Flight Safety Information - March 8, 2021 No. 048 In This Issue : Incident: Tunis B736 near Tunis on Mar 8th 2021, loss of cabin pressure : Incident: Batik A320 at Jambi on Mar 6th 2021, nose gear rotated sideways after departure : Incident: UPS A306 at Louisville on Feb 28th 2021, avionics smoke indication : Beechcraft B200 King Air - Smoke in the Cabin (Brazil) : Incident: American B38M near Newark on Mar 5th 2021, engine shut down in flight : Emirates Tells Anti-Vax Cabin Crew, Pilots to Get Vaccinated or Pay for Regular PCR Tests : ICAO Partners with IATA and CANSO on New Runway Safety Training Initiative : NTSB Releases New Details About United Boeing 777 Incident : Chinese airline suspends pilot, flight attendant for allegedly brawling over bathroom rules : SkyNet Aviation launches world’s first ground-based technology solution to major aviation safety issue : Fort Worth engineering firm gets DFW Airport design contract for Terminal C makeover : Aircraft Health Monitoring Market worth $5.5 billion by 2025 : The Air Force admits the F-35 fighter jet costs too much. So it wants to spend even more. : US and EU suspend tariffs in Boeing Airbus row : At Dubai airport, travelers' eyes become their passports : SpaceX has nearly 10,000 employees as it ramps up its Starlink rollout, court documents show : Helicopter Accident Investigation Online Course : POSITION AVAILABLE: Staff Engineer : Business Aviation Safety Consortium (BASC): 2Q21 Continuing Education/Safety Round Table (CE/SRT) : SCSI Slovenia in-person and virtual Air Safety Investigation courses : Position: Air Investigator : Graduate Survey : ERAU - Research Study : ISASI - 2021 ISASI Rudolf Kapustin Memorial Scholarship Incident: Tunis B736 near Tunis on Mar 8th 2021, loss of cabin pressure A Tunis Air Boeing 737-600, registration TS-ION performing flight TU-462 from Monastir (Tunisia) to Lyon (France), was enroute at FL380 about 70nm north of Tunis (Tunisia) when the crew initiated an emergency descent due to the loss of cabin pressure. The aircraft turned around and diverted to Tunis, levelled off briefly at FL100 about 7 minutes after leaving FL380 (average rate of descent 4000fpm) and landed safely on Tunis' runway 19 with emergency services on stand by about 25 minutes after leaving FL380. http://avherald.com/h?article=4e4140fb&opt=0 Incident: Batik A320 at Jambi on Mar 6th 2021, nose gear rotated sideways after departure A Batik Air Airbus A320-200, registration PK-LUT performing flight ID-6803 from Jambi to Jakarta (Indonesia) with 117 passengers and 6 crew, had departed Jambi's runway 31 when the crew stopped the climb at 3000 feet due to problems with the nose gear. The aircraft returned to Jambi for a landing on runway 31 about 25 minutes after departure and came to a stop on the runway with the nose gear turned 90 degrees sideways and ground down. The passengers disembarked onto the runway via stairs. The airline reported the crew received an indication of a possible technical problem. During roll out ground observers noticed fire, sparks and smoke from the nose gear. http://avherald.com/h?article=4e3fd7f4&opt=0 Incident: UPS A306 at Louisville on Feb 28th 2021, avionics smoke indication A UPS United Parcel Service Airbus A300-600, registration N143UP performing flight 5X-764 from Louisville,KY to Dallas Ft. Worth,TX (USA) with 3 crew, was climbing out of Louisville's runway 17R. The crew had just contacted departure, received clearance to climb to 10,000 feet and was reading back that clearance when repeated chimes could be heard in the background. The crew requested to level off at 4000 feet, and a minute later reported they had an avionics smoke indication, declared emergency and advised they needed to return to Louisville. The aircraft received vectors for an approach to runway 17R and landed safely back on runway 17R about 15 minutes after departure. After landing the crew advised no further assistance was needed and taxied to the apron. The occurrence aircraft returned to service about 11 hours after landing. https://flightaware.com/live/flight/UPS764/history/20210228/2113Z/KSDF/KDFW http://avherald.com/h?article=4e3f7277&opt=0 Beechcraft B200 King Air - Smoke in the Cabin (Brazil) Date: 07-MAR-2021 Time: a 23:00 UTC Type: Beechcraft B200 King Air Owner/operator: Tandil Air S.A. Registration: LV-ZYB C/n / msn: BB-1690 Fatalities: Fatalities: 0 / Occupants: 2 Other fatalities: 0 Aircraft damage: Minor Category: Serious incident Location: Comodoro Pierrestegui airport, Concordia, Entre Ríos COC/SAAC - Argentina Phase: En route Nature: Executive Departure airport: Misiones Destination airport: San Fernando Airport, BA (FDO/SADF) Investigating agency: JST Narrative: The King Air was en route from Misiones to San Fernando airport in Buenos Aires, when the pilot reported smoke on the cabin, performing an emergency landing at Comodoro Pierrestegui airport, Concordia. https://aviation-safety.net/wikibase/248632 Incident: American B38M near Newark on Mar 5th 2021, engine shut down in flight An American Airlines Boeing 737-8 MAX, registration N327SK performing flight AA-2555 from Miami,FL to Newark,NJ (USA) with 103 people on board, was enroute at FL350 about 210nm southsouthwest of Newark when the crew needed to shut the right hand engine (LEAP) down due to an engine oil indication. The aircraft drifted down to FL270 and continued for a safe landing on Newark's runway 29 about 50 minutes after leaving FL350. After landing Newark tower advised that Teterboro Airport reported they probably had an engine fire, the crew acknowledged the transmission. Emergency services inspected the aircraft before it taxied to the apron. The airline reported the engine was shut down due to an engine oil related (pressure or quantity) indication. https://flightaware.com/live/flight/AAL2555/history/20210305/1751Z/KMIA/KEWR http://avherald.com/h?article=4e3f6b20&opt=0 Emirates Tells Anti-Vax Cabin Crew, Pilots to Get Vaccinated or Pay for Regular PCR Tests Cabin crew, pilots and other frontline employees at the Dubai-based airline Emirates have been told that they will have to pay out of their own pocket for regular polymerase chain reaction (PCR) COVID-19 nasal swab tests if they decline to be vaccinated against the novel Coronavirus. The United Arab Emirates (UAE) has currently authorised three vaccines for emergency use including the Pfizer / BioNTech jab and Oxford AstraZeneca shot, as well as a vaccine developed and manufactured by the Chinese biotech company Sinopharm. Nearly half of Emirates’ UAE-based frontline workforce have already received both doses of one of the approved vaccines. But a worldwide supply crunch on Pfizer jabs means that authorities have been offering more people the Sinopharm jab. Healthcare workers have faced issues encouraging expat workers that the vaccine offers the same level of protection and safety as that of jabs approved for use in Europe and North America. In order to overcome vaccine hesitancy, the UAE government recently rubberstamped new laws that allow employers to make unvaccinated workers take regular PCR tests at their own expense. Vaccination remains voluntary and employees cannot be sacked for refusing to be vaccinated. Employees who are currently not eligible for vaccination due to health reasons must also be regularly tested but will be exempted from paying for the tests. Unlike Etihad Airways in neighbouring Abu Dhabi, cabin crew and pilots do not have to be vaccinated in order to work on a flight and there are no other restrictions on their movements. Around 5,000 flight crew have so far accepted one of the approved shots according to the latest figures released by the airline. Etihad Airways only operates flights with fully vaccinated crew and restricts the movements of crew who decline to have the jab. In contrast, American Airlines recently revealed that it would incentivize employees to be vaccinated by offering an extra vacation day and $50 in value