Boeing 737 MAX Dinyatakan Aman Terbang oleh Regulator Penerbangan Eropa

Boeing 737 MAX Dinyatakan Aman Terbang oleh Regulator Penerbangan Eropa

ejak insiden yang menimpa Boeing 737 MAX Lion Air dan Ethiopian, pesawat tersebut dilarang terbang di seluruh dunia. Namun, hari ini Boeing akhirnya mendapat kabar positif setelah sekian lama.

Melalui BloombergEuropean Union Aviation Safety Agency (EASA) atau regulator penerbangan Eropa telah menyatakan puas atas perkembangan yang dilakukan oleh Boeing untuk pesawat Boeing 737 MAX.

Meski demikian, bukan berarti Boeing 737 MAX akan segera terbang dalam waktu dekat. EASA melalui Executive Director-nya, Patrick Ky, menyatakan bahwa Boeing 737 MAX dinyatakan aman dan bisa kembali terbang sebelum tahun 2020 berakhir.

Saat ini EASA sedang menyiapkan dokumen final untuk sertifikasi kelayakan terbang yang seharusnya akan rampung bulan depan. Kemudian komentar dari publik akan dikumpulkan selama periode 4 minggu. Barulah setelah itu di bulan Desember 2020, Boeing 737 MAX bisa kembali mengudara di langit Eropa.

Boeing 737 MAX 8 milik Garuda Indonesia. Foto oleh Ikhwan Hidayat

Boeing 737 MAX Dituntut Lebih Baik

Meski sudah dinilai layak terbang, namun EASA nampaknya tidak akan puas dengan perkembangan saat ini. Kedepannya, EASA juga mengharapkan perkembangan lanjutan untuk Boeing 737 MAX. Spesifiknya, sistem sensor sintetis ketiga akan dipasang untuk meningkatkan level keamanan dari pesawat tersebut.

Pada insiden terjatuhnya pesawat Lion Air & Ethiopian, sistem sensor angle-of-attack (AOA) pada kedua pilot mengalami malfungsi. Sensor sintetis ketiga tersebut akan menjadi fitur back-up yang membantu pilot untuk melihat apakah pesawat mengarah ke atas atau ke bawah.

Disebutkan bahwa perlu waktu 2 tahun untuk mengembangkan sensor tambahan tersebut, yang mana akan diwajibkan pada varian terbesar Boeing 737 MAX 10 yang akan mulai beroperasi di tahun 2022.

Penutup

Regulator penerbangan Eropa telah memberikan lampu hijau untuk pesawat Boeing 737 MAX. Kemungkinan besar kita bisa melihat pesawat tersebut mulai terbang di langit Eropa sebelum tahun 2021. Melihat perkembangan positif tersebut, tidak menutup kemungkinan pesawat tersebut akan turut mendapat sertifikasi & kembali terbang juga di benua lain.

Ketika kembali terbang, saya cukup percaya bahwa Boeing 737 MAX akan menjadi salah satu jenis pesawat teraman. Wajar saja mengingat banyaknya uji coba dan regulasi baru yang harus dipenuhi oleh Boeing. Meski masih ada keraguan, saya pribadi tidak masalah untuk terbang di pesawat tersebut.

Link: https://pinterpoin.com/boeing-737-max-aman-terbang-eropa/

European Air Safety Agency maintains ban on PIA flights

The European Air Safety Agency (EASA) has rejected the appeal of Pakistan International Airlines (PIA) for resumption of flights, instead deciding to extend the ban on PIA flights till December 31, 2020. However, the extension in the ban is conditional on the measures taken by Pakistan’s civil aviation, Business Recorder reported on Thursday.

The European Air Safety Agency (EASA) had issued a six-month ban on all PIA flights to Europe on July 1. The United Kingdom and the USA also followed suit banning all PIA flights. These bans came after the inquiry report regarding the crash of PIA flight 8303, operated by Airbus A320 came out.

Earlier, in June, Aviation Minister Ghulam Sarwar also said that 260 of 860 Pakistani pilots, including 141 PIA pilots, never sat for the exams and that their licenses were fake, which also culminated to PIA’s woes.

Link: https://profit.pakistantoday.com.pk/2020/08/13/european-air-safety-agency-maintains-ban-on-pia-flights/

Pitot-Static Issues After Storage due to the COVID-19 Pandemic

Safety Information Bulletin Airworthiness – Operations
SIB No.: 2020-14
Issued: 05 August 2020

Publications:
EASA Guidance: Return to service of aircraft from storage in relation to the COVID-19 pandemic.


