In this Newsletter    
Editorial   Dear Readers, 

Welcome to the New Year, and to the continuing Newsletter!  

The New Year came in with a bang, quite literally; a blank space, or page, on  which to write our new adventures. After spending a very relaxing two weeks over Christmas and New Year's, it's back into the swing of things! 
On another note, there are our courses for the coming few months to discover and consider. Please have a look at the open course status and our course updates for further information.

Read about the importance and usefulness of Flammability Testing in this month's main article.
Also included are a one or two
short articles.
This month, QCM is pleased have a few job offers available, and you can, of course, continue to send us your job vacancies and descriptions to be posted in our newsletter.

Here's to good health, success, and sunshine for 2015!

Joyfully yours,

Erika G


Course Updates
I. Open Course Status
February - April 2015

II. Open Course Status EASA Part-147 Type Trainings

Main Article


II. Black Box Data Streaming 

Job Market

Please find below our open courses with seats available.

If you are interested in participating in these courses, or any other training, please do not hesitate to contact us.
  I. Open Course Status  /  February - April 2015
  Course Title Date
  Management Systems in Aviation
(incl. Safety and Quality Systems)
23.-26.02.15 open Markus Friedli
  EASA Part-145 Ref. 03.03.15 open Georg Stöcker
  EASA Part-M Subpart G Refresher 04.03.15  open Paul Baumann
  Accountable Manager 05.-06.03.15 open TBD
  Air Operation Regulation 09.-10.03.15 open Patrick Sutter
  Aircrew Regulation 11.-12.03.15 open Claudio Pacozzi
  EASA Part-66 /-147 10.-11.03.15 open Georg Stöcker
  Aviation Legislation 16.03.15 open Markus Enck
  EASA Part-M Subpart G 17.-18.03.15 4 Paul Baumann
  Airworthiness Review for ARC Signatories 19.03.15 open Paul Baumann
  EASA Part-21 DOA Expert 24.-25.03.15 open Christian Schusser
  Train the Trainer for Supervisors 14.-15.04.15 open Dave Paterson
 If not stated otherwise, courses take place in our facilities in Belp/Berne.
Please click on the Course title for detailed information

II. Open Course Status  /  EASA Part-147 Type Trainings
  Course Title Date
  Dassault Falcon 900B - 900EX Diff 08.-10.04.2015 open TBD
  Dassault Falcon 900EX - 900EX EASy Diff. B1 13.-16.04.2015 open TBD
 If not stated otherwise, courses take place in our facilities in Belp/Berne.
Please click on the Course title for detailed information

Flammability Testing and Its Importance 

(Read the full article by Marisa Garcia in Aircraft Interiors International's November 2014 edition here)
Certifying interiors materials and components to established regulatory flammability requirements is critical to aviation safety. The development of testing standards, and vigilant compliance with those standards, has undoubtedly saved lives and reduced passenger injuries in aircraft accidents.

However, the process of certification can be confusing to those trying to introduce new materials into aircraft cabin designs. If their compositions have not been previously tested, these can react in unexpected ways when exposed to flame. Test failures delay components and force a rush to find alternate materials, or to find new ways to configure combinations of materials which adequately self-extinguish and produce low heat and smoke emissions. These complications can stifle innovation, but they don’t have to.

For designers, manufacturers and airlines, success depends on striking a balance between the desire to innovate and the need to clear the hurdles of testing. By understanding the importance of the regulations, communicating effectively, collaborating on certification issues when they arise, and ensuring adherence to the letter and spirit of the laws, new programs have been realized and new materials introduced.

Some materials are more volatile, or more likely to produce toxic smoke emissions than others. Very few can make it into the aircraft cabin untreated. Some natural materials have inherent favorable flammability properties – sheepskin and wool, for example – but they may not meet the aesthetic needs of particular design concepts, nor fit a particular application. To ensure that many attractive materials and composites pass the tests, chemicals are used to make the materials flame-retardant, but finding the right flame retardant is a delicate process, with no guarantees. Using such chemicals also increases the risk of the aesthetics, malleability, durability and service life of a material being altered.

Incorporating new and innovative materials requires buy-in from all stakeholders in the project: the airline, the materials suppliers, the component manufacturers and the aircraft manufacturer. Because the manufacturers are responsible for the ultimate certification burden of the aircraft, they have a strong influence on materials selection. To avoid delays in their production line, both Airbus and Boeing encourage proven materials and components, already approved as part of the catalog.

It is difficult enough to pass a new standalone material, but the complications are multiplied when running composite testing because the chemical interaction of the various elements can change the results of the tests. Even materials that pass the tests as a standalone material may not pass when combined. This failure sometimes results from the way the chemical properties of each material interact when set aflame. At other times, especially if an adhesive is required to bond the materials, the adhesive changes the flammability properties of the standalone materials, leading to test failure.