for use on an internal awards programme. Similar incentivisation schemes have been introduced by several other hospitality companies. Scott Kirby, chief executive of United Airlines has suggested that he would support a mandatory vaccination requirement for airline staffers. United has not introduced such a policy but is actively encouraging vaccination uptake and has opened its own vaccination centre at Chicago’s O’Hare airport. In a bid to roll out vaccines to its entire UAE-based workforce, Emirates has opened pop-up vaccination centres across Dubai. The UAE has been one of the leading countries in rolling out COVID-19 vaccines – according to Our World in Data, the UAE has administered over 63 shots per 100 people as of March 6. https://www.paddleyourownkanoo.com/2021/03/07/emirates-tells-anti-vax-cabin-crew-pilots-to-get-vaccinated-or-pay-for-regular-pcr-tests/ ICAO Partners with IATA and CANSO on New Runway Safety Training Initiative With the coming into effect this November of its new Global Reporting Format for Runway Surface Conditions (GRF), the international Civil Aviation Organization (ICAO) has agreed to partner with the International Air Transport Association and the Civil Air Navigation Services Organisation on a new joint GRF training program. The new online course has been specifically designed for air traffic controllers and aeronautical information service staff, and will be available for enrolment in April on the ICAO Global Aviation Training website. It complements existing courses developed in cooperation with Airports Council International for airport operations staff, and with IATA for flight crews. “Runway safety continues to remain aviation’s biggest safety challenge, representing more than half of all accidents reported to ICAO for commercial operations,” emphasized ICAO Secretary General Dr. Fang Liu. “We have been collaborating in recent years on numerous initiatives to reduce runway safety-related accidents and incidents worldwide, and the hard work undertaken to forge international consensus on the new GRF, in addition to this new collaborative training course supporting it, should help to deliver substantial runway safety performance improvements.” The ICAO GRF will be effective as of November 4 2021, and establishes a new methodology for assessing and reporting runway surface conditions to improve take-off and landing performance. The new agreement is the first of its kind between the three international organizations, and sets the stage for future collaboration on global safety enhancement initiatives. https://www.hstoday.us/subject-matter-areas/airport-aviation-security/icao-partners-with-iata-and-canso-on-new-runway-safety-training-initiative/ NTSB Releases New Details About United Boeing 777 Incident The United States National Transportation Safety Board (NTSB) released an update on Friday about the United Airlines Boeing 777 engine incident. In late February, the aircraft was climbing out of Denver International Airport (DEN) when the pilots throttled up the engines in anticipation of turbulence. Shortly after that, a loud bang and fire coming from the engine led the pilots to bring the plane back to Denver. New details about what happened inflight On Friday, the NTSB published additional information on the ongoing investigation of United Airlines flight 328 involving a Boeing 777-200 equipped with Pratt & Whitney PW4077 engines. On February 20th, 2021, the aircraft was climbing out of DEN with 239 passengers and crew onboard. According to the NTSB, about four minutes after takeoff, as the plane flew through 12,500 feet mean sea level (MSL) with an airspeed of 280 knots, the flight crew increased power to the engines. The pilots did so in response to expected turbulence during their climb up to flight level 230. Turbulence, especially around the mountainous Denver-area, is not unusual in the airline industry, and pilots have some options when dealing with turbulence. Data from the CVR indicates that almost immediately after the throttles were advanced, there was a loud bang with the right-hand engine making an uncommanded shutdown, followed by an engine fire warning. Some parts of the engine fell off the aircraft to the ground but were later recovered. Declaring an emergency, the flight crew decided to return to conduct an emergency landing in Denver. The flight crew completed checklists, including the engine fire checklist, and discharged both fire bottles into the engine in an attempt to extinguish the fire. However, the engine fire warning remained active “until the airplane was on an extended downwind for landing.” Taking in all the information, the pilots decided not to dump fuel for safety and time reasons. The captain successfully completed a one-engine-inoperative approach in Denver, where emergency services met the aircraft on the runway. The NTSB looks at the engine The NTSB almost immediately began looking at the engine itself. That analysis is ongoing. However, the initial damage found fire damage, consistent with the incident, but there were damaged fan blades. Two blades were fractured when the NTSB looked at it. The evidence with one of the blades was consistent with fatigue. Another blade had “shear lips that were consistent with an overload failure.” In the immediate aftermath, Pratt & Whitney issued a notice to operators providing revised inspection thresholds. Thermal acoustic image (TAI) inspection thresholds were revised to 1,000 cycles for the first stage low compressor (LPC) blades on affected engines. The FAA followed this up with an Emergency Airworthiness Directive, requiring TAI inspections of LPC blades for cracks. Part of United’s 777 fleet remains grounded United Airlines, shortly after, voluntarily removed 24 of its Pratt & Whitney 4000-powered Boeing 777 aircraft from service. The airline is working to fill in the gaps in its schedules as these aircraft remain parked temporarily. United Boeing 777 United Airlines flies Boeing 777-200 on mostly higher-demand leisure routes in the US and has temporarily grounded those. Photo: Vincenzo Pace | Simple Flying Once the FAA and Pratt & Whitney provide some additional guidance on the necessary fixes and United can complete them, the airline will put the Boeing 777s back into revenue service. An issue that does not affect all Boeing 777s The Boeing 777s are some of the most well-known aircraft in the world. These jets transport thousands of passengers around the world each day. The groundings, which do stretch to other countries, include a small subset of the Boeing 777 fleets flying across the world. United flies an extensive fleet of 777 aircraft near and far, including to points in Europe and Asia. Plenty of carriers ranging from American Airlines to ANA to Cathay Pacific to Air France to British Airways to Qatar Airways to Emirates continue to fly Boeing 777 aircraft safely worldwide. In aviation, incidents like this do happen. However, flight crew are trained extensively for how to react in such situations, and the crew here followed their training and brought the aircraft down to the ground safely with no injuries to passengers or crew. https://simpleflying.com/ntsb-united-777-update/ Chinese airline suspends pilot, flight attendant for allegedly brawling over bathroom rules The Donghai Airlines crew members were physically injured during the fight, witnesses say China’s Donghai Airlines has suspended a pilot and a flight attendant for their roles in a recent bathroom brawl. The two men reportedly got into their physical flap during a Feb. 20 flight from Nantong, in the Jiangsu province, to Xi'an, in the Shaanxi province, after the pilot exited the cockpit to use the plane’s first-class bathroom, the South China Morning Post reports. Witnesses say the pilot noticed a passenger approaching just as he was entering the lavatory, but the pilot instructed the passenger to wait in their seat (rather than outside the door) until it was the