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 Flight Safety Information |
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 Flight Safety Information |
June 27, 2017 - No. 128 |
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Incident: Thomas Cook Scandinavia A332 near Shannon on Jun 26th 2017, dropped high speed tape in flight, low engine oil pressure
| By Simon Hradecky, created Monday, Jun 26th 2017 16:33Z, last updated Tuesday, Jun 27th 2017 10:23Z
A Thomas Cook Airlines Scandinavia Airbus A330-200, registration OY-VKF performing flight MT-2652 from Manchester,EN (UK) to Holguin (Cuba) with 322 people on board, was enroute at FL380 about 190nm west of Shannon about to enter the Oceanic Crossing when the crew advised of a minor technical problem and requested to hold to enter a hold, the controller instructed the flight to turn left onto a heading of 180. The crew subsequently decided to return to Manchester. The aircraft landed on Manchester's runway 23R about 80 minutes after the first advise of a minor technical problem, the left hand winglet was missing from the aircraft.
A passenger reported the winglet had been removed before flight and maintenance had taped the wing tip up, however, the tape departed the aircraft in flight.
Other passengers reported the crew announced there was an oil leak.
According to information The Aviation Herald received the left hand engine (Trent 772) suffered low engine oil pressure.
The airline reported the aircraft returned to Manchester due to a suspected technical problem, a low engine oil indication, unrelated to the wing tip.
The aircraft has been seen operating without its left winglet at least since May 22nd 2017. It is being said that the aircraft collided with a hangar door causing the winglet to be removed from the aircraft. The aircraft is safe to be operated under minimum equipment list requirements with one winglet missing and the wing tip being taped, a higher fuel burn is to be anticipated.
The aircraft seen landing without left winglet on May 22nd 2017 (Video: AviationUpClose):
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http://avherald.com/h?article=4aad7348&opt=0
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Incident: Malindo B739 near Delhi on Jun 25th 2017, engine shut down in flight
| By Simon Hradecky, created Monday, Jun 26th 2017 13:19Z, last updated Monday, Jun 26th 2017 13:19Z
A Malindo Air Boeing 737-900, registration 9M-LNF performing flight OD-132 from Lahore (Pakistan) to Kuala Lumpur (Malaysia), was enroute at FL350 about 150nm southeast of Delhi (India) when the right hand engine (CFM56) failed and seized prompting the crew to shut the engine down, turn around and divert to Delhi, where the aircraft landed safely on runway 10 about 40 minutes later.
A postflight inspection revealed the Accessory Gear Box had fractured causing a tear and a crack of the gear box casing as well as low engine oil pressure and seizing the engine.
The occurrence aircraft is still on the ground in Delhi about 19 hours after landing.
The tear in the gear box case:
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http://avherald.com/h?article=4aad5c8d&opt=0
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Incident: Eastern Australia DH8C at Adelaide on Jun 23rd 2017, smoke in cockpit
| By Simon Hradecky, created Monday, Jun 26th 2017 13:03Z, last updated Monday, Jun 26th 2017 13:03Z
An Eastern Australia de Havilland Dash 8-300 on behalf of Qantas, registration VH-TQH performing flight QF-2272 from Port Lincoln,SA to Adelaide,SA (Australia), was on final approach to Adelaide's runway 23 when the crew detected smoke in the cockpit, declared emergency, continued for a safe landing on runway 23, vacated the runway and performed a rapid disembarkation on the adjacent taxiway.
The ATSB rated the occurrence an incident and opened an investigation estimated to conclude by Nov 2017.
The occurrence aircraft remained on the ground for 17 hours, then resumed service.
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http://avherald.com/h?article=4aad5ac1&opt=0
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Pilots fight for better fatigue management for sake of air safety
INADEQUATE pilot fatigue regulations have led to a situation where the same pilots are being used to fly from Sydney to Perth and back again in less than a day.
The Australian Federation of Air Pilots is leading the charge to improve conditions, and has urged the Civil Aviation Safety Authority to get tough on the issue.
Despite introducing new regulations for pilot fatigue in 2013, the implementation by existing operators has been held up by a pending external review.
AFAP president David Booth said delaying the new guidelines was "bad news for air safety, bad news for the travelling public and bad news for pilots".
"The only way to manage pilot fatigue is by providing pilots with decent rosters that are not unduly fatiguing," said Captain Booth.
"Safe rosters cost money. Many airlines are run by business professionals who do not understand pilot fatigue but do understand cost control."
Passengers count on pilots being very much awake and alert when on the job. Picture: Thinkstock
The AFAP is currently surveying pilots in partnership with the University of New South Wales to get a true picture of the situation in Australia.
