Flight Safety Information [November 3, 2020] [No. 222] In This Issue : Incident: Azul E195 at Joinville on Oct 26th 2020, rejected takeoff due to bird strikes : Incident: Spirit A320 at Tampa on Nov 1st 2020, bird strikes affect both engines : Incident: Lingus A320 at Dublin on Nov 1st 2020, multiple bird strikes : Incident: S7 A321 at Sochi on Nov 2nd 2020, rejected takeoff due to bird strike : Grumman American GA-7 Cougar - Fatal Accident (New York) : Pilots say FAA proposal for Boeing Max training needs work : Southwest pilots seek changes to 737 MAX runaway stabilizer procedure : Medical crews learn to auto-pilot helicopters in event of pilot incapacitation : Can the FAA Win Back the Aviation Safety Gold Standard? : Could a bomb-sniffing device transform airport security? : Interjet cancels all its flights after failing to pay for fuel : Covid threatens to ground India's aviation industry : American Airlines to move forward with upgrades to Tech-Ops Tulsa, local executive says : Media Bulletin: Low-Flying Airplane and Helicopter Mapping Parts of West Texas and South-Central New Mexico to aid in Mapping Geology : Canadian International Test Pilots School views FA-50 to replace its L-39 trainers : Airbus Turns Cash Positive as Boeing Keeps Flailing : Lack of passenger flights squeezes air freight capacity in peak season : After two decades in orbit, space station faces the inevitable repairs : Impact of COVID-19 on Aviation & Fatigue Survey (Round 1) : PIREP SURVEY Incident: Azul E195 at Joinville on Oct 26th 2020, rejected takeoff due to bird strikes An Azul Linhas Aereas Embraer ERJ-195, registration PR-AYY performing flight AD-4834 from Joinville,SC to Sao Paulo Viracopos,SP (Brazil) with 114 passengers and 5 crew, was accelerating for takeoff when birds collided with the nose gear and were ingested by the right hand engine (CF34). The crew rejected takeoff and returned to the apron. Brazil's CENIPA reported there were no injuries, the aircraft sustained minor damage. The occurrence was rated an incident and will not be investigated. http://avherald.com/h?article=4deabc19&opt=0 Incident: Spirit A320 at Tampa on Nov 1st 2020, bird strikes affect both engines A Spirit Airlines Airbus A320-200, registration N691NK performing flight NK-728 from Dallas Ft. Worth,TX to Tampa,FL (USA), was on approach to Tampa's runway 01L when the aircraft flew though a flock of birds and received a number of bird strikes (engines V2527). The aircraft continued for a safe landing on runway 01L. The FAA reported: "AIRCRAFT STRUCK BIRDS ON APPROACH DAMAGING COWLING TO ENGINE #1 AND ENGINE #2, TAMPA, FL." The aircraft remained on the ground for about 16.5 hours, then attempted to depart for flight NK-280 but needed to return to Tampa again. https://flightaware.com/live/flight/NKS728/history/20201101/2220Z/KDFW/KTPA http://avherald.com/h?article=4deab832&opt=0 Incident: Lingus A320 at Dublin on Nov 1st 2020, multiple bird strikes An Aer Lingus Airbus A320-200, registration EI-DVJ performing flight EI-610 from Dublin (Ireland) to Amsterdam (Netherlands), was climbing out of Dublin's runway 28L when the crew declared PAN PAN reporting multiple bird strikes on rotation for takeoff and stopped the climb at 6000 feet. The crew reported increased vibrations on the right hand engine (CFM56), the engine is operating normally otherwise. Tower advised via approach that there had been a brief flame from the right hand engine. The aircraft returned to Dublin's runway 28L for a safe landing about 16 minutes after departure. A replacement A320-200 registration EI-DEJ reached Amsterdam with a delay of one hour. The occurrence aircraft is still on the ground in Dublin about 22 hours after landing back. http://avherald.com/h?article=4deaaf99&opt=0 Incident: S7 A321 at Sochi on Nov 2nd 2020, rejected takeoff due to bird strike A S7 Sibir Airlines Airbus A321-200, registration VP-BPO performing flight S7-5104 from Sochi to Novosibirsk (Russia) with 165 passengers and 6 crew, was accelerating for takeoff from Sochi's runway 24 when the crew needed to reject takeoff at about 80 KIAS when a bird was ingested by one of the engines (CFM56). The aircraft slowed safely and returned to the apron. An inspection did not find any damage, the aircraft is currently preparing to depart Sochi and is estimated to reach Novosibirsk with a delay of 3 hours. http://avherald.com/h?article=4dea9f6b&opt=0 Grumman American GA-7 Cougar - Fatal Accident (New York) Date: 01-NOV-2020 Time: c. 17:47 Type: Grumman American GA-7 Cougar Owner/operator: Cougar Air JV LLC Registration: N791GA * C/n / msn: GA7-0080 Fatalities: Fatalities: 3 / Occupants: 3 Aircraft damage: Unknown Location: East of Chautauqua Co/Jamestown Airport (JHW/KJHW), Jamestown, NY - United States of America Phase: Approach Nature: Private Departure airport: Burlington Alamance Regional Airport, NC (KBUY) Destination airport: Chautauqua County-Jamestown Airport, NY (JHW/KJHW) Narrative: The aircraft with three occupants onboard impacted the terrain in Chautauqua County while on approach from the east to Chautauqua County/Jamestown Airport (JHW/KJHW), Jamestown, New York. https://aviation-safety.net/wikibase/244580 Pilots say FAA proposal for Boeing Max training needs work WASHINGTON (AP) — U.S. pilot unions say the Federal Aviation Administration should improve its proposal for training pilots how to handle a nose-down pitch of the Boeing 737 Max, which was grounded after two deadly crashes. The union representing Southwest Airlines pilots said Monday that the FAA should reduce the number of steps pilots must remember and carry out in the type of emergency that occurred before both Max crashes. The union said “error rates increase exponentially” with long checklists, and pilots in a simulator “found it difficult to recall the steps in order.” Pilots at American Airlines said that Max pilots should train for such an emergency every two years, not every three years as the FAA proposes. Monday was the deadline for comments about the FAA’s training proposal. The agency could publish a final rule within weeks, clearing one of the last obstacles for airlines to resume using the plane. Boeing expects FAA approval before the end of the year. Chicago-based Boeing has spent two years making changes to an automated flight-control system that has been implicated in the crashes. The system, called MCAS, pushed the noses of planes down based on faulty sensor readings, and pilots were unable to regain control. The FAA proposed new training in how pilots respond to an unexpected nose-down pitch, including practicing recovery techniques in flight simulators. However, families of the victims of a March 2019 crash in Ethiopia said the FAA’s changes are inadequate. They urged the agency to publish “a comprehensive, detailed pilot training outline” covering MCAS and to require that Max jets include a new alert telling pilots when MCAS turns on. Regulators around the world grounded the Max after the Ethiopia crash, which came less than five months after a previous crash in Indonesia. In all, 346 people died. https://wtop.com/business-finance/2020/11/pilots-say-faa-proposal-for-boeing-max-training-needs-work/ Southwest pilots seek changes to 737 MAX runaway stabilizer procedure WASHINGTON (Reuters) - The union representing pilots at Southwest Airlines on Monday urged U.S. regulators to simplify the procedure recommended to address an emergency that can force down the nose down of the Boeing 737 MAX, an issue in both of two fatal crashes and the plane's grounding. Monday was the deadline for submitting public comments to the U.S. Federal Aviation Administration (FAA), which on Oct. 6 released a draft report on revised training procedures for the MAX that has been grounded