SB 2022-38 - FEB 2022 ENGLISH

Safety Núm. 38 February 2022

Operacional Safety Bulletin for IBEROJET AIRLINES personnel

NOTE: The suggestions, opinions and news expressed in this bulletin are not necessarily those from Evelop Airlines S.L. and Orbest S.A. (DBA Iberojet Airlines). The data provided in this newsletter is not a substitute for, nor should it be taken as official information. No article in this bulletin is not intended to be a substitute for regulations, published procedures, manufacturer recommendations, operator or state recommendations.

This bulletin is intended exclusively for Iberojet personnel.

Dear colleagues, A new year is beginning, with many exciting projects on the horizon.

We are going to continue to be a reference in the Caribbean operations, but we also hope that over the next few months we will be able to realise several of the projects the company has been working on.

We hope to resume operations that have been stopped due to COVID, such as Mauricia’s destination, but we will also be launching exciting new routes such as Los Cabos in Baja California.... It will be our longest regular flight!

As you know, the company (Evelop) is also launching a specific airfreight operation with Correos (Spanish Post), expanding the business model and offering new challenges to our entire team.

All these new developments mean that we are facing new operational situations, which present several difficulties. With SMS, we try to anticipate all foreseeable hazards, adopting risk mitigation measures wherever possible. However, it is on a day-to-day basis that we really see what we are up against and all of you, who are on the frontline of the operation are the ones who are best placed to see where there are safety problems, what can be improved and what can be done better.

Operational Safety Direction SMS Responsible in Evelop: Carlos Pi carlos.pi@evelop.com +34 663 739 923 Coordinator SMS: Luis Castaldo luis.castaldo@evelop.com +34 971 448034

That is why we at Safety Department ask you to remain vigilant in all aspects of Operational Safety, and that you do not hesitate to make a report on everything that can be improved, because our goal must always be the safest operation possible.

You will see in this magazine a specific article on change management which I encourage you to read with special attention and especially in these new operations coming up, I encourage you to participate directly in Safety with your reports.

Safety Technician: Erick Sánchez erick.sanchez@evelop.com +34 971 448034 Orbest Responsible: Sílvia Neves silvia.neves@orbest.com +351 961 541 983

We count on your cooperation! Thank you very much!

safety@evelop.com safety@orbest.com

Carlos Pi -Operational Safety Manager Iberojet (ES) | Silvia Neves -Operational Safety Manager Iberojet (PT)

TABLE OF CONTENTS  Ramp Inspections Reminder

 Occurrence Review

 Mandatory Occurrence Reporting (MOR)

 Article Airbus - Focus on Takeoff Rotation

 Cabin Cargo Transport  Spotter Fun

 Article Airbus - Safe handling of TCAS Events

 Operational Safety Survey Results

 Hazard Alert!

EVELOP Airlines, S.L. Avda. 16 de julio, 75 (Edif. Barceló) 07009 - Palma de Mallorca

 FDM Corner

IBEROJET Airlines

Safety Bulletin #38—February 2022

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AUDITS - AUTHORITY INSPECTIONS

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In this article we would like to recall the importance of following the procedures described in MO A-3.8 (Evelop) and by Compliance Information nº 01/2022 (Orbest) in relation to the communication to Iberojet of the audits/inspections by National or International: EASA, SANA / SAFA …etc.

Different people in the organisation may receive a notification or an audit/inspection report from the authority.

a. Any person receiving such documentation must immediately report it to Compliance Monitoring Manager or to the Head of Continuing Airworthiness as appropriate.

To ensure that all non-conformities are recorded in the Compliance Monitoring Function and managed uniformly throughout the organisation, the Head/Responsible shall send a copy of the notification or audit/inspection report within 72 hours to Compliance Monitoring

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Department. (email: compliance@orbest.com).

In the usual case of crews receiving a SANA - SAFA Technical Action Report, it shall be informed OCC as soon as possible (by ACARS or by telephone) that they have received an inspection, detailing nonconformities if applicable. OCC will communicate this to: controldelaconformidad@evelop.com (for Evelop) or compliance@orbest.com (for Orbest), immediately, and not later than 72 hours following the inspection received. b. The Compliance Monitoring Manager updates the Supported Audits and Inspections Follow-up table, published on the intranet, by registering the new audit/inspection.