One captain responded that one of the toughest rosters involved flying Sydney to Perth from 9.50pm (AEST) to 2.25am (AEST), then returning to depart Perth at 4am (AEST) for an 8.15am arrival in Sydney.
"No (fatigue management) strategies used by the company other than "fly fast to stay within the exemption prescriptive limits"," said the captain who spoke on the condition of anonymity.
"The company is supposed to monitor the controlled rest taken but doesn't."
Those flying from Cairns to Perth and back worked a similar shift from 6.55pm to 6.05am the next morning.
Sydney-Darwin return was another route undertaken by the one flight crew, as was Bangkok to Melbourne with a total flight duty period (including pre and post flight paperwork) of 14 hours and 40-minutes.
No one wants to think their pilots are struggling to stay awake on the job. Picture: Thinkstock
Under current pilot fatigue rules, pilots can be expected to perform 14-hour shifts, although this may be extended to 16-hours in certain circumstances.
In comparison, heavy vehicle drivers are restricted to 12 to 14-hours in a 24-hour period.
New regulations would require airlines to develop fatigue risk management strategies for pilots, limit flying hours in some cases and identify ways to improve the quality of rest breaks.
The main opponent to the new rules is the Regional Aviation Association of Australia, which has 92 ordinary and affiliate members.
In a submission to CASE, RAAA chairman Jim Davis said there was "no need for Australia to have such punitive regulations".
"(There is) not sufficient evidence to justify such changes," wrote Mr Davis.
CASE spokeswoman Amanda Palmer said feedback from industry had delayed the new rules, although some operators had chosen to adopt them.
"The fatigue changes seek to align Australia with international standards, improve safety, and address known risks," said Ms Palmer.
"We recently announced our intention to extend the transition period by a further six months to enable sufficient time for an independent review of the fatigue rules to be carried out and recommendations to be considered."
http://www.dailytelegraph.com.au/travel/travel-news/pilots-fight-for-better-fatigue-management-for-sake-of-air-safety/news-story/9727a3b5ceecf6c86510d6fd3e210659
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Elderly man dies after fall off airplane stairs at Ben Gurion
- The passenger, believed to be in his 90s,
- was disembarking from a flight;
- medics tried to save him
Illustrative photo of an Israir plane on the tarmac at Ben Gurion Airport
An elderly man died Saturday after falling while disembarking from a flight at Ben Gurion Airport, medics said.
The man, believed to be in his 90s, was getting off an Israir flight from Belgrade, Serbia when he fell on the stairs and apparently hit his head.
Magen David Adom medics summoned to the scene tried to revive him, but were unable to save him.
Israir expressed its sorrow for the incident, saying in a statement that "the crew called an ambulance and tried to treat him as best they could."
The airline said that an initial investigation had found no problem with the stairs.
Police were investigating the incident but believed it to be an accident, first reports said.
http://www.timesofisrael.com/elderly-man-dies-after-fall-off-airplane-stairs-at-ben-gurion/
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A new ransomware attack is devastating airlines, banks and utilities across Europe
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A major ransomware attack has brought businesses to a close throughout Europe, in an infection reminiscent of last month's WannaCry attack. The most severe damage is being reported by Ukranian businesses, with systems compromised at Ukraine's central bank, the local metro, and Kiev's Boryspil Airport. Systems were also compromised at Ukraine's Ukrenego electricity supplier, although a spokesperson said the power supply was unaffected by the attack.
The Danish shipping company Maersk has also reported systems down across multiple sites. Isolated users have also reported infections in France and the UK. The virus also reached servers for the Russian oil company Rosnoft, although it's unclear how much damage was incurred.
Got a tip for us? Use SecureDrop or Signal to securely send messages and files to The Verge without revealing your identity.
A researcher for Kaspersky Lab identified the virus as Petrwrap, a strain of the Petya ransomware identified by the firm in March. One recovered sample was compiled on June 18th, suggesting the virus has been infecting machines in the wild for some time. Still, according to a recent VirusTotal scan, only four out of 61 antivirus services successfully detected the virus.
It is still unclear how the virus is spreading and whether, like WannaCry, it exploits novel vulnerabilities to infect new machines. Once infected, each computer instructs the user to pay $300 to a static Bitcoin address, then email the bitcoin wallet and personal ID to a Posteo email address. As of press time, blockchain records showed five transactions to the target wallet, totaling roughly $1443.