since March 2019 after two fatal crashes killed 346 people. The FAA proposal adds new training requirements to deal with a safety system called MCAS tied to both fatal crashes. Separately, the families of many victims of the March 2019 Ethiopian Airlines Flight 302 737 MAX crash opposed the training changes as "inadequate." The families called the changes "insufficient to ensure that 737 MAX pilots are properly equipped to handle all MCAS-related emergencies and prepared to serve as the last line of defense against another tragedy." The FAA is requiring new safeguards to MCAS, including requiring it receive data from two sensors, before it allows the 737 MAX to return to service. Pilots will undergo new simulator training before they can resume flights, including training on multiple flight deck alerts during unusual conditions along with how to respond to a runaway stabilizer with timely pilot actions required. In both crashes, pilots grappled with Boeing’s flawed MCAS flight control system, which repeatedly forced down the jet’s nose, and multiple audio and visual warnings. The Southwest pilots union said the revisions to the runaway stabilizer procedure should be simplified. The union added "error rates increase exponentially with a checklist containing eight memory steps including three conditional steps." After testing the checklist in a MAX "simulator" the union "found it difficult to recall the steps in order, and furthermore find this checklist is 'clunky at best.'" The union recommends redesigning the procedure. The British Airline Pilots Association proposed changes including requiring all five MAX special flight training elements be conducted in a MAX full-flight simulator, instead of allowing some in a 737-NG simulator. The Allied Pilots Association recommend reducing intervals for recurrent training on runaway stabilizer from 36 months to 24 months. Boeing declined to comment. An FAA spokesman said the agency "will evaluate all the comments we receive." Reuters reported earlier the FAA could unground the MAX as early as mid-November. https://www.yahoo.com/news/southwest-pilots-seek-changes-737-223248000.html Medical crews learn to auto-pilot helicopters in event of pilot incapacitation If a pilot is knocked out of action mid-flight, helicopter EMS crews flying for the Roanoke, Virginia-based Carilion Clinic Life-Guard have trained to operate the EC135’s autopilot, and could soon learn to fly and land the aircraft. Pilots and medical crew from the clinic two years ago formed a pilot incapacitation working group (PIWG) after attending a seminar hosted by Air Evac Lifeteam, which learned the hard way that operators should at least prepare medical crew in the back for a pilot to suffer a medical or some other emergency in flight. In January 2018 an AEL pilot suffered a medical emergency mid-flight but a cool-headed, highly trained medical crew and a functioning autopilot kept the Bell 206L LongRanger stable until the pilot recovered enough faculties to land in an open field. After attending a series of lectures on the incident, pilots and crews at Carilion clinic began asking themselves how they would deal with an incapacitated pilot. “Up until this point, med crews and pilots had engaged in some cursory conversations about these what-ifs with no formal process or training discussed or developed,” flight nurse Sid Bingley said Nov. 2 in an online presentation to the 2020 Air Medical Transport Conference. “It was clearly a delicate subject that could open a potentially very large can of worms.” “We needed to determine what we wanted or needed to do if the pilot became incapacitated,” Bingley added. “We began to discuss how to stabilize the aircraft, how to avoid terrain and obstacles, with whom to communicate and the importance of reviving the pilot. We needed to develop a set of protocols that would give our medical crews hope in an otherwise hopeless situation.” Based in the southwest Virginia city of Roanoke, Carilion Clinic has a fleet of three Airbus EC135 P2+, IFR-capable helicopters each equipped with three-axis autopilots. Partnered with operator MedTrans, the program provides HEMS coverage to a fairly large, rural, mountainous area that reaches into bordering West Virginia and North Carolina. The clinic has three rotorcraft bases centered on the Roanoke-Blacksburg Regional Airport, but otherwise has few suitable emergency landing spots aside from sporadic rural airports without round-the-clock supervision. Pilots also must deal with undulating mountainous terrain and associated obstacles. In such challenging conditions, Carilion crews and pilots studying the issue recognized the use of the EC135’s autopilot would be critical for non-aviation personnel to stabilize the aircraft in an emergency. First, the effort needed buy-in from the principal stakeholders involved, namely the clinic, operator MedTrans, the FAA and not least the medical crews, said Wade Dunford, pilot and base aviation manager. “After framing the issue, we determined that we were going to have to develop an incremental solution that was well thought out, verified and trainable,” Dunford said. “Some pilots were caught up in the belief that medical crews could not or should not be trained to operate aircraft systems and there were some medical crew members that were just not initially interested in accepting the risks or challenges of learning and implementing incapacitated pilot procedures. Through ongoing discussions we were able to win them over.” With almost immediate support from clinic administration and MedTrans to pursue pilot incapacitation protocols, the first “crawl” phase was complete. The FAA signed off on the plan at AMTC in Atlanta in 2019, Dunford said. Carilion began to then “walk” toward a suitable set of verifiable, trainable, easily performed protocols for medical crews to implement should a pilot suffer a medical emergency or be knocked out of action by some other means such as a bird strike. The second phase primarily involved developing procedures to stabilize the aircraft, thereby permitting the crew time to treat an incapacitated pilot in an attempt to revive the pilot so that they could either land or assist in landing the aircraft. “Most of our pilots spend the vast majority of each flight with the aircraft coupled to the autopilot,” Dunford said. “In the event the aircraft was not coupled to the autopilot, the medical crew could stabilize the aircraft by engaging altitude hold to capture altitude, engaging heading hold to capture heading and by making small adjustments to the collective lever to ensure the aircraft was operating at the correct power setting.” Medical crews train to press the altitude hold button on the EC135’s autopilot, then the heading hold button. Those two tasks will bring the aircraft to steady, level flight at its current altitude. Next the collective is set at a constant power setting for cruise flight. Because the clinic operates in the mountains, the next prescribed action is to dial in a new minimum safe altitude of 6,500 feet (1,980 meters) to ensure clearance. Unless the pilot has resumed consciousness, the medical crew are then instructed to set the transponder to 7700 to indicate an emergency, call the Carilion operations center to consult with an on-duty pilot and contact air traffic control. Only then, and after setting a new heading for the nearest suitable landing spot prescribed by ATC, they are to assess and treat the unresponsive pilot. Carilion printed these procedures on a set of laminated quick-reference cards that were distributed to medical crew members. MedTrans adapted the procedures for all 100 aircraft it operates, which includes all versions of the Airbus 135, H130 and H145, and Bell 