Nose Gear Collapse Filmed By FOD Detection System (Beechcraft Queen Air 4X-DZY)
Nose Landing Gear Collapse Filmed By FOD Detection System (Beechcraft Queen Air 4X-DZY at Tel Aviv) An automated FODetect runway foreign object debris (FOD) detection system, built by US company Xsight Systems, captured footage of Israeli Beechcraft 65-B80 Queen Air 4X-DZY suffering a nose landing gear collapse at Tel Aviv’s Ben Gurion International Airport on 27 July 2013. The presence of fire engines and the late lowering of the nose indicate that the failure of the nose gear to lock had already been detected. Everyone on board was able to evacuate the aircraft successfully. Xsight sold FODetect to the Israeli Airports Authority in 2011: The FODetect®, a unique hybrid optical-radar sensing system, will be used to automatically detect FOD at Ben-Gurion International Airport (BGIA) in Tel Aviv, Israel. The selection of Xsight’s system places BGIA among the leading airports to adopt this automatic FOD detection technology. The IAA’s selection of the FODetect® system for BGIA followed a rigorous two year evaluation process. The IAA determined that the Xsight FODetect® system is the best fit to the airport’s runway performance requirements. Furthermore, the IAA is confident that the FODetect® system will reduce the risk of FOD damage to aircrafts and thus increase flight safety for all passengers & cabin crew members alike. The FODetect® system provides an effective FOD detection solution so that risky and costly damages incurred from FOD can, to a high degree of probability, be avoided. Continuous in-between-movement scanning of the airport runways by the FODetect® system allows for the immediate detection and removal of FOD from active runways. The FODetect® system utilizes unique hybrid high resolution optical-radar sensing technology to effectively detect the object, alert the operator and classify the FOD . Various FOD material types and sizes are reliably detected in most situations including in harsh weather and operating conditions. According to Boeing: Foreign object debris (FOD) at airports includes any object found in an inappropriate location that — as a result of being in that location — can damage equipment or injure airplane or airport personnel. The resulting damage is estimated to cost the aerospace industry $4 billion a year. The most high profile runway FOD accident was the loss of an Air France Concorde in 2000, after a tyre disintegrated after contact with debris from a prior aircraft, resulting into significant damage to a fuel tank. Variants of this system are also in use at Paris Charles de Gaulle, Boston Logan International and Bangkok Suvarnabhumi International with Seattle-Tacoma to go live later this year. Aviation Week and Space Technology reports: In addition to scouring a runway approximately every 60 sec. for FOD (FODetect) compared to several times a day by ground crews, new applications include measuring snow depth, runway temperature and contamination (SnowWize), and detecting birds and remotely harassing out of the area with a blast from co-packaged speakers (BirdWize). Last but not least, there is ViewWize, an application that turns the system into a video monitoring asset for situations like the Queen Air prang. UPDATE 28 July 2015: Dubai is also introducing new technology, in their case iFerret from Stratech. The two Dubai occurrences mentioned: A310 S2-ADE 2007 and B777 A6-EWC 2010. UPDATE 8 February 2017: The US Air Force is evaluating technology developed by Israeli company Xsight Systems to rapidly detect damage to runways at air bases outside the USA. Aerossurance has extensive air...
