Flight Safety Information - March 10, 2021 No. 050 In This Issue : Incident: JAL B789 over Russia on Feb 21st 2021, engine vibrations : Incident: Azul A20N near Belo Horizonte on Mar 7th 2021, electrical burning odour on board : Fraud, airport delays spur move for secure COVID-19 test document : Australian drone pilots can receive automated airspace approval : Airlines taking more precautions as travel increases : Accident Investigation Focused On Crew Performance (FlyDubai Flight 981) : Alpha Aviation Academy launches English Language Proficiency : Honeywell turbogenerator to power hybrid-electric aircraft : Boeing logs more jet orders than cancellations for first time in 14 months : US airlines adding jobs, extending rebound from October low : Cathay Pacific posts record $2.8 billion annual loss, focuses on preserving cash : SpaceX wants to connect Starlink to aircraft, RVs, trucks, ships : China, Russia agree to build lunar research station : POSITION AVAILABLE: Staff Engineer : SCSI Slovenia in-person and virtual Air Safety Investigation courses : Graduate Survey : ERAU - Research Study Incident: JAL B789 over Russia on Feb 21st 2021, engine vibrations A JAL Japan Airlines Boeing 787-9, registration JA867J performing flight JL-48 from Helsinki (Finland) to Tokyo Haneda (Japan), was enroute at FL370 about 600nm eastnortheast of Helsinki in Russian Airspace when the crew decided to turn around and return to Helsinki due to right hand engine (GEnx) vibrations. The aircraft initially descended to FL360 for the return and later drifted down to FL280. The aircraft landed safely on Helsinki's runway 04L about 2:40 hours after leaving FL370 with both engines operating normally. Finland's On¬net¬to¬muus¬tut¬kin¬ta¬kes¬kus (Accident Investigation Board AIBF) reported they have been looking into the occurrence of engine vibration, however, found no grounds to open an investigation. However, a report is to be expected in a couple of days. The crew decided to not continue the flight in case the engine's condition worsened over the Tundra ahead. On Mar 8th 2021 the On¬net¬to¬muus¬tut¬kin¬ta¬kes¬kus released their report in Finnish concluding the probable causes of the incident were: - The aircraft turned back for technical reasons, although according to FCOM the crew could have continued the flight despite the engine vibrations. The change in the flight path demonstrated proactive safety thinking and consideration of economic impacts. - A piece of a fan blade coating separated causing an imbalance in the engine, which the vibration sensor detected. The aircraft systems detected a deviation the performance for which the engine manufacturer had not specified any limit. Acceptable vibration limits had only be set for takeoff. The AIBF reported, that the Japan Airlines flight (JL48) had departed from Helsinki-Vantaa Airport on February 21, 2021 at 6:21 p.m. towards Tokyo Haneda Airport. Due to the vibration of the right engine during the flight, the pilot made the decision to return to Helsinki because of the long flight ahead in Russian airspace and because of difficulties to obtain technical assistance in the alternate aerodromes along the route ahead. The aircraft turned around about 80 minutes after departure to return to Helsinki. The engine that gave the vibration indification was not shut down, however, in accordance with standard procedures the pilots significantly reduced their altitude and airspeed. During the approach to Helsinki all indications of both engines were normal. The flight landed on runway 04L at 10:02 p.m. The aircraft was examined by Japan Airlines' line maintenance organisation and remained to be repaired. The detached piece of coating was found in the bypass duct bent around and stuck at a first stage stator blade of the fan. The assessment of engine airworthiness, incident report, determination of cause of the separation of the coating as well as corrective actions were performed in accordance with methods and standards approved by the maintenance origanisation contracted by JAL. http://avherald.com/h?article=4e369209&opt=0 Incident: Azul A20N near Belo Horizonte on Mar 7th 2021, electrical burning odour on board An Azul Linhas Aereas Airbus A320-200N, registration PR-YRU performing flight AD-4033 from Sao Paulo Viracopos,SP to Aracaju,SE (Brazil) with 70 passengers and 6 crew, was enroute at FL390 about 90nm southwest of Belo Horizonte,MG (Brazil) when the crew declared PAN PAN reporting an odour like burning electrical wires on board, no smoke detector activated however. The aircraft diverted to Belo Horizonte for a safe landing on runway 16 about 20 minutes later. Brazil's CENIPA reported the smell of burning electrical wires had been perceived in the aft galley, no smoke detector activated. The occurrence was rated an