The origins of the attack are still unclear, but the involvement of Ukraine's electric utilities is likely to cast suspicion on Russia. Ukraine's power grid was hit by a persistent and sophisticated attack in December 2015, which many attributed to Russia. The attack ultimately left 230,000 residents without power for as long as six hours.
https://www.theverge.com/2017/6/27/15879480/petrwrap-virus-ukraine-ransomware-attack-europe-wannacry
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Unruly passenger forces Boston flight to stop in Denver
DENVER - A flight on it's way to Boston was diverted to Denver on Tuesday morning due to an "unruly passenger".
American Airlines flight 2507 was on its way from Los Angeles to Boston when a disruptive passenger forced the plane to stop in Denver.
The plane, carrying 169 passengers, was on the ground at Denver International Airport for 40 minutes before taking back off for Boston.
Matt Miller, with American Airlines, told NBC Boston "the passenger was taken in to custody by law enforcement official in Denver and they are handling any charges".
No ID on the passenger is available at this time.
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Future of MC-21 revolves around Russian protectionist measures
During a recent meeting with ministers held in the city of Ulyanovsk, Russian Prime Minister Dmitry Medvedev paid a great deal of attention to the expansion of MC-21 sales at home. The solution he suggests is simple albeit unconventional for today's market economies - create favorable conditions for domestic airlines to buy indigenous planes, thus nudging them towards the aircraft designed to compete with Airbus and Boeing models. Is the youngest of Irkut's children destined to grow up in a bubble and never leave the shadow of the big league players?
The MC-21 is what's best for Russian airlines, is a decision made not by the carriers themselves but by the higher-ups, probably years before the maiden flight took place. The recent announcement in Ulyanovsk once again shows that Russia might still be wearing Soviet-era goggles when it comes to developing its aerospace industry.
Here is how Russian protectionism works (or doesn't). The government suggests Russian airlines part ways with their old aircraft and get a hefty discount on the brand new MC-21. The carriers oblige and expand their fleet with some homegrown airliners. This, of course, increases the demand for Russian-made aviation equipment but the demand is limited to... that's right, Russia. So far, Russia has not made strides in competing in foreign markets, even with Iran - a relative friend - being hesitant to choose Russian planes over better-established counterparts from the US and Europe.
Good old Russian bubbles
The unmistakenly protectionist vision of the prime minister goes in line with the import substitution industrialization (ISI) policy, which has deep roots in Russia. Such measures are adopted only by a handful of countries (mostly in Latin America), but government officials in Russia still argue that domestic production should substitute imported goods if possible as it would curb foreign dependency and boost self-sufficiency (not to mention some egos).
The growing prevalence of ISI in Russia is often claimed to be the result of several factors, including, but not limited to: price fall of one of the main exports of the country - oil, consequently, the fall of Russian ruble, economic and trade sanctions imposed by the US and EU as well as Russia's countermeasures to the latter actions - embargo on a massive chunk of imported food product market.
One of the major sectors where Russia has already experimented with ISI is the automotive industry, which indirectly involves more than 2,000,000 workers. To this day, the industry is affected by economic incentives, started in the 2000s, such as reduced customs tariffs for raw materials and components used in the industry. These, however, should soon become a thing of the past, with Russia having to comply with WTO rulings.
Let's not forget Russia's ambitious plan to triple its market share in the sector of commercial aircraft production from the 1% it occupies at the moment. The domestic market, although capable of boosting production rates, will not be enough to hit the target, which is understood by the Russian government itself. The ten-year plan published by the United Aircraft Corporation (the umbrella company of Russia's civil aerospace industry) lists the following drawbacks it faces: outdated production model, low labor efficiency and the lack of private funding. With the clock ticking and the competitors not sleeping, an over-dependence on protectionist measures might not be the best way to play this hand of poker.
The MC-21 is a narrow-body airliner produced by Irkut. The plane will come in two variants, the shortened MC-21-200 seating 132-165 passengers, and the standard MC-21-300 seating 163-211 passengers. The aircraft can be equipped with either indigenous in-development PD-14 or Canadian P&W PW1400G turbofan engines. The MC-21 aircraft are valued at $80 million at list prices.
https://www.aerotime.aero/en/news/19184-future-of-mc-21-revolves-around-russian-protectionist-measures
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FAA Bills Address Supersonic, GA Protections, Stage 3
While debate is centering on air traffic control reform, key committees in the U.S. House and Senate this week are taking up comprehensive FAA bills addressing a host of issues that range from a study of supersonic regulation, Part 135 flight and duty time and a possible long-term phaseout of Stage 3 aircraft.
The House Transportation and Infrastructure Committee is set to consider its six-year reauthorization bill on Tuesday, followed by anticipated Senate Commerce Committee action on its own four-year bill on Thursday.