read moreHeli-Expo 2015 ‘Super Medium’ Photo Report
Heli-Expo 2015 ‘Super Medium’ Photo Report Amongst the news from the HAI Heli-Expo in Orlando on the new super-medium category of helicopters: Bell 525 The Bell Helicopter stand featured a mock-up of the 525 Relentless. Bell signed a letter of intent for 20 with Waypoint Leasing. Waypoint’s Chief Executive Officer Ed Washecka said: We are pleased to sign this agreement with Bell Helicopter, which will provide us with cutting-edge and versatile aircraft that we believe offer an attractive value proposition for operators worldwide. I think this year especially with oil prices coming off as much as they have, it will be tougher for some oil companies to make commitments. On the other hand it may accelerate the drive to phase out some of the older-technology aircraft that are potentially candidates to be replaced with aircraft like the Bell 525, the AgustaWestland AW189, the Airbus Helicopters EC175. Aerossurance has previously discussed the Fly-By-Wire (FBW) system being developed for 525. https://www.youtube.com/watch?v=7EAsvAsQRQ4 The first flight of the 525 has previously been reported to have slipped from Q4 2014 until at least ‘Q1 2015’. It is not clear from Heli-Expo if a further slippage is likely or if the first flight is just days away. It will be interesting to see if the Airbus Helicopters‘ new medium the H160 (formerly the X4) flies first, as both aircraft types first prototypes had their first electrical ‘power on’ close together. Airbus Helicopters H175 The Airbus Helicopters H175, formerly marketed as the EC175, was represented by an aircraft in the colours of launch customer, NHV. The main show news for the H175 was that Bristow Group raised its total firm orders for H175 to 17 and critically also signed a comprehensive support services agreement. Deliveries of the will begin in October 2016 for oil and gas operations. Jonathan Baliff, President and CEO of Bristow Group said: I issued a challenge to the industry at Helitech a few months ago. As Bristow purchases helicopters in larger volumes, we look to partner with aircraft manufacturers who will step up to more comprehensive airline-style purchase and support agreements. We commend Airbus Helicopters for being the first partner to proactively share risk and responsibilities and commit to work closely with Bristow throughout the entire lifecycle of aircraft ownership. Aerossurance previously discussed Bailiff’s Helitech comments in October which show Bristow are increasingly going to use its buying power to leverage through life support advatages. They also indicate that the efforts Airbus Helicopters put in after the EC225 (now H225) shaft failures (discussed by Aerossurance last June when the accident report was published) have been appreciated. They are particularly intriguing as while the Bristow has vowed to reduce the total number of types in their fleet, they are investing in both the H175 and AW189 (which they are the lead customer for both the transport and SAR variants) super-mediums. This order is presumably also sending a signal to other manufacturers in the run up to future purchases. NHV report positive early performance with the H175, after they received their first two aircraft in December and deployed them to Den Helder in the Netherlands. After delivery, according to Pieter Broos, NHV base manager in Den Helder: …we performed at least two commercial flights and a couple of training flights each day. Flight hours rose, the number of flights increased, and we built both the operational and technical experience of the team. It...
read moreTechnical Records – Component Overrun
Technical Records – Component Overun In its February 2015 General Aviation Mandatory Occurrence Report (MOR) Listing, the UK Civil Aviation Authority (UK CAA) summarises an MOR from a twin turboprop operator’s Continuing Airworthiness Management Organisation (CAMO). This MOR is a neat case study on technical record errors and how one CAMO now tries to prevent them. On preparing to send the log card to stores for NLG Retraction Jack, the engineer noticed that the last overhaul date on the log card was 24/9/08, more than 6 years ago. The overhaul EASA Form One is dated 25/9/08, verifying the log card. The part has a 12000 cycle/6 year overhaul life, meaning the next overhaul was due in September 2014. The Retraction Jack was removed from the aircraft in February 2015, and the overhaul therefore went overdue by approximately 5 months. The ’cause’ would appear to be the overhaul of the retraction jack being incorrectly claimed on the maintenance database from the date of first fit, 1st April 2009, rather than the date of overhaul. This would have led planning to work on the assumption that the overhaul was due by 31st March 2015, as forecast. Since 2012 [a] procedure, has been introduced for all critical components to be checked by a second member of the tech records department post fitment. This procedure should discover any errors like that made in this case, in time to rectify them before a maintenance activity is due. Therefore this is unlikely to reoccur for any critical components fitted since the procedure was introduced. It is also noticeable that this organisation had anticipated this type of error and had proactively changed its procedures already. Aerossurance has previously written about Professor James Reason’s 12 Principles of Error Management. Aerossurance is pleased to sponsor this Royal Aeronautical Society (RAeS) Human Factors Group: Engineering conference on 12 May 2015 at Cranfield University: Human Factors in Engineering – the Next Generation For support you can trust on preventing maintenance errors, continuing airworthiness management and safety assurance, contact aviation consultancy Aerossurance: enquiries@aerossurance.com Follow us on LinkedIn and on Twitter @Aerossurance for our latest...