407. Similar protocols and training are now required for all medical flight crews who’s operator is Med-Trans Corporation. In the final “run phase,” medical crews will train to take control of and land the aircraft. Carilion clinic’s IPWG has drafted a set of procedures specific to the EC135 with three-axis autopilot to allow the medical crew to land the aircraft at a time and place of their choosing. Carilion and MedTrans plans to soon present the procedures to the FAA for approval. “If we accomplish nothing else beyond the walk phase, we can still rest easy knowing that we’ve made a difference that could save lives,” Dunford said. “We hope to take these procedures a step further in the near future. The scenario exists where an incapacitated pilot, despite the best efforts of the medical crew, can’t be revived. The only option, then, would be for the medical crew to utilize a set of procedures to land the aircraft, because the alternative is not acceptable.” https://verticalmag.com/news/medical-crews-learn-to-auto-pilot-helicopters-in-event-of-pilot-incapacitation/ Can the FAA Win Back the Aviation Safety Gold Standard? by John Goglia Being the best matters in aviation as in other industries. Being perceived as the best matters, too, if you believe that perception is as important as reality when it comes to aviation safety. For the FAA, being considered the gold standard for aviation safety oversight has been a matter of pride for many up and down the agency's chain of command. I have heard bragging about this from FAA administrators as well as from executives, managers, and inspectors in offices around the country and in far-flung places. Being the gold standard, of course, was of immeasurable benefit to aviation entities in the U.S. People buy U.S. aviation products, fly U.S. airlines, and use U.S.-certificated maintenance repair stations because of the confidence they place in the safety oversight that these entities are subjected to by the FAA. That gold standard has been severely tested by the two 737 Max crashes. The first occurred on Oct. 29, 2018, when Lion Air Flight 610 crashed into the Java Sea 13 minutes after takeoff from Jakarta, Indonesia. The second occurred less than five months later when Ethiopian Airlines Flight 302 crashed just six minutes after takeoff from Addis Ababa, Ethiopia. The two accidents killed a total of 346 people, including eight Americans. And thus began the tarnishing of the FAA’s reputation as the world's preeminent aviation safety authority. Recovering from that tarnishing is important to the critical safety oversight work that the FAA does and also to the American entities that depend on it. As I write, one more report has been issued criticizing the FAA for its oversight of Boeing and the tragic 737 Max accidents that resulted. The latest report, from the House of Representatives Committee on Transportation and Oversight, details significant breakdowns at both Boeing and the FAA. The report criticizes the FAA for maintaining an oversight structure that allows for “inherent conflicts of interest that have jeopardized the safety of the flying public” and a safety culture that prioritizes the opinions of the industry over those of its own employees. The House report was preceded by a U.S. Department of Transportation Inspector General report. It will likely be followed by other reports. Criminal prosecutions may also result as the Department of Justice has convened a grand jury to review whistleblower complaints regarding the lead-up to these accidents. Reports criticizing the FAA are nothing new, of course. After every major accident or incident, fault can be found in many places including the government agency responsible for safety oversight. What hurt the FAA’s safety standing are the actions nations of the world took to ground the 737 Max before the FAA took similar action and, most disturbingly, while the FAA continued to insist on the safety of the aircraft. No report can compare with the reputational hit the FAA took when countries decided that safety demanded that they ground the aircraft regardless of what the FAA said about its safety. Whether done for purely safety reasons or partially for political or economic reasons, the impact was to tarnish the FAA as setting the gold standard for aviation safety. The first grounding of the 737 Max fleet was by Ethiopia following the crash on March 10, 2019. The next day, the Civil Aviation Authority of China grounded all 737 Max operations by its airlines. Shortly thereafter, the UK, the European Union, Canada, and other countries grounded the aircraft and closed their airspace to the 737 Max. The lone holdout was the FAA, which was still insisting on March 11 that the aircraft was safe to fly. But by March 13, the cascade of groundings from around the world could not be ignored and the FAA reversed course and closed U.S. airspace to the 737 Max as well. (On a side note, I always found the FAA’s emergency order in this matter interesting. Instead of suspending the type certificate of the 737 Max as it had done with the DC-10 in 1979 or issuing an emergency airworthiness directive as in the case of the 787 battery fire, the FAA issued an Emergency Order of Prohibition. In my decades of reviewing FAA orders, including my 10 years as a member of the National Transportation Safety Board, I had never seen or heard of such an order. The order prohibited operation of the 737 Max by U.S. operators and its operation over U.S. territory but did not attack the aircraft's airworthiness or type certification standards.) As the FAA enters its final deliberations on restoring the 737 Max to operation, it's also time to consider how the FAA will prove to the world once again that it deserves to be considered the preeminent safety oversight organization. My suggestions are twofold. First, the agency should start listening to its employees and the employees of regulated entities in the same way it listens to executives of those regulated entities. For years I have seen the safety concerns of FAA employees, pilots and mechanics, and other employees of regulated entities given short shrift by agency supervisors and managers. If an employee raises a safety issue, take the time to analyze that issue and reach a decision based on a proper safety risk analysis. Of course, the FAA will not always agree with its employees or the employees of aviation entities raising concerns, but it should thoughtfully consider and properly analyze those concerns. Too often, I have not seen that happen in accident investigations I was involved in. My second suggestion is for agency executives, managers, and supervisors to always act as though they work for the public and not the aviation industry. Stop kowtowing to the industry and stop pressuring employees when industry executives complain. Treat the industry at arm’s length as a safety regulator should. Of course, the industry’s input and concerns are critical, but they are not the ultimate concerns. It will take time for public confidence and international confidence in the FAA to return. But I am confident that it can. https://www.ainonline.com/aviation-news/blogs/can-faa-win-back-aviation-safety-gold-standard Could a bomb-sniffing device transform airport security? Biotechnology startup Koniku is developing high-tech sensors to sniff out bombs. The device, a "Konikore", is made from living biological cells -- like the ones found in your nose -- that can smell molecular compounds. In December, trials of the device at international airports will begin. Koniku is also investigating whether the device could be used to detect Covid-19. Scroll through to see more technologies designed to make airports safer. (CNN) — When it comes to finding explosives, sniffer