Applicability:
All aircraft that have been stored due to the COVID-19 pandemic, continuing airworthiness management organisations (CAMOs), maintenance organisations (MOs), and competent national airworthiness authorities (NAAs).


Description:
The aviation world has been heavily hit by the COVID-19 pandemic and an unprecedented number of aircraft has been grounded. This situation has caused severe financial pressure on air operators, as well as on their service providers. Gradually, the travel restrictions in and between countries are being lifted and operators are preparing to resume passenger flights. This requires first of all that the aircraft that were put into storage for weeks or months, are being restored to an airworthy condition.


EASA has noticed an alarming trend in the number of reports of unreliable speed and altitude indications during the first flight(s) following the aircraft leaving storage, caused by contaminated air data systems. This has led to a number of Rejected Take-Off (RTO) and In-Flight Turn Back (IFTB) events. Most of the reported events concerned the accumulation of foreign objects, such as insect nests, in the pitot static system. This contamination caused obstruction of pitot probe and static port orifices, in some cases on multiple systems, even when the covers were installed. The risk of such contamination was increased, if the aircraft storage/de-storage procedures were not completely or improperly applied at the beginning, during or at the end of the storage period.


Pitot static systems provide flight critical air data information, and it is very important that the maintenance instructions of the TC holders and/or design approval holders are strictly applied. Careful planning and application of all required maintenance and the required resources by the responsible organisations is essential.


At this time, the safety concern described in this SIB is not considered to be an unsafe condition that would warrant Airworthiness Directive (AD) action under Regulation (EU) 748/2012, Part 21.A.3B, nor Safety Directive (SD) action under Regulation (EU) 965/2012, Annex II, ARO.GEN.135(c).

Recommendation(s):
CAMOs and MOs are recommended to carefully follow the maintenance instructions for cleaning and inspecting the pitot static system during the return back to service of aircraft, including new and recently updated guidance/recommendations from the TC holders and/or design approval holders.
If it is suspected that there could be contamination of the air data system/pitot static probes, CAMOs and MOs should assess, if the maintenance instructions are adequate to the situation, contacting the TC holders and/or design approval holders for further instructions, as necessary.


Competent NAAs are recommended to inform, question, support and monitor the organisations under their safety oversight, and consequently to adapt their oversight of the above aspects, as necessary, during these particular circumstances.
CAMOs and MOs are also strongly recommended to consider the above referenced EASA Guidance on ‘Return to service of aircraft from storage in relation to the COVID-19 pandemic’.


Contact(s):
For further information contact the EASA Programming and Continued Airworthiness Information Section, Certification Directorate, E-mail: ADs@easa.europa.eu.

Skills and Knowledge Degradation

The decline in traffic during the COVID-19 pandemic has negatively impacted the skills and knowledge of some aviation professional due to a period of inactivity or not having the chance to work at all.  This article will help you to do the following: 

  • Understand the different aspects of skills and knowledge degradation. 
  • Consider how this might impact yourself or your organisations. 
  • Integrate the industry best practices to reduce the risks and help your return to operations.    

This 3-4 minute read is a collaborative safety article developed by colleagues and experts from AESA Spain, Bologna Airport, Eurocontol, FAA, NLR and Thales.

Recent experience

Understanding the contributory factors

Regardless of where you work in aviation or the people whose safety you are responsible for, the COVID-19 pandemic has undoubtedly had an impact on the skills and knowledge of personnel working in the aviation industry. An EASA collaborative group involving NAAs and industry have been working to help understand the problem and provide some best practices that can help reduce the risks. 

The group identified the main contributory factors to be:

  • Lack of Recency: The drastic reduction in traffic means that most aviation professionals are not performing their normal tasks, sometimes they are doing a substantially different job, and sometimes not working at all or at a substantially reduced frequency. The extended period of low recency is both long and affects far more people and organisations at the same time than ever before, which means it is not comparable with more familiar low-recency situations, such as individual sick leave, maternity leave, and extended holidays.
  • Lack of Training:  With widespread lockdown restrictions, simulator and classroom based training ground to a halt during the shutdown period. While organisations are making the effort to ramp up training activity, they face a multitude of challenges ranging from the closure of training centres, lack of simulators, and lack of available instructors and trainers whose instructional knowledge may have also eroded during this period. As a result, refresher and/or recurrent training that has been identified as necessary is taking place at a pace which is insufficient to cope with the predicted traffic increase for this summer season. Furthermore, new or updated procedures have been developed to cope with the changes in operations. With the aforementioned training constraints, aviation professionals may not be effectively trained in the updated systems and procedures upon their return to work.