As expected, the centerpiece of the House bill is the controversial provision to separate ATC from the FAA. That has generated substantial opposition from the business and general aviation community, rural groups and Democrat leaders, but recently received backing of the National Air Traffic Controllers Association.
The Senate bill, lauded by business and general aviation groups as a bipartisan effort that takes a "consensus-driven approach," meanwhile, would increase oversight of NextGen programs but stops short of any structural change of the FAA.
But both bills tackle a number of issues that are important to the industry, including certification and regulatory reform. These reforms were stripped out of the short-term bill that passed Congress last summer, extending FAA's current authorization through the end of September. The reforms look to streamline certification, further expand organization designation authorization, support the restructuring efforts of the Flights Standards Service and encourage stronger international collaboration. They also would create a pilot project to facilitate the expansion of remotely-operated towers and address unmanned aircraft systems and consumer issues.
The Senate bill contains a number of provisions aimed at the general aviation community, including the measures of the recently introduced Flight Act to ease general aviation airport funding. It also includes measures in the Pilots' Bill of Rights 2 bill that also were stripped out of last year's bill.
A number of miscellaneous provisions of note were included, such as a call for FAA to review and report on policies regarding supersonic aircraft over the U.S. This report would identify advancements in design that could mitigate the concerns that led to long-standing restrictions on supersonic aircraft and recommendations "on the laws that would need to be amended to allow the operation of supersonic aircraft over land in the U.S."
Other Senate bill measures address equal treatment of lessees of large and turbine-powered multi-engine aircraft involved in joint ownership and would establish a pilot program to permit limited operation of Stage 2 aircraft for a period of time.
The Senate bill further would require the FAA to provide air traffic services and aviation safety support for aviation events, including airshows and fly-ins, without assessing any fee, tax or other charge. After the federal budget sequestration set in four years ago, the FAA began charging to provide ATC services as events such as the Experimental Aircraft Association's annual AirVenture in Oshkosh, Wisconsin. Under another Senate measure, the FAA would be required to extend the general aviation aircraft registration timeframe to five years.
While the Senate does not seek substantial organizational reform, the Senate bill includes numerous provisions surrounding NextGen, including a call for an assessment of the entire portfolio and priorities, as well as the development of annual performance goals.
As for the Pilots' Bill of Rights 2 measures, most involve protections during enforcements, particularly in the areas of notification and access to data. Also included is a mandate to expedite improvements to the Notam system.
Other miscellaneous provisions in the Senate bill are aimed at general aviation safety, including weather reporting, collaboration of future flight services and an assessment of data needed for Part 135 safety. Further, another measure is designed to facilitate the transition away from leaded aviation gasoline.
While ATC reform is central to the House bill, the proposed legislation also tackles a range of safety and other issues of note to the business and general aviation community, some that are similar to those in the Senate bill. Like the Senate's, the House version seeks to facilitate the transition to unleaded aviation gasoline.
The bill would extend aircraft registration time frame for general aviation aircraft to 10 years. Additionally, it directs a collaborative study on Part 91 oversight, ways to streamline approval processes and ways to reduce the regulatory burden on those operators. A separate provision would review recent reforms made to general aviation certification practices to assess whether it is reducing costs and improving safety, and to see if there are lessons and practices that can be applied to other certification areas.
Another measure seeks better coordination to reduce conflicts that might be involved with airshows. Protections for the contract power program are included, as is a measure designed to make it easier for individuals to build their own recreational aircraft at airports.
The bill would call for an aviation rulemaking committee to make recommendations about Part 135 flight and duty time regulations and then call on the FAA to launch rulemaking based on those recommendations. The House bill also will address the flight-sharing issue, calling on the FAA to release "in a clear and concise format" guidance on how pilots can legally share expenses with passengers and also calling on the Government Accountability Office to report on the rationale behind federal policies in this area.
The future of Stage 3 also would be evaluated under the House bill. The provision seeks a review of the benefits and impact that would result from a phaseout of Stage 3 aircraft.
https://www.ainonline.com/aviation-news/business-aviation/2017-06-26/faa-bills-address-supersonic-ga-protections-stage-3
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Pentastar Aviation's Schmidt Steps In as New NATA Chair
Pentastar Aviation president and CEO Greg Schmidt has been elected chairman of the board of directors for the National Air Transportation Association. He succeeds Priester Aviation president and CEO Andy Priester. Schmidt, who joined Pentastar in 2008 and has led the company for the past four years, has served on the NATA board since 2013 and previously held the positions of treasurer and vice chairman.