RESOLVED: Send as soon as possible the documentation (Audit Report / Minutes of the Audit) as soon as possible to the following e-mail address: controldelaconformidad@evelop.com (for Evelop) or compliance@orbest.com (for Orbest).

WHAT IS AN OCCURRENCE SUBJECTED TO NOTIFICATION? An 'occurrence´ is defined as a malfunction, defect, deficiency or other abnormal circumstance which has had, or may have had, a significant effect on aviation safety. As can be inferred from the definition, the term is very broad, and needs some criteria in order to delimit which events are to be considered.

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It is important for the notifier part to be clear about the difference between events and other types of reporting such as allegations or complaints. Although all may seek improvements in aeronautical services, there are significant differences that need to be known: •

Complaints presuppose the existence of faults and responsibilities attributable to a third party, which must be con-signed and corrected by means of an administrative procedure (inspection, sanctioning procedure, etc.).

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Complaints express dissatisfaction with the level of service quality received and are usually dealt with and resolved by the Customer Service Departments of the different organisations (airlines, service providers, etc.).

For this reason, if the notifier's intention is to make a report or complaint against third parties, the Event Reporting System (not the Internal Reporting System) is not the appropriate channel, and it should be referred to the competent administrative department in the matter, such as the Human Resources.

It should also be pointed out that although Internal Reporting System accepts anonymous notifications, the SNS does not, since the absence of identity makes it impossible to request clarification or to make or carry out checks to gain a better understanding of the extent of the reported event.

IBEROJET Airlines

Safety Bulletin #38—February 2022

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CARGO TRANSPORT IN THE CABIN argo transport in the cabin is a major change for an airline operator. The scope of the change includes:

 Modifications to be made to the aircraft in two stag-

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es affecting the aircraft's performance, weight and centre of gravity.

Modifications to standard and emergency operating procedures.

Another facet is the changes in the composition of cabin crew, their functions and training.

Changes in operator documentation and formats such as MO, LCM, MEL, EEL ILL, LOPA, IPC, Load Sheet, LIR, Safety Cards.

Operations of new routes and destinations, which may be changing more frequently than the operation of regular or holiday passenger transport traditionally operated by Iberojet.

New service providers in new destinations such as Handling and Cargo Terminals, etc., which will have to be evaluated before being contracted and audited periodically…

You will agree that a change like this is not a minor change and that it must be properly managed in all operational areas, as well as in the scope of the Management System (Operational Safety / Compliance Monitoring).

Operational Safety must encourage good identification of Hazards by each Operational Management and the proper management of the risks associated with them, this process is important to be done in a cross-cutting manner, as it is important that the operational directorates are not only aware of the hazards inherent to their area of operation, but also of those that are inherent to those that originate in other areas, which is why it is very convenient to do it in committees such as the SAG and SRB where all areas of the operator related to change are represented.

Some of the hazards to assess the risk and implement mitigating measures would be the following:        

Uncontained fire in cabin / hold Leakage of corrosive material Displaced weight or shifting of cargo Undeclared dangerous goods Incorrect sequence of loading and unloading Damage to aircraft Exceeded structural ground clearances Operating personnel unfamiliar with the new area of operation...

Some of the possible mitigating actions:      

Training of operational staff Incorporation or subcontracting of expert personnel Checklists Editing of new formats Supervision of first operations Testing

In these operations, the collaboration of all personnel in operational areas is fundamental for identifying hazards or any circumstance that may have a negative effect on SAFETY, making use of the Internal Reporting System.

In short, everyone's effort in facing this new challenge does not end with the successful completion of the first operation.

REMIND: IF YOU DO NOT REPORT, IT WILL CONTINUE HAPPENING!

IBEROJET Airlines

Safety Bulletin #38—February 2022

Spotter Fun

The A330 EC-LXA with the new Correos Cargo livery

Our A320 “catch” in Zaragoza Imagen Copyright de Rodrigo Train (taken from JetPhotos.com)

The A350, in San José de Costa Rica Imagen Copyright de Cristian Quijano (taken from JetPhotos.com)

We would like to receive your ideas and proposals for future Bulletins Your collaboration is always appreciated

Send your contribution to: safety@evelop.com / safety@orbest.com

There will be a small gift for those who contribute to future newsletters with photos, articles, ideas... Come and join in!