passenger’s turn. However, upon exiting the restroom, the pilot saw the impatient passenger standing outside the door — and the pilot immediately blamed the first-class flight attendant for "not doing his job" by letting the passenger wait in the aisle, according to the South China Morning Post. Passengers who recounted the incident on social media say the pilot then attacked the flight attendant, leaving him with a broken arm. The pilot allegedly lost a tooth during the fight, too. Shenzhen-based Donghai Airlines later confirmed that both the pilot and flight attendant had been suspended following their "argument." "The company attached high importance to the argument among the crew members during flight and conducted a strict internal verification," the airline wrote in a statement shared with the outlet. "Those staff members involved have been suspended their job to ensure flight safety." A representative for Donghai Airlines did not immediately return a request for comment https://www.foxnews.com/travel/chinese-donghai-airlines-suspends-pilot-flight-attendant-brawling-bathroom SkyNet Aviation launches world’s first ground-based technology solution to major aviation safety issue SkyNet Aviation, the leading global specialist in mid-size fleet aviation technology solutions, has announced the launch of the world’s first AI-enabled, ground-based technology to provide 24/7 alerts of wrong deck landings (WDL) and wrong surface landings (WSL). Specifically developed for helipad and airport operators, including cluster helipads and remote and unmanned airports, REACH LASA is an effective and affordable solution to the under-recognized, but potentially life-threatening, safety issue of unscheduled or unannounced aircraft landings. LASAW (Landing, Approach, Surveillance, Warning) provides early warning and detects any aircraft in a landing configuration, tracks its approach and automatically triggers a series of audio and visual alarms to clear a landing site of personnel, equipment or wildlife and prevent damage or injury. The unique technology, developed over several years at SkyNet Aviation’s headquarters in Brisbane, Australia, can: • Monitor up to 500 aircraft at up to 1-second intervals in a detection range up to 260 nautical miles/480km • Monitor and display all long-range inbound flights Flight planned to the Destination • Analyze and detect all other airborne traffic to provide approach warnings up to 10 nautical miles/20km or more pre-landing notification • Trigger ground alerts (sirens, strobe lights, automated two-way radio announcements etc.) • Create custom no-fly zones for alarms and recording aircraft details and operator • Log all landing approach events, time on ground logs with aircraft type and operator information • Can also be programmed to ignore known activity, such as training circuit flights “This is a real industry gamechanger,” explains Jon Davis, SkyNet’s founder and CEO. “LASAW will have a major impact on the prevention of this very significant safety issue which is widely recognized – particularly by pilots who operate around platforms in the oil and gas fields, FPSOs and in remote areas – but is not well documented. WSL can also be a problem at any airport and I’m glad to see that for 2021, some key safety organizations are at last recognizing the potential dangers. Until LASAW, there has been no dedicated technology solution available to manage this potential danger. “During the development of this product, we spoke to pilots, landing site operators and safety organizations around the world, all of whom had personal or anecdotal evidence of just how often pilots, for many different reasons, can approach the wrong landing site. It’s not as unusual as you might imagine but not every WDL or WSL is recorded.” Until now, action to try and prevent these occurrences, particularly at offshore platforms, has usually relied on the pilot to visually identify the correct landing zone. Typically, this is aided by Satellite tracking information every 15 seconds. LASAW, using ground-based ADS-B technology, has access to position updates broadcast from aircraft up to twice per second, offering far greater position resolution and high-speed computing algorithms to determine if a potential landing conflict is present. Now airport, rig and FPSO operators can play a major role in averting potentially dangerous situations and make their landing environments safer. One organization which has been trialing LASAW is Devonport Airport, owned by the Tasmanian state government Ports Corporation. The airport wanted pre-landing alerts to provide warnings for ground maintenance teams, such as maintenance, refuellers and baggage services. “Devonport is a progressive regional airport, where safety is a key consideration, and LASAW has been developed specifically for our size of operation,” explains Dave Race, Devonport Airport’s general manager. “Devonport Airport was part of the early testing and proving phase of the system and since its initial installation, we have provided end-user feedback which Skynet Aviation has incorporated into the system.” For airport operators such as Devonport, the LASAW system now extends to monitoring of long-range inbound flights well beyond LASAW’s detection range and aircraft once airborne from their departure point. LASAW can access the global Aeronautical Fixed Telecommunication Network (AFTN) to display these flights scheduled to arrive at the LASAW destination, no matter the distance. Once within detection range, these aircraft are monitored at up to 1-second intervals. Equally, Departures can be monitored to their completion outside of LASAW’s range. “Providing advanced accurate arrival information for Aerodrome Reporting Officers at key inbound points is proving extremely useful,” explains Race. “In addition, we use the system to assist in our verification of aircraft using the airport for billing purposes or account queries. LASAW has added another layer of operational efficiency and safety to our airport operations.” https://verticalmag.com/press-releases/skynet-aviation-launches-worlds-first-ground-based-technology-solution-to-major-aviation-safety-issue/ Fort Worth engineering firm gets DFW Airport design contract for Terminal C makeover DFW Airport officials say they are ready to build a sixth passenger terminal, which in keeping with the airport's tradition of naming terminals by letter would be called Terminal F. DFW AIRPORT DFW Airport leaders are ready to begin a multimillion-dollar makeover of Terminal C, and that effort includes hiring a well-known Fort Worth engineering company despite a concern raised by an airport board member. The airport board last week approved a $65 million contract with Freese & Nichols, a Fort Worth firm with a history of engineering and design work at the airport dating back to the 1970s. The airport is pressing ahead with an overhaul of Terminal C, which is the only one of DFW’s five passenger terminals that has not been rebuilt and modernized. Even as the airport sets the stage for the Terminal C work, plans to build a new sixth terminal — Terminal F — remain on indefinite hold because the COVID pandemic has dramatically reduced customer demand for air travel. But the Terminal C improvements are needed because that facility has many features — including ceilings, ventilation and other infrastructure — that are just too old and need to be modernized, airport officials said. Before the board voted unanimously to approve the contract with Freese & Nichols, board member Bill Meadows of Fort Worth urged other board members during a committee meeting to keep an eye on how the company performs during the term of the contract. The company would provide construction management services for five years, under the contract terms. Meadows explained that, in 2014 or 2015, Freese & Nichols was under contract to manage the airport’s Terminal Renewal Improvement Program — a $3.1 billion