dogs are hard to beat -- their noses are so sensitive they can pick up odors emitted from the chemical vapors found in bombs they are trained to detect. But what if there was a technology that could do just the same, work 24 hours a day and at a fraction of the price? Koniku, a Silicon Valley-based startup founded by Oshiorenoya Agabi, is trying to develop just that -- high-tech sensors made from genetically modified living cells that can detect odors in the air. "We take biological cells, so living matter, and we modify them to give them capabilities to detect a smell -- in the same way that living biological matter in your own nose functions," Agabi tells CNN. The smell sensors could be installed in multiple locations, from the entrance to a terminal to inside the aircraft itself. Airbus The cells are fused with a silicon chip that processes odor signals and passes them through a machine learning system for classification, performance improvement and error correction. If a smell is identified as a security threat, the purple, jelly-like device -- called a Konikore -- lights up. Having performed well in preliminary tests, Koniku -- in partnership with aerospace company Airbus -- will start field trials of the devices in December, at Changi Airport in Singapore and San Francisco International Airport. First line of defense "Our objective is to provide airports and airlines with 100% situational awareness on the chemical, explosive, bacteriological threat," says Julien Touzeau, head of product security for Airbus America. The devices would act as a first line of defense, screening people as they enter the airport -- complementing existing methods for detecting bomb threats, such as security scanners and dogs. Airbus works across the industry to provide security services. The main request it receives from airport partners is to find technology that is able "to detect a potential threat as early as possible," says Touzeau. Koniku partnered with Airbus to develop the technology. Koniku Weighing less than 350 grams and about half the size of a smartphone, the devices could be installed in multiple locations: on the revolving doors at the entrance to a terminal, at check-in desks, or at the entrance to an aircraft. This would not only make them easier to deploy than their canine counterparts, but more cost-effective. "Dogs work for 20 minutes maximum, they can be easily distracted, and they are very, very expensive to train -- it's an average cost of $200,000 per dog," says Touzeau. The current Koniku prototype is worth around $3,000. Touzeau expects this to drop into the three-figure range once it is mass-produced. Virus detection Potential uses for the device do not stop at security, says Agabi. Recently, Koniku has been investigating whether the same technology could be used to detect viruses like Covid-19, following reports that dogs may be trained to sniff it out. While they cannot detect the actual virus, respiratory diseases cause a change in the body odor of sufferers, which dogs -- or "electronic noses," devices that can detect odors -- may be able to pick up on. Treximo, a biotech consulting firm, is working with Koniku to test whether the devices can be used to detect Covid-19. The firm says that if the trials are successful, it will apply for an emergency-use authorization with the US Food and Drug Administration early next year. This would transform its potential usage and demand, says Agabi, who envisages the technology being used across a wide range of public spaces, from restaurants to football stadiums. "In the post-Covid world, the virus is more of an issue than explosives," he says. "We could allow the screening of millions of people, potentially simultaneously, in shared spaces where economic activities take place." • Born and raised in Lagos, Nigeria, Agabi founded Koniku in 2014 while he was completing a PhD in neuroscience and engineering at Imperial College London. Scientific credibility However, some scientists specializing in electronic noses are skeptical of the technology. Timothy Swager, a chemistry professor at the Massachusetts Institute of Technology, says that to pull off what Koniku claims would require "some technical miracle." Integrating natural proteins into silicon circuits is extremely difficult, he says, and the fragility of cells and the complexity of their interactions with chemical substances makes them hard to work with. "The e-nose concept has long been problematic and there is a graveyard of companies in this general area," Swager tells CNN. Kenneth Suslick, a professor at the University of Illinois who specializes in electronic noses, adds that the lack of publications detailing the technology from Airbus, Koniku or a third party, "screams alarm bells." "When you have a startup technology like this, the very first thing you want to do is patent," he says. "After you've submitted your patent you want to publish, because those publications give you credibility ... and they let other people evaluate the technology." Koniku submitted a patent for the technology in 2016, but the results are still pending. Agabi says that since Koniku is a company not an academic research group, "it has been sufficient to share all data with customers under non-disclosure agreements." Agabi is confident that Koniku will prove the critics wrong. He says recent trials conducted by Airbus, alongside Alabama law enforcement officials and FBI bomb technicians, found that the devices were able to detect explosives better than trained dogs. The airport trials are the next big milestone. "It's the first deployment of the new technology in situ, and we will try to understand how human beings interact with it," says Agabi. "Technology can be as advanced and cutting edge as you want, but if it's not delivering value to people, it's totally meaningless," he says. https://www.cnn.com/travel/article/koniku-konikore-bomb-sniffing-device-spc-intl/index.html Interjet cancels all its flights after failing to pay for fuel Flights were to resume Tuesday, the embattled carrier said The budget airline Interjet canceled all its flights on Sunday and Monday, apparently because it was unable to pay for fuel for its planes. The airline, which has a large tax debt and is reportedly in a precarious financial situation, announced the cancellation Sunday morning on social media. Interjet said that all affected passengers are “protected” and that canceled flights will be rescheduled starting Tuesday. The airline acknowledged that the airline industry has been affected by the coronavirus pandemic, adding that its cash flow had taken a hit. “Additionally, some of the company’s aircraft are undergoing maintenance tasks, which has caused a reorganization of flight itineraries. … Interjet regrets the inconveniences caused to passengers and reports that 90% of them have been notified of this situation. … The airline will resume regular operations on Tuesday, November 3.” Following the announcement, Airports and Auxiliary Services (ASA), a federal government corporation responsible for the management, operation and development of airports, told the newspaper Milenio that Interjet had not paid for fuel for its fleet in advance and as a result its planes’ tanks were not filled. “Interjet didn’t complete the payment for the purchase of jet fuel and for that reason fuel wasn’t supplied for its flights today,” ASA said. It explained that the airlines has a pre-payment arrangement that requires it to pay for fuel one day in advance. The newspaper El Sol de México reported that some affected passengers made their way to the Mexico City airport to complain about the cancellation of their flights and demand a refund. Irene Ceballos, whose flight to Cancún was