read moreFrench TV Helicopter Accident in Argentina
French TV AS350 Helicopter Accident in Argentina (UPDATED with final accident report) The mid air collision of two Airbus AS350 (H125) helicopters on 9 March 2015 resulted in the death of all 10 people on board during the filming of a French TV programme, Dropped, for TF1 in Argentina. The accident highlights the importance of risk assessment, planning and preparation for any aerial activity. Two AS350s were involved, both from different local government bodies: LQ-CGK and LQ-FJQ. At least one is reported to have been a Helicopter Emergency Medical Service (HEMS) aircraft loaned to the film makers. Of the 10 people onboard, 3 were French sports stars, 5 French TV personnel and two local pilots. The accident happened near Villa Castelli in La Rioja province in north-west Argentina. The area is in the foothills of the Andes and is about 1300m above sea level. The Bureau d’Enquêtes et d’Analyses (BEA) has issued a statement: The BEA has been notified of the accident that occurred between two Airbus Helicopters AS 350’s in the province of Rioja in Argentina yesterday, Monday 9 March. The two helicopters, registered respectively LQ-FJQ and LQ-CGK, had eight French passengers and two Argentinian pilots on board. In accordance with international provisions the BEA, representing the State of Design and Manufacture of the helicopters, will participate in the Safety Investigation that has been initiated by its Argentinian counterpart, the JIAAC (Junta de Investigación de Accidentes de Aviación Civil). Two investigators from the BEA, accompanied by a technical adviser from Airbus Helicopters and a technical adviser from Turbomeca, are travelling to Argentina today. Flight International have commented on video footage of the accident. Time have published a piece critical of the production company and French reality TV in general. https://www.youtube.com/watch?v=u1iKgZzPyXU UPDATE 22 June 2015: NTSB has issued a report on another fatal accident, this time a Loss of Control – Inflight at night, while filming a reality television show for the Discovery Channel, involving Bell 206B N59518 in California 0n 10 Feb 2013: NTSB faults pilot, inspector in reality TV helicopter crash. The filming was organised by the production company EyeWorks USA, which has since rebranded itself as 3 Ball Entertainment. UPDATE 10 August 2015: In the case of the US accident, it is now reported that an out of court settlement has been reached. UPDATE 24 August 2015: Another accident has occurred in the US and is covered in an article that looks at safety in TV. UPDATE 13 December 2015: Another TV helicopter accident in Argentina is reported: MTV helicopter crash kills two in Argentina JIAAC Safety Investigation Final Report UPDATE 17 December 2015: The JIAAC accident report on the March 2015 collision has been issued. The accident investigators stating” In an operation classified as aerial work, which involved the transport of passengers and air-air filming activity, there was an in-flight collision between the two participating aircrafts”. The collision was caused by the combination of the following factors: Location of the helicopter that was filming (LQ-FJQ), from the “outside”, in the path of both aircrafts, that significantly limited the visual contact of the pilot who had to move forward in flight in order to film the target (LQCGK); Lack of a formal assessment of the safety risks for an unusual operation (filming and flight in proximity), which prevented the identification and analysis of the dangers inherent to that operation, and the...
read moreUK OHSAG Jan 2015 Minutes
UK Offshore Helicopter Safety Action Group (OHSAG) Jan 2015 Minutes The UK Civil Aviation Authority (CAA) has just published the minutes of the latest, 27 Jan 2015, meeting of the Offshore Helicopter Safety Action Group (OHSAG). The OHSAG was formed as a result of the ‘Civil Aviation Authority Safety Review of Offshore Public Transport Helicopter Operations in Support of the Exploitation of Oil and Gas’ (CAP1145). Items to note: This meeting was held the day before the issue of CAP 1243, the Offshore Helicopter Review Progress Report, which provided an update on the progress with CAP1145 10 months to 31 Dec 2014 (discussed by Aerossurance previously). Communication, particularly to the passenger community was discussed further. UK CAA confirmed that they have trained Flight Ops Inspectors’ to carry of Safety Assessment of Community Aircraft (SACA) inspections (i.e. to inspect other EU states helicopters operating in the UK). In the previous meeting it had been noted that the UK CAA were to ‘investigate further operations of foreign operators in the UK who may not comply with CAP1145’. It was noted that the 6m / Sea State 6 restriction had resulted in more flight cancellations than expected this winter. It was noted that a paper on the future management / control of helideck inspections was to be formally circulated to group members after the meeting for comment. A Cranfield University report on fire fighting on Normally Unattended Installations (NUIs) is to be presented at the next meeting. The draft report was described as ‘well received’ but it is not stated who had seen the draft. Progress on coordinating customer audits was reported and is to be reviewed at the meeting after next. An action was raised to clarify who was ‘driving’ the issue of EBS for aircrew. The Irish Aviation Authority was not invited to this meeting, despite an action on October 2014. There is however an action to liaise with the other North Sea National Aviation Authorities through an EASA Collaborative Working Group. The next meeting is scheduled for late April (conveniently prior to the first HeliOffshore AGM). The meeting interval now seem to have settling at quarterly. Aerossurance covered the issue of the October minutes here and both the previous minutes (with links to all prior meeting minutes) and a recent Oil & Gas UK briefing session here (which includes video of the CAA presentation and panel sessions). Aerossurance is an Aberdeen based aviation consultancy. For expert advice on offshore helicopter safety, operations, airworthiness, survivability and contracting matters, contact us at enquiries@aerossurance.com Follow us on LinkedIn for our latest updates. ...