modernization of Terminals A, B and E that included new gates, checkpoints, baggage handling and many other features. At that time, Meadows said, the airport’s executive staff behind the scenes weren’t totally satisfied with Freese & Nichols’ quality of work. Meadows didn’t provide other specifics, and said he now approves of hiring Freese & Nichols for the Terminal C project because he has been assured by the airport’s executive staff that the firm is well-qualified this time. “The staff has assured me they have done extensive background work on this,” Meadows told the board. When asked for comment, officials at Freese & Nichols responded with a statement. “We’ve proudly worked with DFW Airport since its inception half a century ago, and we’re excited about the opportunity to partner with them again,” the firm’s statement read. “We look forward to the prospect of working with DFW Airport’s management and staff and thank them for their consideration and confidence.” Freese & Nichols was hired in 2010 to provide program management services for DFW Airport’s Terminal Renewal and Improvement Program — often referred to as TRIP. Freese & Nichols received a total of $74 million from that original contract plus six annual renewals ending in 2015, according to DFW documents. On its company website, Freese & Nichols boasts that it had been in important part of design and construction work at DFW Airport all the way back to the airport’s original concept development in the 1960s. DFW Airport opened in 1974. During its peak of work at DFW Airport between 2010 and 2017, Freese & Nichols oversaw and coordinated work with 74 company managers, 250 designers and 4,500 construction workers on the airport grounds, according to the company’s website. OTHER DFW BOARD ACTION In additional to the $65 million contract with Freese & Nichols, the DFW Airport board on Thursday also approved a $65 million with Momentum Aviation Partners of Fort Worth. The two contracts will allow the two firms to overlap their work, to help maintain continuity as the airport moves from one piece of construction work to another, as the design work for Terminal C and other related capital projects at the airport get underway. The DFW board also approved $75 million in other design contracts with three other firms for Terminal C. The firms, each of which was awarded $25 million, include: Ghafari Associates LLC of Fort Worth; Gresham Smith of Dallas; and Hellmuth, Obata & Kassabaum Inc. (HOK) of Dallas. The contracts are for three years, with a possibility of three additional one-year renewals, according to airport records. https://www.star-telegram.com/news/business/aviation/article249644633.html Aircraft Health Monitoring Market worth $5.5 billion by 2025 CHICAGO, March 8, 2021 /PRNewswire/ -- According to the new market research report "Aircraft Health Monitoring Market by Platform (Commercial, Business & General, Military Aviation), Installation (Onboard, On Ground), Fit (Linefit, Retrofit), End User, Solution, System, Operation Mode and Region - Global Forecast to 2025", published by MarketsandMarkets™, the market size is projected to grow from an estimated USD 3.3 billion in 2020 to USD 5.5 billion by 2025, at a CAGR of 10.8% during the forecast period. This growth can be attributed to the increasing aircraft operational and flight safety activities. Ask for PDF Brochure: https://www.marketsandmarkets.com/pdfdownloadNew.asp?id=954 The MRO segment accounts for the largest market size during the forecast period Based on end user, the aircraft health monitoring market has been segmented into MRO, OEMs and Airlines are considered in the aircraft health monitoring market. The MRO is estimated to be account for the largest share in the aircraft health monitoring market. Increase in aircraft modernization programs is one of the most significant factors driving the MRO segment in the aircraft health monitoring market. The commercial aviation segment is projected to grow at the highest CAGR during the forecast period Based on the platform, the aircraft health monitoring market has been segmented into commercial aviation, business and general aviation and military aviation. Commercial aviation will register the fastest growth in the aircraft health monitoring market owing to the high demand for health monitoring systems, solutions, and services. Airlines in the commercial sector are focused on implementing these solutions to reduce the operating costs of their air fleets, which will support the market growth over the projected timeframe. The hardware segment accounts for the largest market size during the forecast period Based on solution, the aircraft health monitoring market is segmented into hardware, software and services. the aircraft health monitoring market is estimated to be dominated by the hardware segment with a market share of highest market share in 2020. This growth can be attributed to increasing use of sensors in engines to analyze real-time condition data for preemptive detection of failures will drive aircraft health monitoring demand over the projected period. "Asia Pacific is projected to grow at the highest CAGR during the forecast period." Asia Pacific is projected to be the fastest-growing region in the aircraft health monitoring market during the forecast period, backed by significant development in air transport, The region is a diverse mix of countries and aviation requirements; it is projected that by 2038, it will witness the highest number of aircraft deliveries than any other region. The increase in aircraft deliveries will eventually lead to the growth of the aircraft health monitoring market. The increasing demand for aircraft models such as the A380, A350 XWB, B787 Dreamliner, B777, and other AHMS integrated aircraft models will support market demand in the region. Airbus and Boeing provide their own health monitoring systems, AiRTHM (Airbus Real-Time Health Monitoring) and AHM (Airplane Health Management), respectively. This, in turn, is expected to drive the aircraft health monitoring market in the Asia Pacific region. Major players operating in the aircraft health monitoring market include Safran S.A.(France), Airbus S.A.S (Netherlands), Raytheon Technologies Corporation (US), Honeywell international Inc (US), Teledyne Technologies Inc (US), among others. These key players offer aircraft health monitoring across regions, and have well-equipped and strong distribution networks across the North American, European, Asia Pacific, Middle East, African, and Latin American regions. Related Reports: Aircraft Sensors Market by Connectivity, Platform (UAV, EVTOL, Fixed, Rotary), Sensor (Pressure, Temperature, Speed, Proximity, Gyro) Application (Engine, Door, Environmental Control), End Use (OEM, Aftermarket), Region - Global Forecast to 2025 Flight Data Monitoring Market by Solution Type (On Board, On Ground), Component (FDM Service, FDM System, FDM Software), End User (Fleet Operators, Drone Operators, FDM Service Providers, Investigation Agencies), Region - Global Forecast to 2022 https://www.prnewswire.com/news-releases/aircraft-health-monitoring-market-worth-5-5-billion-by-2025--exclusive-report-by-marketsandmarkets-301242220.html The Air Force admits the F-35 fighter jet costs too much. So it wants to spend even more. Developing and procuring a brand-new nonstealth plane to save money makes sense only if the Pentagon can defy its entire history of defense spending. The Air Force is now considering a replacement for its F-16 fighter jet replacement. With an estimated lifetime cost of $1.6 trillion, the F-35 Lightning II, conceived as a versatile, super stealthy next-generation fighter plane, is the most expensive weapon system ever built. When the program began way back in 1992, the F-35 was supposed to be an affordable one-size-fits-all solution for the Air Force, Marine Corps and Navy. It took until this February for the Air Force to publicly admit that the F-16 replacement