Review and update your procedures based on the new situation – train accordingly

Leaving existing training programmes as they are is not an effective way to cope with the skills and knowledge degradation during this exceptional period. Not only have staff potentially spent a considerable period of time away from the operation but there are also many new or updated procedures that have been introduced as a result of the pandemic.

Regardless of the domain you work in or the type of activity that you are doing, it is important that you review your existing procedures and update them based on the latest situation if you have not done so already. 

Of course when you change something you need to train your staff in the new/updated procedures. This should be followed up with periodic safety performance checks to verify how things are working in the real world of your operation and backed up by internal audits to ensure that the procedures are fit for purpose and are actually being carried out by your staff. The more you explain the need for any changes you have implemented the more likely they are to be adopted – even better, make sure to involve operational staff in developing any new procedures and training material as early as possible. 

Proposed best practices which are applicable to all aviation domains

The EASA-led Task Team comprising safety experts from different aviation domains have proposed the following best practices which you can consider to address proficiency decay and lack of recent experience within a workforce.

These best practices may not be applicable to all organisations, thus it is important to take your organisation’s nature of operations and key challenges into account when considering which best practices to adopt.

  • When personnel are on furlough or long-term leave
    • Communicate changes to furloughed personnel or personal on long-term leave, to avoid overwhelming personnel with information immediately before they return to work.
    • Maintain training activities during lockdown and low traffic levels when possible.
    • Promote digital/remote training and use webinars to update staff on critical training areas.
    • Introduce periodic refresher training and integrate new or changed operations early in refresher training.
  • When preparing personnel to return to work
    • Ensure gradual return to normal operations to allow for re-familiarisation.
    • Identify which skills and job functions are most at risk, and provide tailored training where possible.
    • Stimulate and facilitate mental rehearsal, in formal training, self-training and operations briefings/preparation.
    • Introduce self-reflection and -assessment programs to detect/prevent over- and under-confidence.
    • Introduce mandatory pre-shift briefings to update personnel of recent and on-going changes.
    • Increase supervision and support staff as much as possible.   
  • Other best practices for organisations and National Aviation Authorities (NAAs)/National Supervisory Authorities (NSAs)
    • Postpone planned changes to equipment and procedures which are not critical or relevant to the pandemic.
    • Risk-based assessment should be conducted for deviations from existing training programmes. It is also important to ensure that the deviations are still in line with existing regulations and/or exemptions.
    • NAAs/NSAs to ensure that exemptions are issued only after risk assessments have been conducted.
Pilot experience

Next steps

The task team is now working on additional information to help you understand safety issue further by developing more information on the following areas:

  • Risk mechanism of proficiency decay
  • Factors affecting proficiency decay

Sector-specific proficiency decay considerations

We will shortly add more information for each of the different domains and aviation professional groups:

  • Aerodrome Operator and Ground Handling Staff
  • Air Traffic Control Officers
  • Cabin Crew
  • Commercial Flight Crew
  • Maintenance Engineers

It is important to be aware of the compounding effect of the degradation of skills across the different types operations. Although each type of operation must address its unique proficiency decay risks, they must also consider how risk may affect adjacent operations. The interaction of risk from the different domains inevitably contributes to the weakening of safety barriers of the European aviation industry as a whole when viewed from a systems perspective. Thus, it is in aviation community’s interest to address this safety issue across the different domains in a concerted manner to manage the risk factors stemming from the respective domains.

Link: https://www.easa.europa.eu/community/topics/skills-and-knowledge-degradation

EASA publishes Annual Safety Review 2020

31 July 2020

As an overview of the safety situation in aviation in Europe, EASA published the 2020 edition of its Annual Safety Review (ASR).
The ASR identifies the most important safety challenges faced in European aviation today and supports the decision making for the next edition of the European Plan for Aviation Safety (EPAS) to further improve aviation safety and environmental protection throughout Europe.

Link: https://www.easa.europa.eu/document-library/general-publications/annual-safety-review-2020

Link: https://news.aviation-safety.net/2020/07/31/easa-publishes-annual-safety-review-2020/

Link: https://www.easa.europa.eu/domains/safety-management/european-plan-aviation-safety