canceled, said that she would never fly with Interjet again. “It was a mistake to buy a ticket with them because I knew that it’s on the verge of bankruptcy and has problems due to the pandemic,” she said. Miguel Fernández, whose return flight to Monterrey was canceled, told El Sol de México that he had no option but to wait for a rescheduled flight because he didn’t have the money to buy another one with a different airline. “At least they had the decency to let us know [about the cancellations],” he said. However, another passenger said that she wasn’t personally contacted by Interjet and found out about her flight’s cancellation through the media. Andrea Lozada said that she asked for a refund but was told that wasn’t an option. She said that she planned to file a complaint against Interjet with the consumer protection agency Profeco. “It’s not the first time that [a cancellation] has happened to me. In March, when the closure of borders was announced, they changed a flight from Canada,” Lozada said, adding that she hasn’t received any financial compensation from the airline. https://mexiconewsdaily.com/news/interjet-cancels-all-its-flights-after-failing-to-pay-for-fuel/ Covid threatens to ground India's aviation industry The pandemic has dealt a body blow to India's airlines, which had already been battling a broken pricing model and a domestic slowdown, writes the BBC's Nidhi Rai in Mumbai. "I have sold my house and moved into a small apartment because I could no longer afford to pay my home loan," says a former pilot who wishes to remain anonymous. The 38-year-old, who used to work for the state-run Air India, said he and his relatives were constantly harassed by the bank when he began defaulting on his payments. "Bankers even came to my house and it was embarrassing for me. So I gave up my house in a distress sale. It was heartbreaking." There was a time when flying for Air India was a lucrative career. In 2011, senior pilots were earning as much as 10 million rupees which, at the current exchange rate, amounts to more than $135,000 or £103,000. But the country's flagship carrier is now bankrupt. It has been looking for a buyer for years - a prospect that has dimmed amid the pandemic, reportedly forcing the government to even consider wiping the airline's $3.3bn debt-tag from the deal. Air India is not the only one in trouble. Indian aviation - once a promising industry with aspirational jobs - has been floundering in recent years. Seven airlines, including Jet Airways, India's oldest private carrier that was often hailed as a success story, shut shop in the past decade. And now Covid-19 is threatening the rest, compounding the effect of years of high fuel prices, heavy taxes, low demand and cut-throat competition. And it comes after a difficult year globally - in 2019, the grounding of the Boeing's 737 Max aircraft due to technical issues and Airbus' problems with its Pratt & Whitney engines hit airlines hard. Although lower aviation fuel prices offered some respite, it was not enough to recover long-term losses. India currently has eight carriers, with Indigo leading the market. Air Deccan was the only airline which was forced to suspend operations in April, putting all its staff on leave without pay until further notice. "Indian airlines are very precariously placed," says Kapil Kaul, South Asia CEO of CAPA - Centre for Aviation, an industry organisation. The biggest challenge, experts say, is the slowdown in passenger traffic. India's stringent coronavirus lockdown, which lasted more than two months, stopped all air traffic. Although airlines have begun operating again, far fewer people are flying and international traffic is still severely curtailed. Domestic passenger traffic between May and September 2020 was 11 million, down from more than 70 million for the same period the previous year, according to ratings agency ICRA. Traffic is expected to remain low in 2021 as well, ICRA vice president Kinjal Shah says. So cash-strapped airlines are cutting jobs. Air India alone has let 48 pilots go this year and other airlines have sent many of their pilots on leave without pay or have slashed salaries up to 30%, says Praveen Keerthi, general secretary of Indian Commercial Pilots' Association. The International Air Transport Association estimated that India could see up to three million job losses in aviation and allied sectors such as airport services. "It's the only option left," says Urvashi Jagasheth, a research analyst at Care Ratings. "The only cost which can be adjusted or tapered is salaries." This is because revenue is now stagnant and operational costs - such as fuel, maintenance and airport charges for parking - are beyond their control. Ms Jagasheth adds that the so-called budget airlines, such as Indigo or Air Asia, are no better off because they have been absorbing the costs they didn't pass on to passengers. Both airlines are looking to raise millions of dollars to get through the crisis. "It's mentally very challenging to work in such uncertain times," says Amalendu Pathak, a pilot for a private airline. "But we have to keep working. I used to earn in millions and now I am earning $81 per hour. I have a family to feed. My savings are running out." The situation is jut as bad for other employees in the industry. Ritika Srivastava, 34, used to work in the accounts division of a private airline. She quit her job for a similar role at a private airport company that was due to begin in March 2020. But the offer fell through because of the pandemic. "They said they would call back once things normalise. It looks difficult now." To reduce their living costs, she and her husband moved from the national capital, Delhi, to her hometown, Varanasi, in the neighbouring state of Uttar Pradesh. "We couldn't afford to live in Delhi. Our savings dried up. My husband is not getting paid in full either. He only gets 30% of his salary," Ms Srivastava says. "I have been hunting for a job for seven months. Wherever I go, they tell me that I only have experience in the aviation sector. But I have a background in finance too." But experts fear that the recovery, like the virus' progress, will be prolonged and full of uncertainties. For one, the pandemic's impact on the global economy and the slowdown in India will both effect aviation in the long-term. And consumer demand will likely pick up slowly. What airlines need is cash - in the form of government-backed credit lines or loans to help them get back up and running. Ms Jagasheth says the government could help in other ways too: "Waiver of airport parking charges or navigational services for three months could help." But beyond that, experts say, it's a waiting game. "Demand is improving but it's still significantly lower," Mr Kaul of CAPA - Centre for Aviation says. "There are no visible trends that key traffic segments like business or leisure are returning soon and there are no expansions likely until the end of the financial year 2022 by key players." https://news.yahoo.com/covid-threatens-ground-indias-aviation-001021816.html American Airlines to move forward with upgrades to Tech-Ops Tulsa, local executive says Despite a near-apocalyptic 2020 for the commercial aviation industry, American Airlines is clearing for takeoff up to two-thirds of its promised $550 million in upgrades to its Tulsa maintenance base, a local base executive said Monday. “In a global pandemic where we’re not investing as a corporation anywhere … we’re still very committed to Tulsa,” Erik Olund, American’s managing director of base maintenance, said by phone. “We’re still very committed to the project.” Monday was the first time since April that the airline allowed the Tulsa World to speak to local American Airlines