IBEROJET Airlines

Safety Bulletin #38—February 2022

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OPERACIONAL SAFETY SURVEY

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n the Operational Safety survey carried out last July, partments, although it’s a commitment to keep it as a priofive modules were assessed on 28 questions: rity.  Policy  Just and Safe Culture  Reporting System  Communication  Training

Just and Safety Culture: There may be some confusion as to how the company applies Just Culture in all departments.

Internal Reporting System: Negatively highlights the company's ratings of how to report and find the Reporting Guidance. They positively rate how the company encourages reporting and the way problems are dealt with.

Communication: Generally, positively rated.

The figures obtained for participation (55%) are positive, although we will continue working in order to increase this Training: Generally rated positively. percentage in future editions. THANK YOU to all those who have participated and contributed with their opinion.

Once the results had been analysed, the Operational Safety The average score in all areas was 4,26 out of 5.

Department has decided to adopt the following measures: 

Distribute through the communication channels the Safety Policy and where to find it.

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Information dissemination campaign on the Internal Reporting System and the Guide for the notification of events.

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Include the concept of Just Culture in the events reporting guide.

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Improve the reporting form in SMS-Pro and assess the change of platform to a simpler and more intuitive tool.

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Continue training for all staff and include regular training also for providers and third- party companies contracted by Iberojet in its operation.

We hope that in the next survey the results will continue to be positive or better and continue to improve with all the recommendations you have given us.

In view of all the personnel changes that have taken place in the last year and a half in the company, the information received from the has been very valuable in identifying areas of strength and weakness in Operational Safety within our organisation.

Policy: It’s difficult to find the Safety Policy for some deIBEROJET Airlines

Safety Bulletin #38—February 2022

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Occurence’s Review

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MISUSE OF EMERGENCY COMPARTMENTS ON AIRCRAFTS A report is received from Cabin Crew stating that emergency compartments are being used for the storage of spare parts for the toilets.

The misuse was being made by our Catering supplier.

However, Cabin Crews are encouraged to report any similar occurrences by remembering that these spaces are for the exclusive use of emergency equipment and inappropriate use could have negative consequences in the event of an emergency requiring access to these spaces.

ACTIVE NAVIGATION DATABASE OUT OF DATE During an inspection at the end of last November, it was found that the active Navigation Database from the ECNBO was out of date by almost a month.

The investigation did not show that it had been operated with the expired base, and it is likely that a change occurred with the secondary database in standby inadvertently .

This is a reminder to all flight crews of the importance to verify prior to flight that the database is valid, as part of the Normal SOPs.

FAILURE TO SEND AIRCRAFT INFO TO OCC During testing of the change of the communication system service provider from SITA to COLLINS there was a failure to receive ACARS from an actual flight.

SITA to COLLINS there was a failure to receive ACARS from an actual flight.

The event was not immediately reported to the SMS. This is an event that can compromise safety even when testing the implementation of a new system.

All operational areas of the company are reminded of the importance of reporting any event that may compromise the safety levels of our operation.

Safety is Everyone’s Business!

IBEROJET Airlines

Safety Bulletin #38—February 2022

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Occurence’s Review

ERROR IN THE NUMBER OF PASSENGERS REPORTED We have had a number of reports regarding the incorrect completion of load sheets. We refer to one of them for Safety Culture.

On a MAD-CUN flight, our supplier Iberia delivered the load sheet at the last minute, practically fulfilling the CTOT, confirming that all passengers were on board.

The initial load sheet counted 297 passengers on board, of which only 2 were Infants. Finally, with a lastminute change subtracted a no-show passenger, leaving a total of 296 passengers.

The sheet was signed by the crew and the documentation is sent out.

The PIL is lowered from the boarding gate and handed over to the purser confirming that all passengers are on board.

On the flight, after a few hours, the purser corrects the no-show passenger and confirms with the crew that there are 316 passengers.

The crew notices the discrepancy and asks to check the PIL. They find that there is a count of 316 passengers, 24 of which are Childs, plus 2 Infants. Whereas the load sheet does not show any Child. In addition, there are differences between the male-female split of the load sheet and the PIL. The difference between the two was about 700 kg less computed by the DCS due to the non-inclusion of the Childs.

FOD FOUND DURING MAINTENANCE TASKS During maintenance work on the EC-NGY spoilers, a tool is found between the two panels.