Adhesives are what can generate serious difficulties in certifying composites. The chemical properties of the adhesives which have the best performance in their primary function often mean they result in test failures. To create a firm bond, those adhesives often contain volatile chemicals, and that volatility of the adhesive causes the composite material to fail. To counter this failure, the other material layers must be even more flame-retardant. However, treating the other materials with alternative flame retardants in order to better absorb the flammability properties of the adhesive can detrimentally affect other properties of the composite, such as color, durability and texture. Fixing one problem generates another.

However, all these different combinations and extra work do not necessarily mean ‘give up while ahead.’ Use the new materials to come up with a new product, be innovative and creative, but most importantly, work closely with the manufacturers, test facilities, and regulatory authorities. “The safety of aircraft is the priority. Everyone has a role to play in ensuring that.”

I am always on the hunt for various topics on which to write my article each month. If you have a suggestion, or simply a question you would like answered, please do not hesitate to write me an email. I can be reached by clicking on this link:

Notice of Proposed Amendments (NPAs)

NPA 2015-01
Performance-Based Navigation (PBN) implementation in the European Air Traffic Management Network (EATMN
NPA 2014-29 (C)(2)
Amendments to Commission Regulation (EU) No 1178/2011 (the Aircrew Regulation) — Flight Examiner Manual: Module 3 — Test standards: Helicopters
17/12/2014 17/03/2015
NPA 2014-29 (D)(1)
Amendments to Commission Regulation (EU) No 1178/2011 (the Aircrew Regulation) — Flight Examiner Manual: Learning Objectives (LOs) (first part)
17/12/2014 17/03/2015
NPA 2014-29 (A)
Amendments to Commission Regulation (EU) No 1178/2011 (the Aircrew Regulation), as amended — Cover Regulation, Annex I, Annex II, Annex III and AMC & GM to Annex I (Part-FCL)
NPA 2014-29 (C)(1)
Amendments to Commission Regulation (EU) No 1178/2011 (the Aircrew Regulation) — Flight Examiner Manual: Module 1 & Module 2 (Chapters 3, 4, 5 & 6)
NPA 2014-29 (C)(3)
Amendments to Commission Regulation (EU) No 1178/20111 (the Aircrew Regulation) — Flight Examiner Manual: Module 8, Chapter 1 & Module 9, Chapter 1
NPA 2014-29 (D)(2)
Amendments to Commission Regulation (EU) No 1178/2011 (the Aircrew Regulation) — Flight Examiner Manual: Learning Objectives (LOs) (second part)
17/12/2014 17/03/2015
NPA 2014-29 (B)
Amendments to the Acceptable Means of Compliance & Guidance Material to Annex I (Part-FCL) to Commission Regulation (EU) No 1178/2011
17/12/2014 17/03/2015
NPA 2014-28
AMC/GM for non-complex approved training organisations (ATOs) 
08/12/2014 08/02/2015
NPA 2014-27
Continuing Airworthiness Management Organisations’ (CAMOs) and Part-145 organisations’ responsibilities
02/12/2014 02/03/2015
Halon: Update of Part-26 to comply with ICAO Standards
18/11/2014 18/02/2015
NPA 2014-25
Requirements for relief pilots
04/11/2014 04/02/2015

First Air the only airline in the world with black box data streaming

Technology that could have solved the mystery of the disappearance of Malaysia Airlines Flight MH370 is currently used by only one airline in the world: First Air, which flies in the Canadian Arctic. 

The system, made by Calgary tech company FLYHT Aerospace Solutions, has been around for about five years.

"First Air was the first to say, 'We want the whole deal because our crews and our passengers fly in a very difficult part of the world,'" says Matt Bradley, president of FLYHT Aerospace Solutions.

The system has two parts. 


  • The Automated Flight Information Reporting System, or AFIRS, is a blue box about the size of a briefcase that's located in the electrical system of an aircraft. The box monitors flight paths, fuel and engine levels. 
  • The FLYHTStream, which streams data from an aircraft to the ground in real time. The data streaming is automatically triggered when the AFIRS detects a predefined abnormal event, and can also be turned on by the flight crew or by ground personnel. 

More than 400 airplanes from 40 different airlines use the reporting system to monitor fuel and engine levels. But only First Air uses the system in tandem with the streaming system on its fleet of 18 aircraft, of which two are Hercules Cargo planes.  

'Not a revenue driver'

The airline has had the reporting system in its planes for three years, and it brought in the data-streaming system in May 2014.