leadership. American announced the half-billion-dollar revitalization plan — initially designed to be spread over seven years — on Feb. 28. The Tech Ops-Tulsa maintenance facility, the largest of its kind in the world, is home to 3.3 million square feet of hangar and shop space. Wednesday, the Tulsa City Council is scheduled to vote on a resolution approving the incurring of indebtedness by the trustees of the Tulsa Municipal Airport Trust for up to $375 million in revenue bonds for the “American Airlines, Inc. Project.” Olund said the money will go toward the first phase of the project, which will target infrastructure such as roof replacement and ramp repair. “We are moving forward with the up to $250 million-$375 million investment in infrastructure updates at Tech Ops-Tulsa because they are critical to keeping the base moving — and therefore, critical to keeping our airline moving for the customers and communities who depend on us,” American wrote Monday in an email to the Tulsa World. “It’s important our Tech Ops-Tulsa team has the tools and a facility that allow them to continue to maintain the safest and most reliable fleet.” Pushed back until at least the fourth quarter 2021, Olund said, will be two centerpieces for the overall project: a new, 132,000-square-foot base support building and a 193,000-square-foot hangar that will hold two wide-body aircraft and will replace two existing hangars no longer equipped to fully hold American’s current planes. Though “mindful of the current environment,” American said in a statement Monday it remains committed to the original $550 million Tulsa investment. “We’re furloughing people and it’s not the right thing to go build new structures when, frankly, we don’t need them at this current moment,” Olund said. “We do believe the fleet plan and the economy will rebound, and we believe the airline will be strong and that we will need it.” The COVID-19 pandemic and the resultant drop in passenger demand have thrown American and the industry into a tailspin. American recently reported a third-quarter loss of $2.4 billion, and last month when the federal government failed to extend the CARES Act payroll support program, it began furloughing 19,000 employees nationwide. A total of 169 people were furloughed at Tech Ops-Tulsa, and a union official said an additional 325 local employees left via an early-out program, leaving the facility with about 5,200 workers, Olund said. All of those furloughed in Tulsa had been hired in early 2020 and were part of a 600-employee addition announced last year, he said. Moreover, the decreased travel hastened the “overnight” retirements of more than 100 aircraft from American’s fleet, including the Boeing 757, Boeing 767, Embraer E190 and Airbus A330-300, Olund said. “These things were going to gradually happen over the next three to five years, and we expected to handle that through some normal attrition, which is why we were hiring,” he said. “Unfortunately with the fleet changes, it made us go do that.” COVID-19 is the biggest challenge the base has faced since it relocated from New York’s LaGuardia Airport in 1946, Olund said. “We’re investing in the base, which shows we’re not going anywhere,” he said. “We had to do a furlough that unfortunately affected employees that had less than a year’s time with us. We’re optimistic that those employees will come back to work for us, and we’re optimistic that we’re resilient and healthy enough to get back into a 2019-like process. “But we’re really focused on the world’s health and the business health and proving to the people that it’s safe to get on an airplane. There’s no safer environment between HEPA (high-efficiency particulate air) filters and the progress that we’ve done in cleaning programs. Our airplanes are some of the safest places in the world right now, and we encourage people to see that and not be afraid to travel.” https://tulsaworld.com/business/local/american-airlines-to-move-forward-with-upgrades-to-tech-ops-tulsa-local-executive-says/article_ca8b3388-1d16-11eb-978f-0b3bf9485681.html Media Bulletin: Low-Flying Airplane and Helicopter Mapping Parts of West Texas and South-Central New Mexico to aid in Mapping Geology Release Date: NOVEMBER 2, 2020 Editor: In the public interest and in accordance with FAA regulations, the USGS is announcing this low-level airborne project. Your assistance in informing the local communities is appreciated. Residents should not be alarmed if they see a low-flying airplane or helicopter over parts of West Texas and South-Central New Mexico starting in early November. The plane, operated under contract to the U.S. Geological Survey, is scheduled to make low-level flights beginning on November 5 through January 15, 2021, as far east as the town of Dell City, Texas, and as far south as Sierra Blanca, Texas. To the west the survey will extend just past Hueco Tanks State Park, Texas, and to the north will fly about 12 miles into New Mexico. The flight is a survey to collect high-resolution airborne magnetic and radiometric data to gain a better understanding of the geology and natural resources. This survey is one of five airborne geophysical campaigns funded by the USGS’s Earth Mapping Resource Initiative (Earth MRI) project in late 2020 and early 2021; these surveys are being conducted across various parts of the United States. The surveys will help increase the understanding of the geology in areas that may host mineral deposits that contain essential critical minerals. The new data will also help the region understand energy and groundwater resources as well as define concealed geologic structures that may be related to geologic hazards, such as earthquakes. Data collected as part of all five surveys will be made public and used to guide more detailed geologic mapping at local scales. When the data analysis is complete, results will provide state-of-the-art, subsurface maps that will contribute to a wide range of 3D representations of the nation’s exposed and concealed geology. Earth MRI is a cooperative effort among the USGS, the Association of American State Geologists and other federal, state and private sector organizations to improve knowledge of the geologic framework in the United States. The survey will not be conducted over Ysleta del Sur Pueblo tribal lands located inside the survey area. The flights will occur at an altitude of 350 to 1500 feet above ground, and instruments on the airplane will passively detect variations in the Earth’s naturally occurring magnetic field and radiation. These variations are created by different rock types at and beneath the Earth’s surface. None of the instruments carried on the aircraft pose a health risk to people or animals. Because flights are being conducted during local hunting season, USGS and its contractors are taking steps to limit hunting effects, including • survey flying will take place during the daytime, thus avoiding the prime times for deer hunting, usually dusk and dawn; • following flight paths that minimize the amount of time the airplane operates in any one area on any given day; and • attempting to identify specific hunting areas of concern and when those areas are most sensitive, so the survey crew can fly those areas when they are least sensitive. Experienced pilots specially trained and approved for low-level flying will operate the aircraft. All flights will occur during daylight hours and are coordinated with the Federal Aviation Administration to ensure accordance with U.S. law. Van Horn airport will be used as the base for the fixed-wing aircraft for the entire survey, and helicopter surveys will be used in the Hueco, Cornudas, and Sierra Blanca Mountains. For their base, helicopters will use the Van Horn Airport, and