failed the affordability test. Lockheed Martin claims that it could reduce operating costs to $25,000 per hour by 2025 — but only if it’s awarded an exclusive maintenance contract. On Friday, Rep. Adam Smith of Washington state, the top Democrat on the House Armed Services Committee, verbalized the long-simmering frustration with the massive program’s costs and persistent technical problems when he said he wanted to “stop throwing money down that particular rathole. … Is there a way to not keep spending that much money for such a low capability?” But, the solution the Air Force is considering could make the problem worse: spend more money on another new jet to replace the F-16. Developing and procuring a brand-new nonstealth fighter to save on operating costs only makes sense if it doesn’t end up costing as much as the F-35 did. And that would mean defying history. Defense programs fail spectacularly all the time, and there is no sure way to prevent that. The services and manufacturers often promote ambitious programs with overly optimistic cost assessments, only for developmental difficulties to trigger spiraling delays and cost overruns. Sometimes programs, like the littoral combat ship, take so long that the strategic rationale behind them is no longer relevant by the time they’re ready. But the Pentagon and members of Congress overseeing the defense budget do at least have one advantage in designing yet another plane: They can learn from their mistakes in the F-35’s development. To be fair, it’s important to acknowledge that part of the F-35’s promise has been realized — the price of the variant of the F-35 used by the Air Force has fallen to below $80 million, cheaper than some advanced contemporary nonstealth fighter planes. And while critics love to pile on the F-35 for being over budget and less agile than its predecessors, in fact not everything about the F-35 is a failure. Its stealth characteristics make it far better than an F-16 for penetrating airspace guarded by modern air defense missiles. The Lightning also has advanced sensors and communication systems it can network with friendly forces to enhance their effectiveness as well. But there are also many missions, like routine patrols of U.S. airspace and bombing insurgents that pose no threat to a high-flying U.S. fighter jet — the kinds of combat missions flown by U.S. F-35s so far — that don’t require these premium capabilities. And the F-35 isn’t optimized for missions over long distances — important when confronting China’s military activities in the Pacific Ocean — and could be vulnerable if caught up in close-range air-to-air combat. And even the relatively low $80 million-per-F-35 price tag is deceptive, because the F-35 has proven so expensive and challenging to maintain that every hour an F-35 is flown costs $36,000 on average, compared to $22,000 for an F-16. By an alternate metric, the F-35 is over three times more expensive per hour to fly. The plane’s builder, Lockheed Martin, claims that it could reduce operating costs to $25,000 per hour by 2025 — but only if it’s awarded an exclusive maintenance contract. The Pentagon appears to be rightly skeptical. The high operating costs are tied to a persistent shortage of spare parts and over 800 continuing defects that are still being corrected. At this very moment, F-35 fleets are receiving a projected $16 billion upgrade to software and other components that’s already two years behind schedule and $1.5 billion over budget. All these developments apparently have the Air Force coming around to the idea that the bill for using the F-35 for routine tasks is just too high. The Navy has already reduced its F-35 buy and the Marine Corps is expected to as well (though, to be clear, even if the Air Force downsizes its order, as seems probable, hundreds more are still likely to enter U.S. military service and the jet will also remain in demand for export abroad.) As Air Force Chief of Staff Charles Q. Brown Jr. put it in announcing a new study looking at options for an F-16 replacement: “You don’t drive your Ferrari to work every day, you only drive it on Sundays. This [the F-35] is our ‘high end.’ We want to make sure we don’t use it all for the low-end fight.” This is a legitimate issue. But the Air Force needs to seriously consider whether it has to develop a jet from scratch once again. It could instead order the heavily upgraded (and already developed!) nonstealth F-16 Block 70/72 model, which features new computers and a capable new radar. The Air Force is also currently procuring heavier, longer-range Boeing F-15EX nonstealth fighters, which should fall between the F-16 and F-35 in operating costs at $27,000 per flight hour. But Brown indicated that he instead wants a new plane with a more easily upgradeable computer system, greater speed and some lower-level stealth characteristics in between that of the F-35 and F-16. Such improvements are only worthwhile if they can be achieved within a reasonable cost and timeframe by incorporating proven technologies. One of the F-35 program’s chief flaws was that it attempted to develop too many new technologies at the same time. Because the Lightning’s systems were constantly evolving, they never had a consistent baseline from which to integrate them all. This resulted in huge delays when one evolution disrupted the planning for others. Going forward, the Air Force could save time and money by focusing on just one or two major innovations while elsewhere using technologies that have already been developed. The airframe of the plane could always be designed with spare capacity for future technologies. The replacement plane should also not be a compromise designed to meet requirements from the Navy and Marines as well as the Air Force. The supposed cost-savings of doing so with the F-35 proved illusory, as the three models only ended up sharing 20 percent of their parts in common. The result was a Franken-plane that posed problems for all parties involved. The Pentagon also needs to retain user rights over not just the airframes, but the support systems of the aircraft it’s ordering. Right now, Lockheed continues to claim proprietary ownership of the F-35’s computer systems and documentation. So when an Air Force programming team developed a replacement for the Lightning’s notoriously dysfunctional ground-based computer system, it was met by Lockheed with intellectual property disputes. Finally, the Air Force can’t undertake a multidecade development process like it did for the F-35. Outgoing Air Force procurement chief Will Roper has suggested that new computer-modeling technologies could be used to dramatically reduce development time and costs. There are risks with this approach, such as less extensive testing that could result in more accident-prone aircraft and shorter service lives. But it would be worth trying — so long as the new program isn’t allowed to become “too big to fail” like the F-35 was. If this new program to replace the F-16 proves unable to produce a viable aircraft on budget and on time, it should be possible to kill it early on before it gains too much political momentum and sunk costs, freeing the Air Force to pursue a more viable solution—and freeing taxpayers from shouldering another runaway defense program. After all, the Air Force has other irons in the fire, ranging from improved versions of older jet fighters to an advanced next-generation stealth jet and new AI-operated wingman drones. For a low-cost replacement to truly succeed, then, it must be allowed the possibility of failure. https://www.nbcnews.com/think/opinion/air-force-admits-f-35-fighter-jet-costs-too-much-ncna1259781 US and EU suspend tariffs in Boeing Airbus row The US and the EU have agreed to a four-month suspension of tariffs they imposed on each other as punishment for subsidies provided to rival planemakers Airbus and Boeing. The move affects billions of dollars worth of goods. including