespigny Park London SE5 8AF Back to Top Call for Nominations For 2019 Laura Taber Barbour Air Safety Award ALEXANDRIA, Va. -- The Laura Taber Barbour Air Safety Foundation is now accepting nominations for the 2019 Laura Taber Barbour Air Safety Award, honoring a leader in global aviation safety. The Award will be presented during the 72nd Annual International Air Safety Summit, taking place Nov 4-6 in Taipei, Taiwan. Presented since 1956, the Laura Taber Barbour Air Safety Award recognizes notable achievement in the field of civil or military aviation safety in method, design, invention, study or other improvement. The Award's recipient is selected for a "significant individual or group effort contributing to improving aviation safety, with emphasis on original contributions," and a "significant individual or group effort performed above and beyond normal responsibilities." Mechanics, engineers and others outside of top administrative or research positions should be especially considered. The contribution need not be recent, especially if the nominee has not received adequate recognition. Nominations that were not selected as past winners of the Award can be submitted one additional time for consideration. Please note that self-nominations will not be considered. The Laura Taber Barbour Air Safety Award's story dates back 74 years. On April 14, 1945, after visiting family in Pittsburgh, Laura Taber Barbour was aboard a Pennsylvania Central Airlines DC-3 when it crashed into the rugged terrain of Cheat Mountain near Morgantown, West Virginia. All passengers and crew were killed. In the years following, her husband, Dr. Clifford E. Barbour and son, Clifford E. Barbour, Jr., established the Laura Taber Barbour Air Safety Award in her honor. The Award Board, composed of leaders in the field of aviation, meets each year to conduct a final review of nominees and selection of the current year's recipient. Please help us honor this year's most deserving recipient. Nominations, including a 1-2-page narrative, can be submitted via the Laura Taber Barbour Foundation website at http://ltbaward.org/the-award/nomination-form/. Nominations will be accepted until May 10, 2019. For more information, including a complete history of Award recipients, see www.ltbaward.org. ABOUT THE LAURA TABER BARBOUR AIR SAFETY AWARD: The Award was established in 1956 through early association with the Flight Safety Foundation and from its founding has enjoyed a rich history of Award Board members, nominees and Award recipients. In 2013, the non-profit Laura Taber Barbour Air Safety Foundation was formed from members of the Award Board, the aviation community and the Barbour family. As the foundation plans to broaden the scope of its intent, with great purpose, the Laura Taber Barbour Air Safety Award will continue to spotlight those champions who pioneer breakthroughs in flight safety. CONTACT: Philip Barbour, 205-939-1700, 205-617-9007 Curt Lewis