The area was inspected afterwards, and no damage was found.

The probable origin was during in-line assembly of the aircraft.

All maintenance crews are encouraged to be vigilant in the use of tools as damage caused by use of tools, can result in accidents of high severity.

Safety is Everyone’s Business!

IBEROJET Airlines

Safety Bulletin #38—February 2022

A FOCUS ON THE TAKEOFF ROTATION—AIRBUS ARTICLE

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elow is an extract from the AIRBUS article reminding us of the correct rotation technique and its importance in the operation. You can access the full article via the links at the foot of the page.

Achieving an appropriate rotation rate is essential to ensure takeoff performance, while maintaining a sufficient margin with tail strike, stall speed, and minimum control speeds.

The takeoff rotation technique is common to all FBW and non-FBW aircraft A similar technique is used on all Airbus aircraft. It can be found in the FCOM SOPs, and additional information is provided in the Flight Crew Techniques Manual (FCTM).

Step 1: Initiate Rotation When the aircraft reaches V R , the PF should apply a ① positive backward sidestick input to initiate the rotation.

Step 2: Use outside visual references to achieve & maintain rotation rate After the PF initiates the rotation, they should ② use outside visual references to achieve and maintain the rotation rate.

Adjustments may be necessary to achieve and maintain the required rotation rate. On aircraft with direct rotation law or nonFBW aircraft, the flight crew should adapt to the takeoff conditions on the day. On aircraft that have the pitch rate rotation law, the law assists the flight crew to achieve an equivalent rotation in all conditions.

With a suitable rotation rate, the aircraft typically lifts off approximately 4 to 5 s after the PF initiates the rotation and when the pitch reaches approximately 10°.

Step 3: Target initial pitch attitude after liftoff then follow FD guidance When the aircraft is airborne, the PF should ③ adjust the pitch toward the initial pitch target provided in the FCOM (e.g. 15° or 12.5° if one engine failed on A320 aircraft). The PF should then ④ follow the FD guidance .

The full article is available on safetyfirst.airbus.com and on the Safety first app for iOS and Android devices. https://safetyfirst.airbus.com/a-focus-on-the-takeoff-rotation/

IBEROJET Airlines

Safety Bulletin #38—February 2022

SAFE HANDLING OF TCAS ALERTS

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CAS RAs are not correctly followed in more than 40% of cases according to a recent study published by Eurocontrol, making non-compliance with TCAS RAs one of the top 5 Air Traffic Management (ATM) operational and safety risks.

It is crucial that flight crews respond promptly and accurately to TCAS Resolution Advisories (RAs) to maintain the highest levels of safety. However, TCAS RAs are not always followed as expected in operations according to a study published

by Eurocontrol in April 2021. This confirms why non-compliance with TCAS RAs is identified as one of the current top-5 ATM operational risks.

The Eurocontrol study observed a low level of compliance with “Climb” or “Descend” RAs: only 33.7% of the “climb” and “descend” RAs were correctly followed, 44.2% did not reach the expected target, and 22.1% were not flown correctly.

The TCAS warning logic uses the current trajectory of the aircraft to predict collision threats. This does not anticipate the expected level off when the aircraft finishes its climb or descent and reaches its expected flight level. If another aircraft approaches on an adjacent flight level, it can trigger a “level off” RA, or a “level off” with a corresponding “climb” or “descend” RA. This is more likely to occur in congested airspace.

The TCAP function can improve the situation by preventing RAs in congested airspace. The AP/FD TCAS function can provide assistance to the flight crew for following the TCAS RAs in an optimum way.

At Iberojet, EC-MII, EC-NBO, EC-NGY and CS-TKH have TCAP implemented which greatly reduces the risk of a RA, however ECLXA, EC-LZD and CS-TRH don’t have this feature. This is why it’s extremely important to comply with our SOPs to reduce rate of climb/descent prior to level off.

Regarding AP/FD TCAS function, flight crews can identify if an aircraft is equipped with the AP/FD TCAS function by checking the Aircraft Configuration Summary table in the QRH. For us, only the A350 and A330 Neo have this feature. In addition, the flight crew will know if the AP/FD TCAS function is available when the TCAS guidance mode is displayed as armed on the FMA in the case of a TA. During type rating and recurrent training, flight crews should be trained on how to apply both TCAS warning procedures, with and without the AP/FD TCAS function, so that they can apply the standard TCAS procedure if the AP/FD TCAS function is not available.