Other NATA officers include Ross Aviation president and CEO Jeff Ross as vice chairman and McClellan Jet Services senior v-p Scott Owens as secretary. Hill Aircraft and Leasing Corporation CEO Guy Hill, who was re-elected to another term, is treasurer.
Also re-elected to another term is Curt Castagna of Aerolease Group. In addition, four new members were added to the board: Randall Berg, airport director for King County International Airport; Dennis Fox, senior v-p, flight operations for Executive Jet Management; Larry Jorash, senior v-p operations for Signature Flight Support; and Larry Wade, president and partner for Golden Isles Aviation.
"It is critical that the board of directors guides the association, ensuring continued economic growth and financial viability, while reinforcing that safety is the highest priority for all of its members," said NATA president Martin Hiller. "NATA's board of directors comprises the finest leaders representing all areas of general aviation."
https://www.ainonline.com/aviation-news/business-aviation/2017-06-26/pentastar-aviations-schmidt-steps-new-nata-chair
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Possible sale of Boeing C-17 aircraft to India approved: Pentagon
The U.S. State Department has approved the possible sale to India of one Boeing C-17 transport aircraft, with an estimated cost of $366 million, a Pentagon agency said on Monday.
The Defense Security Cooperation Agency said in a statement it notified Congress on Monday of the sale, which includes four turbofan engines, a missile warning system, a countermeasures dispensing system and an identification friend or foe transponder.
https://www.reuters.com/article/us-boeing-pentagon-india-idUSKBN19H2FT
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How to Become a Factory Demonstration Pilot
Using piloting skills to pitch a product.
A factory demo pilot travels the world, showcasing airplanes to prospective customers and their representatives.
Textron Aviation
A factory demonstration pilot, or "demo" pilot, travels the world, showcasing airplanes to prospective customers and their representatives. Manager of Textron Aviation's ProOwnership program, Brandy Hearting - herself a former demo pilot for the company's piston, turboprop and turbine products - hires pilots who may transition into these positions. She explains this exciting career.
What does a factory demonstration pilot's job entail?
Factory demo pilots familiarize potential customers with an aircraft, primarily in demonstration flights but also at aviation events where the aircraft are displayed. The customer may be a pilot or, if it's an executive demonstration, sit in the cabin. Executive demos often involve replicating a trip the prospect regularly flies. Demo pilots' work involves significant travel and may take them anywhere in the world.
Who hires these pilots, and what are the academic and certification requirements?
Every aircraft OEM hires demonstration pilots, a designation that usually appears somewhere on their business cards. A bachelor's degree is usually required. Among those with aviation degrees, OEMs prefer management and nontechnical degree grads over those with aeronautical science or engineering diplomas, Hearting says. (The latter are more suited for factory test pilot positions.) Pilots must have commercial ratings and all certifications for the platform they operate.
What additional qualities do OEMs look for?
"Customer focus has to be above and beyond what you would anticipate in other flying roles," Hearting says. "Interpersonal skills are very, very high on the list of considerations. It's the ability to build relationships with customers." Also, flight instruction experience "is very valuable," as it demonstrates an ability to communicate effectively as an educator.
Brandy Hearting
Brandy Hearting, manager of Textron Aviation's ProOwnership program
Textron Aviation
How are demo pilots trained?
Training varies among OEMs, but aspirants usually serve in other piloting functions where they develop knowledge of company products before transitioning to the demo pilot role. Textron has pilot development programs and is currently seeking entry-level pilots - CFIs with 500 hours of flight time - for positions in its single-engine piston group, putting hires on career paths that include demo pilot opportunities.
Are networking opportunities or internships available?
Aviation events where OEMs display aircraft provide great places to network and make contacts. "I encourage folks to attend airshows, NBAA regional events, Sun 'n Fun, and Oshkosh," Hearting says. "Introduce yourself to the demo pilots and let them know you're interested in coming to work."
Major OEMs, Textron included, have internship programs that provide exposure to a variety of functions and are invaluable as stepping stones to employment, which for pilots can include career paths to demo positions.
What are the salaries and advancement options?
Compensation varies widely. The median annual wage for commercial pilots in the U.S. was just over $76,000 in 2015, according to the Bureau of Labor statistics, but the top 10 percent earned more than $148,000. Demo pilots may advance into a variety of management positions, either within flight departments or other areas. These jobs usually involve less flying, but managers typically stay current on some of the company's products, Hearting says.
See factory pilot career opportunities here.
http://www.flyingmag.com/how-to-become-factory-demonstration-pilot
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