possibly the El Paso or Dell City airports as well. For any further questions, please contact Mark Bultman at mbultman@usgs.gov. https://www.usgs.gov/news/media-bulletin-low-flying-airplane-and-helicopter-mapping-parts-west-texas-and-south-central Canadian International Test Pilots School views FA-50 to replace its L-39 trainers On Tuesday, Canada’s International Test Pilots School (ITPS)has announced that it has signed a Memorandum of Understanding with Korean Aerospace Industries to promote the KAI FA-50 for tactical and adversary training. According to a pilot’s school news release, the ITPS views T-50 / FA-50 supersonic advanced trainers and light combat aircraft as the most optimal replacement for its aging fleet of Aero L-39 used for tactical & adversarial training. ITTC operates a fleet of Aero Vodochody L-39 featuring upgraded avionics for the FLIT program. “The KAI FA-50 is a great aircraft!” says ITPS President Giorgio Clementi. “The aircraft’s performance, flying qualities and mission capabilities make it the ideal platform for tactical and adversary training missions and a great fit for ITPS to replace our L-39 fleet. A new aircraft supported by the manufacturer and with the associated engineering and logistical support ensures reliable and cost-effective operations into the future. The FA-50 is a winner and we are delighted to be collaborating with KAI!” ITPS offers a range of training courses for Test Pilots and Flight Test Engineers. ITPS has an established track record of providing cost-effective flight test training to air forces and civilian industry around the world. Furthermore, ITPS collaborates with military customers for final project evaluations on military aircraft. https://defence-blog.com/news/canadian-international-test-pilots-school-views-fa-50-to-replace-its-l-39-trainers.html Airbus Turns Cash Positive as Boeing Keeps Flailing If it wasn't obvious before, it is now: There's a clear winner in the aircraft manufacturing sector. During the first half of 2020, Boeing (NYSE:BA) and Airbus (OTC:EADSY) seemed to suffer equally from the COVID-19 pandemic. The sharp plunge in air travel demand led airlines to defer and cancel orders en masse, causing both aircraft manufacturing giants to bleed cash. However, Airbus separated itself from Boeing in the third quarter. Deliveries of its A320 family of jets have rebounded to respectable levels, driving strong improvement in Airbus' financial results last quarter: particularly its cash flow. Meanwhile, the competing 737 MAX family remains grounded due to a pair of fatal accidents in late 2018 and early 2019, weighing heavily on Boeing's results. Aircraft deliveries rebound The abrupt change in market conditions earlier this year led Airbus to build far more jets in the first half of 2020 than its customers were willing to accept. The company delivered 196 commercial jets in that six-month period: down 50% year over year. As a result, by the end of June, it had about 145 completed jets that could not be delivered because of the pandemic sitting in its inventory. This inventory buildup weighed heavily on cash flow. So while Airbus' adjusted operating loss for the first half of the year was a fairly modest 945 million euros ($1.1 billion), it burned 8.8 billion euros ($10.3 billion) of cash, excluding a one-time settlement payment. In the third quarter, Airbus delivered 145 commercial jets. The sequential increase in its delivery rate helped it return to profitability, with an adjusted operating profit of 820 million euros ($958 million). Furthermore, Airbus has reduced its production compared to the beginning of 2020. It is still delivering fewer aircraft than it did a year ago, but the number of jets that could not be delivered due to COVID-19 receded to 135 by the end of September. This enabled Airbus to generate adjusted free cash flow of 642 million euros ($750 million) last quarter. Airbus' third-quarter results stand in stark contrast to the results Boeing reported last week. While Boeing's core operating loss shrank sequentially, its cash burn exceeded $5 billion for a second consecutive quarter. Airbus expects improvement to continue The global airline industry is recovering from the pandemic at an even slower pace than Airbus' management had previously expected. Nevertheless, based on the company's stabilizing results last quarter, management projected that adjusted free cash flow will be breakeven or better in the fourth quarter. (It did add the caveat that this outlook assumes no new disruptions to the market or its operations. With several European countries imposing various types of lockdowns recently, new operational disruptions are certainly possible.) Airbus isn't providing formal guidance for 2021, but it seems to have a fairly optimistic outlook -- at least for the A320 family, which accounts for the bulk of its production. When the pandemic hit, Airbus slashed its A320 production rate by a third: from 60 per month to 40 per month. However, it plans to increase production to 47 per month in the second half of 2021 as airlines look to replace jets that they have retired this year. By contrast, Boeing CFO Greg Smith acknowledged on the company's recent earnings call that free cash flow isn't likely to turn positive until 2022. Furthermore, Boeing expects 737 MAX output to increase slowly next year, only reaching a rate of 31 per month by early 2022, with "gradual increases to correspond with market demand" beyond then. https://www.fool.com/investing/2020/11/02/airbus-turns-cash-positive-as-boeing-keeps-flailin/ Lack of passenger flights squeezes air freight capacity in peak season SYDNEY (Reuters) - A sharp fall in passenger flights due to the coronavirus pandemic combined with rising e-commerce demand is setting the stage for tight capacity and a renewed rise in air freight rates heading into the peak Christmas season. Dedicated air freighters are flying more hours of the day than usual to help make up for the decline in passenger belly space and some airlines are running "ghost flights" without passengers due to attractive cargo rates, but capacity and demand remain mismatched, according to industry experts. "There is a 20% gap on the capacity front," said Marco Bloemen, cargo advisory lead at Accenture's Seabury Consulting, comparing capacity to last year. "Flights are very full on most freight lanes." The limited capacity and higher rates mean more expensive technology and fashion items would receive higher priority for air shipment than lower value items, he said. Deutsche Post AG's DHL Express last week said it expected unprecedented online shopping and shipping volumes during the peak season, with shipment quantities 50% above last year. With demand especially high on trans-Pacific routes, major Asian airlines are also benefiting from strong cargo demand, though it is not enough to offset lost passenger revenue. Hong Kong's Cathay Pacific Airways Ltd <0293.HK> said last month it was already operating at peak season levels, having stepped up services on trans-Pacific routes and added cargo-only passenger flights to meet strong demand. Taiwan's China Airlines Ltd <2610.TW> said it was using its freighters as much as possible, taking delivery of new freighters and adding charter flights and passenger flights for cargo to meet demand triggered by electronics launches and an e-commerce "shopping frenzy". The rising demand has led to a renewed climb in air freight rates, which peaked in April and May at a time when passenger capacity bottomed and there was unprecedented demand for masks and other protective gear. Graphic: Key airfreight rates climb as lack of passenger flights pinch capacity - https://fingfx.thomsonreuters.com/gfx/ce/jbyprxwqbpe/Airfreights.png "Although off their respective peaks, freight rates across all major routes remain significantly above historical levels, a trend we believe has staying power as passenger airline belly capacity remains largely out of the market," Cowen analyst Helane Becker said in a note to clients. Rates for China-U.S. and China-Europe air freight began rising again in October, according to data provider TAC Index. https://www.yahoo.com/news/lack-passenger-flights-squeezes-air-021245231.html After two decades in orbit, space station faces the inevitable repairs The International Space Station marked a significant milestone on Monday: 20 years in orbit as humanity’s only inhabited outpost. What was once just three pressurized rooms – America’s Unity module, with Russia’s Zvezda (“Star”) and Zarya (“Dawn”) modules – has grown into a complex of 16 chambers and a sprawling array of solar panels, connecting trusses, robot arms and instruments. And like any complex piece of machinery, it's prone to aging. Some of the earliest parts of the station have been in orbit since the start — and they're starting to show it. Recent malfunctions have included a persistent air leak and the breakdown of a critical life-support system, and one cosmonaut has said the Russian modules are “exhausted.” There's no cause for alarm, experts say. Malfunctions on the station are normal, and the recent problems haven’t endangered the crew. And learning to deal with malfunctions is part of the mission – experience that will be vital for future human space journeys. In the latest incident, the Russian space agency Roscosmos reported cosmonauts had repaired their oxygen generator – a key life-support system in the Zvezda module. The system failed as a Soyuz spacecraft arrived and increased the crew to six. But it was working again the next day, and a second oxygen generator in America’s Destiny module kept working normally. In addition, the air already inside the ISS contains enough breathable oxygen for several weeks. Roscosmos said the latest leak and oxygen system breakdown posed no danger. “All the station systems work nominally; there is no threat to the crew and ISS safety,” a Roscosmos spokesperson said. The breakdown came as cosmonauts finally tracked down and sealed an air leak on the ISS that has persisted for more than a year – also in the aging Zvezda module. Roughly half of the space station was built and is maintained by Russia, while NASA maintains the rest, so it might seem like a lack of maintenance in the Russian half could threaten the other. Gennady Padalka, who holds the record of 878 days for the longest stay on the ISS, told Russian media outlet RIA Novosti that the Russian half is wearing out: “All the modules of the Russian segment are exhausted.” But space analyst and former NASA engineer Keith Cowing, the editor of NASA Watch, said many non-Russian systems on the space station also routinely suffer malfunctions, and learning to deal with them is part of the mission. The recent breakdowns were no threat to the crew, and there are always enough spacecraft at the ISS to evacuate it in an emergency, including a Soyuz “lifeboat.” Statements that Russian equipment on the ISS is wearing out may be sly marketing to boost funding for the space station, which is harder to obtain in Russia than in America, he said. “In the U.S. we're blessed with apparently solid support for the space station,” he said. “But on the Russian side they've had budget cuts, and that does affect things.” Russian space policy analyst Andrey Ionin said that some of the Russian systems on the ISS are getting old, but that’s to be expected after so long in orbit. He added that the crew are trained to deal with problems. “The profession of an astronaut is dangerous, but these people are specially trained for many years to act in emergency situations," Ionin said in an email. The first parts of the ISS were launched into orbit in 1998, with the expectation they would last at least 15 years. The space station’s mission has now been formally extended to 2024, and it’s proposed to extend to at least 2028. Such extensions are normal in space missions as long as the machinery keeps working, said Martin Barstow, a professor of astrophysics at Leeds University in the U.K. who chairs a group that oversees British science experiments on the space station. “When you plan a program, you plan for a specific period of time,” he said. “But many missions go well beyond the original plan.” NASA has also vouched for the Russian systems. “NASA … will continue working closely with its International Space Station partner Roscosmos to operate the station, and we are confident in our partnership and their work,” NASA spokesperson Stephanie Schierholz said. “The station system is robust.” Cowing said the experience of maintaining the aging space station will be vital as human spaceflights begin to distant planets on spacecraft that will probably never return to Earth. “As we explore space, we are going to have to learn how to work with older spacecraft that may go somewhere and not come back, like the stuff we send to Mars,” he said. https://www.yahoo.com/news/two-decades-orbit-space-station-191800457.html Impact of COVID-19 on Aviation & Fatigue Survey (Round 1) As a longitudinal survey, we will send you links to shorter follow-up surveys each month as the industry adapts to changes in regulations and public demand. For more information about the survey, please contact Dr. Cassie Hilditch at cassie.j.hilditch@nasa.gov or see below for FAQs. We thank you for your time and support of this survey addressing the effects of this unprecedented time in aviation history. All the best, Cassie Hilditch FAQs Overall purpose of the survey To assess the impact of operational changes related to the COVID-19 pandemic on fatigue in US commercial pilots. Any additional background on the study Discussions with airline representatives and pilots have highlighted several unique changes to operations as the industry attempts to adapt to reduced demand and travel restrictions. Many of these changes are unprecedented, therefore, understanding how they impact crew fatigue is important in order to manage the impact of such changes and potentially recommend safeguards to their implementation. Who will have access to the raw data? Only staff from NASA Ames Fatigue Countermeasures Research Laboratory approved by the Institutional Research Board will have access to the raw data. All data will be stored anonymously, with a unique ID code assigned to each participant to track responses over time. Who will make the final conclusions? NASA Ames Fatigue Countermeasures Research Laboratory staff will summarize and analyze the survey responses. Where will the information be published? We hope to publish the results as a NASA Technical Memorandum, and also in safety-focused peer-reviewed journals and industry newsletters to reach a wide range of audiences to maximize the learning opportunities from this survey. We also aim to present the results at relevant scientific and industry conferences where possible. Cassie J. Hilditch, PhD Senior Research Associate Fatigue Countermeasures Lab SJSU Research Foundation NASA Ames Research Center Moffett Field, CA 94035 PIREP SURVEY Greetings, Please consider participating in our online survey on PIREPs available at this link, https://fit.co1.qualtrics.com/jfe/form/SV_6y8tcXQXgr1Q6lT. The survey will take approximately 10-minutes. Thank you for your consideration. Sincerely, Florida Institute of Technology & Purdue University Dr. Debbie S. Carstens, PMP Graduate Program Chair & Professor, Aviation Human Factors College of Aeronautics|321.674.8820 Faculty Profile: https://www.fit.edu/faculty-profiles/2/debbie-carstens/ Curt Lewis