read moreHeli-Expo 2015 Photo Report
Heli-Expo 2015 Photo Report Amongst the news from the HAI Heli-Expo in Orlando: Airbus Helicopters H160 Airbus Helicopters launched the X4 medium as the H160, also adopting a suite of new marketing names for other products. We recently discussed the sole selection of the Turbomeca Arrano for the H160. As noted in one press report, Airbus Helicopters: …has upped the maximum take-off weight to 5.5-6t, promising to be able to carry 12 passengers a distance of 120nm (222km) with a cruise speed of 160kt (296km/h) at ISA +20°. In other words, matching the performance of the AW139, while weighing 1t less. More on the Airbus Helicopters fleet rebranding. AW609 AgustaWestland have designated Philadelphia as the production site for the AW609. AW anticipate FAA certification on 2017 and say: AgustaWestland currently has two prototypes undergoing flight testing with a third in final assembly. The first prototype aircraft will continue flying at the AgustaWestland facility in Arlington, Texas in parallel with FAA Certification support work at AgustaWestland’s Philadelphia facility. The fourth prototype will be assembled in Philadelphia in 2016. Additionally the AW announced a platform development agreement for the with Bristow Group. The development agreement envisages AgustaWestland and Bristow working closely on a number of activities in support of AW609 program development addressing concepts around operations, regulations, maintenance, configuration optimization, as well as identifying possible areas of enhancement or modifications. Under the agreement, AgustaWestland and Bristow will work to support the development of oil & gas and search and rescue dedicated configurations and capabilities. The companies would provide contribution to flying activities towards aircraft maturity and to address commercial aspects for future AW609 acquisitions. On show was a real AW609 in a dedicated Bristow/Eastern Airways paint scheme. Aw also had a mock-up in SAR configuration. AW139 AW have also certified its popular AW139 at 7000kg and had an AW139 in HeliUnion colours on display. Sikorsky S-92 SAR On the first day of the show Sikorsky recognized Bristow Helicopters’ upcoming launch of the UK search and rescue (SAR) contract and the company’s dedication to SAR over the past 40 years. Sikorsky have certified a 1,200lb increase in gross weight to 27,700lb. This capability can be retrofitted with the addition of just 11lbs of structural reinforcement. Aircraft from 920244 will have this increased capability from build. An integrated TCAS2 capability has also been certified. Sikorsky S-76D Sikorsky have also celebrated the EASA validation of the S-76D, though seemingly not for offshore operations (which has made up around two thirds of the S-76 family’s total flying). Twenty five D models have been delivered to date, with the fleet leader, operated offshore by National Helicopter Services in Trinidad & Tobago at 1300 hours. NHSL are expanding their fleet of D models to 4. The S-76D has also been validated by the European Aviation Safety Agency (EASA). So far EASA have only approved the helicopter for 6 pax in the cabin (as defined in the EASA Type Certificate Data Sheet [TCDS]). Floats have not yet apparently been certified nor is the S-76D cleared for operation in icing. There are no Cat A vertical profiles validated either. A single simulator is in service with FlightSafety at West Palm Beach. Also take a look out for our Super Medium Heli-Expo update. UPDATE 2 March 2018: Heli-Expo 2018 Photo Report For expert advice on helicopter design, acquisition, airworthiness, operations and safety,...