Evidence-Based Training programs recommend training flight crews on how to apply the TCAS warning procedures at least one time every three years.

The full article is available on safetyfirst.airbus.com and on the Safety first app for iOS and Android devices. https://safetyfirst.airbus.com/safe-handling-of-tcas-alerts/

IBEROJET Airlines

Safety Bulletin #38—February 2022

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HAZARD ALERT!

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The following are a few hazards to raise awareness of them, which automatically reduces the risk of undesirable situations.

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lthough it may not seem like it, in our working environment we are constantly surrounded by hazards that pose Remember that you can report the hazards of most concern to a potential risk to the safety of operations, of our collea- you through the company's Internal Reporting System gues, passengers, or ourselves.

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Birdstrike Birdstrike Risk A birdstrike is defined as a collision between a bird and the aircraft during any phase of flight.

Birdstrikes are common and can compromise the aircraft safety significantly.

As mentioned, birdstrikes can occur in any phase of flight but especially during take-off, initial climb, approach and any phase of landing due to the large number of birds at low at low altitude levels.

The risk of bird strike is particularly high during the migratory season, especially on spring and autumn months.

It is important that crews check NOTAMs (BIRDTAM) and ATIS for bird activity at the origin and destination of flights.

In case of an impact, report it within the Internal Reporting System.

FOD Foreign Object Damage The presence of FOD in the movement area of airports is a significant threat to air transport safety, which can result in high economic and operational costs both to airlines and to the airports themselves.

FOD can be found on runways, taxiways, aprons and adjacent areas; can cause damage to aircraft either by direct contact, by ingestion by engines or by being thrown from the aircraft.

It is therefore necessary to carry out regular inspections of the different activities carried out in connection with the prevention of FOD (aircraft ground handling, loading operations, aircraft maintenance, etc.), If an FOD is found, it is also necessary to report it within the Internal Reporting System..

IBEROJET Airlines

Safety Bulletin #38—February 2022

Safety Promotion — FDM Corner

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In this section we will discuss with flight crew members those issues of interest related to Flight Data Monitoring Still too many High Vertical Speed Prior to Level Off events.

We strongly urge you to continue to be vigilant in comply with the SOPs to maintain a reduced V/S when capturing altitude/level.

GPWS Warnings We remind you that the activation of a GPWS warning is a notifiable event (MOR).

- see the article on page 2 of this bulletin.

We have been advised that on some approaches, such as SJO RWY 07, the "Glideslope" GPWS may sound even when following PAPI indications in the visual phase of ILS. Similar GPWS "GS" warnings have been detected for falling off the ILS path at MAD RWY 32L, over the displaced threshold.

It is equally important for the FDM to notify us of the warning activation and to explain the reason for the deviation. This is the only way for the SMS to be able to determine precisely which events

ERRONEOUS PARAMETERS AT TAKEOFF EASA has issued a Safety Information Bulletin (SIB) requesting all operators to introduce active monitoring via FDM to detect when the incorrect take-off parameters (weights, speeds, trim, etc.) have been entered. At Iberojet, we are studying algorithms to help us detect these events that are critical for the aircraft safety.

IBEROJET Airlines

Safety Bulletin #38—February 2022

INTRANET & CREW WEB — Safety Section

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Do you know the Safety Section of our INTRANET & CREW WEB?

Have you recently entered it to consult documents, publications or to report an event or hazard that you have detected?

Remember that it is always up to date and at your disposal.

EVE: https://sites.google.com/a/evelop.com/seguridad-operacional/ OBS: https://sites.google.com/a/evelop.com/obs-seguridadoperacional/home Consult all our publications and our SAFETY POLICY there.

You are not fluent in Spanish? NO PROBLEM!!

This Safety Bulletin will be fully available shortly in English too.

Make sure to check our Safety Intranet Site where you can find it.

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Safety Direction safety@evelop.com // safety@orbest.com carlos.pi@evelop.com // silvia.neves@orbest.com f you have any doubts about how, what, when or why to report, write to us or consukt in the Safety Section of the INTRANET the Internal Reporting System Guide for EVELOP and ORBEST. IBEROJET Airlines

Safety Bulletin #38—February 2022