tractors, wine and cheese. It comes a day after the US agreed to suspend its tariffs on UK imports stemming from the dispute. The US said the step marked a "fresh start" to US-EU trade relations. European Commission Executive Vice-President and Trade Commissioner Valdis Dombrovskis also called it a "reset" for the relationship, which grew strained under former President Donald Trump. "Removing these tariffs is a win-win for both sides, at a time when the pandemic is hurting our workers and our economies," he said. "This suspension will help restore confidence and trust, and therefore give us the space to come to a comprehensive and long-lasting negotiated solution." WTO Boeing Airbus fight The dispute between the US and EU over the aircraft subsidies goes back nearly two decades. In 2019, the World Trade Organization ruled that the EU had illegally provided support to Airbus, clearing the way for the US to respond with tariffs worth up to $7.5bn (£5.4bn) in annual trade. Whisky The US imposed tariffs on whiskey Roughly one year later, in a parallel case, it ruled that the US benefits to Boeing also violated trade rules, authorising the EU to hit the US with tariffs worth roughly $4bn. Since then, both sides have taken steps to remove the assistance found at fault. However, it was not clear whether the tariffs would be lifted under Mr Trump, who had embraced such taxes as part of his trade policy, at one point calling himself a "Tariff Man". In December, the UK said it would voluntarily suspend its tariffs on US goods. Officials said they hoped to kickstart compromise talks, casting the measure as an example of the benefits to the UK's ability to act as an independent trading nation following Brexit. The US did not respond in kind until this week. https://www.yahoo.com/finance/news/us-eu-suspend-tariffs-boeing-190204199.html At Dubai airport, travelers' eyes become their passports DUBAI, United Arab Emirates (AP) — Dubai’s airport, the world’s busiest for international travel, can already feel surreal, with its cavernous duty-free stores, artificial palm trees, gleaming terminals, water cascades and near-Arctic levels of air conditioning. Now, the key east-west transit hub is rolling out another addition from the realm of science fiction — an iris-scanner that verifies one’s identity and eliminates the need for any human interaction when entering or leaving the country. It’s the latest artificial intelligence program the United Arab Emirates has launched amid the surging coronavirus pandemic, contact-less technology the government promotes as helping to stem the spread of the virus. But the efforts also have renewed questions about mass surveillance in the federation of seven sheikhdoms, which experts believe has among the highest per capita concentrations of surveillance cameras in the world. Dubai's airport started offering the program to all passengers last month. On Sunday, travelers stepped up to an iris scanner after checking in, gave it a good look and breezed through passport control within seconds. Gone were the days of paper tickets or unwieldy phone apps. In recent years, airports across the world have accelerated their use of timesaving facial recognition technology to move passengers to their flights. But Dubai's iris scan improves on the more commonplace automated gates seen elsewhere, authorities said, connecting the iris data to the country's facial recognition databases so the passenger needs no identifying documents or boarding pass. The unusual partnership between long-haul carrier Emirates, owned by a Dubai sovereign wealth fund, and the Dubai immigration office integrates the data and carries travelers from check-in to boarding in one fell swoop, they added. “The future is coming," said Major Gen. Obaid Mehayer Bin Suroor, deputy director of the General Directorate of Residency and Foreign Affairs. “Now, all the procedures have become ‘smart,' around five to six seconds.” But like all facial recognition technology, the program adds to fears of vanishing privacy in the country, which has faced international criticism for targeting journalists and human rights activists. According to Emirates' biometric privacy statement, the airline links passengers' faces with other personally identifying data, including passport and flight information, retaining it for “as long as it is reasonably necessary for the purposes for which it was collected.” The agreement offered few details about how the data will be used and stored, beyond saying that while the company didn't make copies of passengers' faces, other personal data “can be processed in other Emirates' systems.” Bin Suroor stressed that Dubai's immigration office “completely protects” passengers' personal data so that “no third party can see it.” But without more information about how data will be used or stored, biometric technology raises the possibility of misuse, experts say. “Any kind of surveillance technology raises red flags, regardless of what kind of country it’s in,” said Jonathan Frankle, a doctoral student in artificial intelligence at the Massachusetts Institute of Technology. ”But in a democratic country, if the surveillance technology is used transparently, at least there’s an opportunity to have a public conversation about it." Iris scans, requiring people to stare into a camera as though they're offering a fingerprint, have become more widespread worldwide in recent years as questions have arisen over the accuracy of facial recognition technology. Iris biometrics are considered more reliable than surveillance cameras that scan people's faces from a distance without their knowledge or consent. Despite concerns about overzealous surveillance in the UAE, the country's vast facial recognition network only shows signs of expanding. Last month, Prime Minister Sheikh Mohammed bin Rashid Al Maktoum, who also serves as Dubai's ruler, announced the country would begin trials of new facial recognition technology to cut down on paperwork in “some private sector services,” without elaborating. During the pandemic, the skyscrapper-studded city of Dubai has advanced an array of technological tools to fight the virus in malls and on streets, including disinfectant foggers, thermal cameras and face scans that check for masks and take temperatures. The programs similarly use cameras that can record and upload people's data, potentially feeding the information into the city-state's wider biometric databases. https://www.yahoo.com/news/dubai-airport-travelers-eyes-become-165604276.html SpaceX has nearly 10,000 employees as it ramps up its Starlink rollout, court documents show Court filings show SpaceX has more than 9,500 employees on its payroll. SpaceX, which Musk founded in 2002, says it is the largest satellite operator in the world. There are more than 100 vacancies advertised on its website. Elon Musk's aerospace company SpaceX is nearing a 10,000-strong workforce as it ramps up its Starlink rollout. In a court filing on February 26 as part of the company's battle with the Department of Justice over alleged hiring discrimination, SpaceX said it "has over 9,500 employees on its payroll." It has more than 100 vacancies listed on its website. In the US alone, SpaceX has staff at least 10 sites across five states. SpaceX, which Musk founded in 2002, is the operator of the world's largest commercial satellite constellation. Data from a huge COVID-19 study the company took part in suggests its workforce is young and overwhelmingly male. Around 4,300 employees signed up to give monthly blood samples so they could be tested for antibodies from April 2020 onwards. The study sample was 84.3% male with a median age of 32 - although the age range spanned from 18 to 71. SpaceX appears to be a popular place to work overall. Part of the reason is due to the perks employees are entitled to, from in-house massage therapists to private talks by celebrities. Yet, Musk's employees still live in fear of his