read moreLife Flight 6 – US HEMS Accident
Life Flight 6 – US HEMS Accident (A109K2 N601RX) On 10 January 2003, Helicopter Emergency Medical Service (HEMS) Agusta A109K2 N601RX, operated as Life Flight 6, was lost in a fatal accident in Salt Lake City, Utah in poor weather at night. The helicopter was owned and operated by IHC (Intermountain Health Care) Health Services, Inc. The US National Transportation Safety Board (NTSB) reported that: While maneuvering low to the ground during night conditions, the air ambulance helicopter encountered fog and poor weather conditions, and impacted the terrain. Shortly after departing from its hospital base, the helicopter was cleared by air traffic control to proceed through a major airport’s airspace to respond to a medical emergency. After crossing through the airspace, the pilot elected to abort the mission; however, he was instructed by air traffic control to hold and wait for clearance through the airspace due to landing traffic at the airport. After holding for approximately 10 minutes, the pilot stated, “I’m basically inadvertent IMC at this time and declaring emergency…I’m currently on a heading one five zero.” Examination of the accident site revealed the helicopter impacted the terrain on a heading of 150 degrees, became airborne for approximately 1/4 mile, then impacted the terrain and came to rest upright in a grassy field. Examination of the helicopter revealed no evidence of an in-flight control or system malfunction prior to the initial impact. Prior to the accident helicopter’s departure from the hospital base, another air ambulance company helicopter attempted the same mission; however, aborted the mission due to fog and deteriorating weather conditions. The pilot and one of the medical personnel aboard were killed and another medic received serious injuries. The NTSB determined the probable cause of the accident to be: The pilot’s delayed remedial action and continued flight into known adverse weather conditions which resulted in his failure to maintain clearance with the ground. Contributing factors were the prevailing fog, and the pressure to complete the mission induced by the pilot in command as a result of the air ambulance operation. An excellent candid educational video case study on this accident was produced that discussed ‘helicopter shopping’, a practice where hospital dispatchers call multiple operators when one turns down a flight for weather reasons. It also discussed the aftermath of the accident and the powerful emotional effects of a fatal accident. UPDATE: That video was online in 2015 but unhelpfully has since been withdrawn. Safety Resources UPDATE 10 February 2016: Following US NTSB Board Member Robert Sumwalt’s recent HEMS article in Professional Pilot, we thought we’d take a look at how the US HEMS accident rates have changed over the last decade: US HEMS Accident Rates 2006-2015 UPDATE 24 December 2016: Dr Ira Blumen, program/medical director for the University of Chicago’s Aeromedical Network (UCAN) has been tracking US HEMS safety performance since 2000. A recent report based on his data noted: In 1980, a HEMS crewmember had a 1 in 50 chance of being in a fatal accident; today that number is 1:850. From 1972 to 2016 there were 342 helicopter EMS accidents…123 of those 342 resulted in at least one fatality. Some 1,053 personnel were involved in those accidents; 328 died, 116 sustained serious injuries, 136 had minor injuries and 473 were uninjured… [meaning] 68.8 percent survived Unfettered competition has allowed the nation’s HEMS fleet to mushroom from 151 aircraft in 1986 to 309 in 1996 to 648 in 2006 to 852...
read moreSNAPpy Action in Norway – The Southern Norway Airspace Project
SNAPpy Action in Norway – The Southern Norway Airspace Project Norwegian Air Navigation Service Provider (ANSP) AVINOR has established the Southern Norway Airspace Project (SNAP), that went live in late 2014. SNAP was established: … to address present and future challenges regarding capacity, safety, environment and effectiveness. SNAP will provide a new airspace organisation, with associated working methods, that should increase safety levels, help to meet expected demand up until the year 2030 and reduce emissions of greenhouse gases. SNAP introduces a Point Merge System, to address present and future challenges regarding capacity, safety, environmental effectiveness. The SNAP airspace, consists of Stavanger ATCC and Bodø ATCC sectors South and part of Central, including the underlying airspace and 16 regional airports. It affects a large proportion of offshore helicopter operations in Norway. Point Merge is designed to work in high traffic loads without radar vectoring. It uses a Precision-Area Navigation (P-RNAV) route structure. This contains ‘merge points’ and pre-defined ‘sequencing legs’ equidistant from those points. The sequencing is achieved with a ‘direct-to’ instruction to the merge point for a determined time. The legs are only used when it is necessary delay aircraft (in what is called ‘path stretching’). The legs are thus a buffer to provide a delay absorption capacity. Eurocontrol describe the benefits of a Point Merge System as: simplification of controller tasks, reduction of communications and workload; better pilot situational awareness; more orderly flows of traffic with a better view of arrival sequences; improved containment of flown trajectories after the merge point; better trajectory prediction, allowing for improved flight efficiency; standardisation of operations and better airspace management. The SNAP airspace is adjacent to Oslo area where its sister concept, the Oslo Advanced Sectorisation and Automation Project (ASAP), was implemented in April 2011. This means Norway is the first nation to have two Point Merge projects implemented. SNAP will be discussed at a Point Merge Conference in Oslo 3-4 March 2015. Aerossurance has extensive experience of aviation safety and offshore helicopter matter. Contact: enquiries@aerossurance.com Follow us on LinkedIn for our latest updates....