​"It's not a revenue driver," says Bradley. "It doesn't make the airline money like a business class seat or an extra baggage fee. It costs money." 

First Air spent about $1.8 million to install AFIRS in its 18 aircraft, and the data-streaming system costs it an additional $22,000 a year. 

Installing AFIRS on an aircraft costs $120,000. The data-streaming system costs an additional $100 per month per plane. 

"In aviation terms, it's really not that expensive," says Vic Charlebois, First Air's vice-president of flight operations.

For an airline that connects most of the communities in Nunavut, from Resolute Bay in Nunavut's High Arctic to Cambridge Bay on the western edge of the Northwest Passage, it's essential. 

"Up in the High Arctic, there is no radar," Charlebois. "It is very difficult to communicate with aircraft. To add to the safety monitoring of the aircraft, to have the black box data streamed to the ground and have an accurate position should something happen to our aircraft was just the natural evolution and growth of the product and what we wanted out of it." 

Black box use limited

Commercial flights have black boxes that record all flight data and communication, but that information can only be accessed after the box is recovered.

​Most planes now have technology that sends out their location. However, some technology only works with radar, and radar coverage is sparse in remote areas, like in the Canadian Arctic or over oceans.

Other systems aren't able to pinpoint exactly where an aircraft might have gone down, instead giving a search area thousands of kilometres wide.

The recent crash of AirAsia Flight QZ8501 and last year's disappearance of Malaysia Airlines Flight MH370 have highlighted some of these issues. 

"I think the general public feels that when they get on an aircraft, they're tracked, everybody knows where they are at all times and that we have the same kind of systems on an aircraft that we expect from our cell phone connectivity," Bradley says. 

"As we realize from these incidents, that's just not true."

Industry must act

Both Bradley and Charlebois say the aviation industry moves slowly when it comes to new technology. New systems have to be vigorously vetted and sometimes airlines have to wait years before each company's engineers approve the installation of new technology.

But Canadian aviation analyst Robert Kokonis says that has to change. 

"The industry really needs to get their act together here," he says.

"With the FLYHT streaming, in the case of the Malaysia aircraft, it would have automatically started to stream the black box data. We would have known what happened to the aircraft and where it actually went down." 

Bradley says FLYHT Aerospace Solutions has received a number of inquiries about the streaming technology since the AirAsia plane crash last month.



(Hilary Bird, CBC News; Click here to read the original article)   


Take advantage of our Newsletter platform if you wish to publish a job advertisement or if you are looking for a new challenge in the aviation industry.

Please note that details of job advertisements or searches for the next edition must reach our office ( by the 22nd of each month.

Without further notice, your advertisement will be published
only once

Design Engineer for Avionics / Electrical Systems (ATA Chapters 23, 34)

As a member of a dynamic team, your participation contributes to the certification and design of various changes on aircraft. We are looking for engineers with previous in depth experience, and the following responsibilities and qualifications will be key in preparing your application.

  • design and development of changes to aircraft (i.e. installation certification of GPS NAV system)
  • concept optimization after analysing customer needs
  • developing compliance documents to European aviation specifications

  • graduated from a technical aviation school with an academic degree (BSc or MSc)
  • at least 3 years of experience in an EASA Part 21J design organization in the field as stated above
  • familiar with Microsoft Office applications
  • familiar with CAD systems (preferably with Solid Edge) and methods of design (Wiring Diagrams)
  • high level of English communication skills, both written and spoken (German not necessary)
  • ability to work both independently and as part of an international, multicultural team
  • willingness to travel and work on-site
  • willingness to relocate to Switzerland

This position offers a competitive salary package for a 42.5 hour week. Depending on qualifications and experience in Aerospace Engineering, an overpayment is conceivable.

Please provide a motivation letter with an updated copy of your CV in PDF format and send it to:

Mr. Christian Schusser

Q.C.M. design GmbH
Eichholzweg 20-24
CH-3123 Belp


Q.C.M. quality control management AG Training Part-147

For our EASA Part-147 approved training organization, we are looking for Freelance Instructors for:
  • Dassault Falcon 900 series
  • Pilatus PC-12NG
You  are  someone  who  wants  to  influence  your  own  development.  This  responsible  role  facilitates the necessity of developing and executing Aircraft Type Training for the following Aircraft Types:
  • Falcon 900
  • PC-12NG
Your profile:
  • Holder of an EASA Part-66 License in the category for which the training will be given (B1,B2, and/or C)
  • Knowledge  proof  of  the  relevant  type  of  aircraft  for  which  training  will  be  given,  gained through a formalised training course according EASA Part-66 Appendix III Level-3.

Please  send  your  CV  and  relevant  documents  to  Markus  Enck  (
Tel. +41 31 960 40 60


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