ever-changing moods, according to Vanity Fair's Nick Bilton. Staff told the publication they felt nervous about Musk's Twitter habit and closely watched his mood so they could use it to their advantage. "On [SpaceX] launch days, you have everyone at Tesla tuned in to see if the launch is successful, not because we are vested in the rockets, but because it directly impacts Elon's mood for the next few days," a Tesla executive told Vanity Fair. "If there was a failure on a launch, there'd be hell to pay; you didn't want to have a phone call set up with Elon afterward." It was recently reported that in SpaceX's earliest days, rocket engineers were occasionally left to starve due to food shipment failures, back when they were living on a Pacific Island to prepare for a launch, leading them to mutiny. "We were just wild animals on the island, waiting for food," Ed Thomas, a SpaceX technician at the time, told the senior space editor at Ars Technica, Eric Berger. In February, SpaceX vice president Hans Koenigsmann, who was Musk's seventh hire at the company, announced plans to retire. He told staff he'd be replaced by William Gerstenmaier, a former NASA official who joined the space company a year ago. The company has grown massively over the past 19 years. "In 2002, SpaceX basically consisted of carpet and a mariachi band. That was it," Musk said. The company had 160 employees in November 2005. Prior to February, the last time the company publicly commented on the size of its workforce was in May 2020, when Gwynne Shotwell, SpaceX's chief operating officer, said it had around 8,000 staff. And as the company grew, employees also grew as professionals, within it. "I worked with Elon in 2002 when no one knew his name and SpaceX was just founded," said former employee, Teresa Tranakas. "Even though I stayed on for a short period (almost two years), working alongside Elon during those startup moments taught me valuable business lessons that I apply even to this day. Examples of wisdom she learned from Musk include doing whatever it takes to build a sustainable business and never accepting that something can't be done. More than 10 years later, SpaceX continues to find success after success, especially with the company's recent valuation shooting to about $74 billion, CNBC reported. Its exponential growth has also meant that the company is looking to hire. With hundreds of vacancies advertised on its site, it looks like Musk is looking to expand his workforce by huge amounts. Starlink is SpaceX's broadband service that beams down internet from satellites launched into orbit. Since its launch in October last year, it has accumulated more than 10,000 users worldwide. Musk also apparently has ambitious plans to colonize Mars. In December, he told Mathias Döpfner, the CEO of Insider's parent company, Axel Springer, that he was selling all his possessions to fund a future colony on Mars. The aerospace company is currently at the center of a heated US Department of Justice (DoJ) investigation into alleged hiring discrimination. In May 2020, a job applicant filed a complaint alleging SpaceX chose not to hire him because of his citizenship status. Officials have since expanded the case to look at SpaceX's wider hiring practices. But the company has refused to comply with a subpoena asking for documentation related to its hiring procedures, saying authorities have given only "the flimsiest of justifications." https://www.yahoo.com/news/spacex-nearly-10-000-employees-164337622.html POSITION AVAILABLE: Staff Engineer The Air Line Pilots Association, International (ALPA), the largest airline pilot union in the world and the largest non-governmental aviation safety organization in the world (representing over 59,000 pilots at 35 U.S. and Canadian airlines) seeks an experienced Staff Engineer for our Tysons (McLean), Virginia office. The Staff Engineer provides staff coordination and liaison with government, industry, and professional stakeholders on behalf of the Air Safety Organization and other Association committees, MECs, and National Officers, as assigned by the department Director or Manager. They provide coordination and technical support to the Air Safety Organization, accident and incident investigations, FAA/TC pilot certificate enforcement action cases, and other safety investigations in the areas of aircraft design, manufacturing, and maintenance. Their specific focus is in the areas of aircraft design, certification, operations specifications, and maintenance. They analyze internal and external databases to identify trends and develop mitigation strategies. They also effectively represent the Association and the department, interacting with government and industry safety officials on a routine basis. In coordination with relevant committees and staff members, they develop and coordinate written communications to membership and government and industry groups outlining ALPA positions on a wide variety of operational safety issues. Local, national, and international travel: 20 - 40%. Minorities, veterans, and people with disabilities are encouraged to apply. Minimum Requirements: · Bachelor's degree in relevant area, e.g., Aerospace Engineering, Aviation Science, or other related discipline, from an accredited college or university required; or, the equivalent combination of education and practical aviation experience. Additional applicable aviation experience may be substituted for the academic requirement. • Three (3) years of related experience in the aviation industry, five (5) or more strongly preferred. • Special expertise in U.S. and Canadian Aviation Regulations (FARs and CARs), national and international aviation standards, and aircraft design standards required. • Familiarization with and participation in Aviation Rulemaking Advisory Committee (ARAC), the Canadian Aviation Regulation Advisory Council (CARAC), and Aviation Rulemaking Committee (ARC) processes is required. • A pilot’s license with an instrument rating and/or special knowledge or applicable expertise in the aviation industry strongly preferred. Experience in aircraft design and operations may be substituted for the pilot’s license. • FAA Airframe and Powerplant certification (A&P license) and/or equivalent experience with maintenance and/or large aircraft manufacturing preferred. • Experience with NTSB and/or TSB accident investigation processes preferred. • Strong technical writing and public speaking skills required. • Excellent interpersonal and communication skills, oral and written, for effective interaction with all levels of contacts, internal and external. • Must be a self-starter with professional maturity and sound judgment, capable of independent decision-making and to be proactive in identifying and responding to issues and problems. • Must possess exceptional time management skills; be able to work in a fast-paced, multi-tasking environment; and, transition easily between projects. • Software: Microsoft Word, Outlook, Excel, and PowerPoint. Physical Demands: Note: The physical demands described herein are characteristic of those that must be met to successfully perform the essential functions of this position. Reasonable accommodations may be made to enable individuals to perform the essential physical activities of this position described below. Constantly operates a computer/smartphone/tablet. Regularly required to maintain a stationary position, move about the office and the local metropolitan area, determine what others have said or written, and converse with others and exchange accurate information. Regularly required to sit, stand, bend, reach, and move about the office and travel (locally, nationally, and internationally). Also includes occasional bending, stooping, squatting, and/or pushing and pulling or moving, e.g., to pack, unpack, and/or move cases. Occasionally required to move, raise, reach, and/or retrieve binders, books, boxes, and files up to ten (10) pounds (lbs.). While on travel, could be responsible to move luggage weighing as much as 50 lbs. (Assistance may not always be available.) Please apply online at https://jobs-alpa.icims.com/jobs/1353/staff-engineer/job ALPA offers competitive salaries with excellent benefits, including: • 26 days paid vacation and holidays per year; • Generous sick and bereavement leave; • Generous health care benefits – PPO, two HMO’s (where available) and a High Deductible Health Plan which includes coverage for medical, dental, and vision benefits for employee, spouse, and/or dependent children; • Company-paid premiums for disability and life insurance; • $3 for $1 matching 401(k) retirement savings plan; Roth 401k; • Flexible Spending and Health Savings accounts; and • Retiree health plan. The Air Line Pilots Association is an Equal Opportunity Employer. Relocation not provided. Sponsorship not available for this position. posted on March 2, 2021 08:00 FOR IMMEDIATE RELEASE Business Aviation Safety Consortium (BASC): 2Q21 Continuing Education/Safety Round Table (CE/SRT) Approved For NBAA Certified Aviation Manager (CAM) Points on May 11, 2021, 1000 CDT. Milestone achievement for Industry leading Continuing Education program. On February 17, 2021, the BASC 2Q21 Continuing Education/Safety Round Table (CE/SRT) was approved by the NBAA CAM Governing Board for CAM Points. BASC Full-Service Members, following a verification process, will be awarded ¼ point for the one-hour session on May 11, 2021. Points are applicable to aspiring CAMs accumulating points for an application, as well as, current CAMs accumulating points for recertification. The NBAA Certified Aviation Manager (CAM) Program identifies qualified professionals to lead departments and organizations that use business aircraft. The CAM credential acknowledges professionals committed to continuous development and higher standards of practice. The CAM program is accredited by the National Commission for Certifying Agencies (NCCA) and was the first organization in the aviation industry to receive this credential. The Founder and President of BASC, Rick Malczynski (a CAM himself), was thrilled upon notification of the approval. “The CAM program is very robust. It is no walk in the park. The CAM test itself is quite an experience. During the test, your life kind of flashes before your eyes. You truly find yourself recalling your past practical experiences and hours of preparation! The program and test cover an incredible scope and definitely say something about the 600 CAMs in the industry. There are some great mentors out there, but we need to continue making great training available, and accumulate CAM points, whether they be for recertification or a new applicant.” Regarding BASC’s involvement, Malczynski added, “We have been providing quality education for our members for four years now. It made sense to reach for the stars, as well as, provide that added value for our team members. It was great working with the Program Administrator, Tyler Austin, and the CAM Governing Board. The process for approval was very straight forward, and I see us applying for CAM Point approval much more often for future CE/SRTs!” Position: Air Investigator · Continue your air safety career · Apply your flying expertise · Central Wellington location The Transport Accident Investigation Commission (TAIC) investigates significant aviation, rail, and marine accidents and incidents with a view to avoiding similar occurrences in the future. The Commission has set a visionary goal of "No Repeat Accidents - Ever!". Highly skilled accident investigators are pivotal to the Commission's successful performance. To complement the team, we're seeking an experienced commercial pilot to join them as an Air Investigator. It's likely you'll have around ten years of commercial flying experience, and importantly, demonstrable experience or interest in air safety. Ideally, you'll have investigation reporting and evidence analysis experience. In addition, you will be able to bring to the role: · excellent communication skills - and be able to write to a high standard · strong problem solving skills · analytical capability, with very strong attention to detail and accuracy · an innate ability to think logically, anticipate risk, and identify solutions · proven project management skills · outstanding relationship management skills · energy and vigour, balanced with diplomacy and tact. Given the nature of this work, you must be medically and physically fit, and have the emotional and psychological maturity to handle stressful and emotionally difficult circumstances. Accident investigation is a highly specialised and time critical task involving expertise in a wide range of disciplines, and the successful candidate will undergo extensive and highly regarded long term training to become a skilled accident investigator. In return, you can further your accident investigation career in a supportive and development focused environment, within an internationally regarded organisation clearly focused on the avoidance of repeat accidents. Applications close at 5pm on Monday, 15 March 2021. If you are interested in the position please visit our website www.peopleandco.nz and search on the keyword 19631 under the Jobs tab. All applications will be acknowledged electronically. For further information contact Jacaleen Williams on 0064 4 931 9450 quoting job number 19631. To be eligible to apply you must have the legal right to live and work in New Zealand and meet any entry requirements if you're outside the country. For advice on obtaining a New Zealand work or residence visa and our entry requirements visit www.immigration.govt.nz Graduate Survey Survey of Commercial and Airline Transport Pilot’s Perception of the Impact Cockpit Organizational Framework has on Flight Safety and Subordinate Pilot Behavior https://www.surveymonkey.com/r/COF-Survey ERAU - Research Study Dear Pilot, You are being asked to participate in a research study of your opinions on urban air mobility. This study is expected to take approximately 10 minutes of your time. In order to participate, you must be at least 18 years old, a resident of the U.S., a certified pilot, and have piloted with the last 5 year. Participation in this study is voluntary, and you may choose to opt out of the study at any time. If you choose to opt out, your data will be immediately destroyed. We appreciate your consideration and time to complete our study. Please click on or copy and paste the URL below: https://forms.gle/PMY7C4fh9LL3VWUa9 For more information, please contact: Dr. Scott R. Winter scott.winter@erau.edu We appreciate your interest and participation! ISASI - 2021 ISASI Rudolf Kapustin Memorial Scholarship Are you a full-time student in a collegiate aviation program? Do you know a full-time student in the aeronautical/aerospace engineering, aviation operations, aviation psychology, aviation safety and/or aircraft occurrence investigation fields? Applications are now being accepted for the 2021 ISASI Rudolf Kapustin Memorial Scholarship! This award includes funded attendance at the ISASI Annual Seminar. An award of $2,000 will be made to the student(s) who meets the eligibility criteria and is chosen by the Scholarship Fund Committee based on the contents of the application package including an essay submission. The 2021 annual scholarship award will function a bit differently than past awards. This year the award includes funded attendance at the ISASI Virtual Annual Seminar. Additionally, all remaining funds from the scholarship award will be used to cover costs for the seminar registration fees, travel, and accommodation expenses for either the 2022 or 2023 in-person seminar. Please see eligibility requirements and an application attached. We look forward to receiving your applications and reviewing your essays! Thank you, ISASI Scholarship Fund Committee Application Form: https://tinyurl.com/11hf7onq Curt Lewis