read moreFlight Crew Incapacitation – Oxygen System Failure
Flight Crew Incapacitation – Oxygen System Failure The Australian Transport Safety Bureau (ATSB) has published their investigation report on a case of hypoxia in an unpressurised twin turboprop survey aircraft: On 1 August 2014, at about 0935 EST, a Reims Aviation F406 aircraft, registered VH-EYQ, departed Emerald, Queensland, on an aerial survey task with a pilot and navigator on board. The aircraft was fitted with an oxygen system to allow unpressurised operations above 10,000 ft. The pilot tested the oxygen system for normal operation prior to the flight. During the climb, the pilot turned on the aircraft oxygen supply and connected and donned his oxygen mask. The pilot then monitored his blood oxygen saturation level on an oxygen pulse meter as the aircraft continued to climb, and monitored his flow of oxygen by reference to a flow indication in the supply tube. All appeared normal until about flight level 180, when the pilot noticed that his blood oxygen saturation level had fallen significantly. The pilot attempted to increase the amount of oxygen he was receiving by making an adjustment to his oxygen system controller, but the accuracy with which he was controlling the aircraft deteriorated, and his speech became slurred. The navigator encouraged the pilot to maintain control and descend, and air traffic control prompted the pilot to ensure that he was receiving an adequate supply of oxygen. Despite his apparently hypoxic condition, the pilot was ultimately able to identify that an oxygen supply system fitting had become disconnected. The fitting was located beneath the pilot’s armrest, and was the same fitting that the pilot had earlier connected during the climb (Figure 1). When he reconnected the fitting, he took a number of deep breaths and sensed almost immediate relief. The crew returned to Emerald for an uneventful landing. After landing, the pilot noted that his blood oxygen saturation level had increased back to a normal level (around 97%). The entire flight lasted about 35 minutes. Available evidence suggests that the length of time from the first indication of a low blood oxygen saturation level to the point at which the pilot’s oxygen supply was re-established and a controlled descent commenced, was of the order of 10 minutes. During most of this time, the aircraft was probably manoeuvring between about FL 200 and FL 240. The maximum altitude reached was about FL 245. Pilot Comments The pilot commented favourably on the role played by ATC in the event, particularly the way in which ATC reacted to their concerns about the condition of the pilot with very deliberate recommendations and clearances. The pilot also commented that his hypoxia awareness training (mandated by the operator for unpressurised survey operations) helped the pilot appreciate the effects of hypoxia and his symptoms. Operator’s Investigation Consistent with the pilot’s recollection.., the operator’s investigation…found that the pilot’s oxygen supply was interrupted when the fitting in the supply system beneath the pilot’s armrest became disconnected. The investigation found that the bayonet fitting may not have been fully locked when connected by the pilot, noting that the connection could be in place but not necessarily properly locked. The investigation report added that the position of the port is such that some concentration and manipulation is required to ensure that the connection is seated correctly. The investigation also found that the supply tube may not...
read moreAerossurance Commits to the Armed Forces Corporate Covenant
Aerossurance Commits to the Armed Forces Corporate Covenant Aerossurance is proud to have committed to support the armed forces community by being a signatory of the Armed Forces Corporate Covenant. The two key principles are: No member of the armed forces community should face disadvantage in the provision of public and commercial services compared to any other citizen In some circumstances special treatment may be appropriate, especially for the injured or bereaved We have registered our signed commitments, which are publically available on the gov.uk website. Armed Forces Day 2015 is Saturday 27 June. Aerossurance is currently working under contract to the Military Aviation Authority (MAA) 0n a Health and Usage Monitoring System (HUMS) maintenance credit project. We have also recently completed airworthiness technical evaluation, audit and contract / Invitation To Tender support projects with a major defence contractor. For full details of our defence services see: Aerossurance – Defence For practical advice and technical support on military air safety, airworthiness and regulation, contact us at: enquiries@aerossurance.com Follow us on LinkedIn for our latest...
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