incident. http://avherald.com/h?article=4e428226&opt=0 Fraud, airport delays spur move for secure COVID-19 test document (Reuters) - At one of the world's busiest airports, immigration officials are uncovering fake COVID-19 test results daily by checking the required documentation for misplaced letters and errant vowels. "Normally the way this type of counterfeit is spotted is an obvious spelling error," said Lucy Moreton, an official with the Immigration Services Union (ISU), which represents border officials at London's Heathrow Airport. With global vaccination programs still in early stages, a "negative" COVID-19 test from a local lab is now often necessary for plane travel around the world. But there is no standard form, language or encryption technology for such a certificate. "It is almost impossible to tell whether it is fake or not except by going through a lengthy and almost impossible verification process," said Vinoop Goel, a senior official at the International Air Transport Association. Fraudulent test results have been found at airports in Montreal, Paris and Mexico. Moreton's ISU officers catch a "reasonable number" of fakes each day. But making various COVID-related record checks can add up to 20 minutes per traveler, raising doubts over Heathrow's ability to handle an expected surge in summer traffic. Concerns over wait times and public health risks posed by an embryonic trade in forged results are driving global efforts to produce fraud-resistant COVID-19 certificates that can be read easily across borders. Discussions led by the United Nations' aviation agency in Montreal mark the broadest attempt yet to convince governments to take action. The International Civil Aviation Organization (ICAO) is scheduled to review and potentially adopt guidance on Friday, a person familiar with plans said. At Heathrow, passengers recently posted social media accounts of hours-long waits over delays related to various COVID-19 measures. "Enough to make you never want to travel again," fumed passenger Camilla Tetley, who said on Twitter she spent six hours in an immigration control line at the airport. A Heathrow spokeswoman blamed the lines on insufficient staffing to meet government COVID-19 requirements. A government spokesman took exception to that explanation. "It is incorrect to say that Border Force are not providing adequate staffing numbers at Heathrow. We have maintained staffing levels at Heathrow throughout the pandemic," he said in an email. Providing false documents is against the law, he added, stressing that "pre-departure testing is in place to protect the health of the UK public." If a passenger arrives in England without proof of a negative test result, they could be fined 500 pounds ($694.20)and the airline could be fined 2000 pounds ($2,776.80). GUIDELINES NEEDED Apps from carriers including American Airlines, British Airways and United Airlines, as well as one for the International Air Transport Association's (IATA) new Travel Pass can hold health data such as testing results on a phone. But carriers need guidelines, especially in the United States, where airlines are responsible for verifying passengers' test results before boarding. On Monday, U.S. airline, travel and aerospace groups urged the Biden administration to come up with guidance on how to authenticate test results and still protect passengers' privacy. The Biden administration could look to recommendations from ICAO, the agency that sets global standards on everything from runway markings to crash investigations. The recommendations ICAO will consider, from a task force, would have countries weigh technologies that would ensure testing is secure, trustworthy and complies with data protection legislation, someone with knowledge of the matter said. One option under consideration involves a government-issued digital seal used on passports. A lab would transmit data showing a negative test result to the government, which would provide an encrypted bar code securing a travel-ready document or digital product, scannable at the airport. Discussions held by ICAO's task force echoed a broader debate over passenger privacy, since some technologies require health information to be transmitted digitally. Using passport technology to secure lab tests also evoked fears that some countries may not have the resources to issue large volumes of secure passes with extremely short shelf lives. "Issuing passports is not the same scale as issuing test certificates," said a second person involved in the talks. "A passport lasts for 10 years, while a (coronavirus) test lasts for three days." ($1 = 0.7203 pounds) https://www.yahoo.com/news/fraud-airport-delays-spur-move-121817327.html Australian drone pilots can receive automated airspace approval The Australian Civil Aviation Safety Authority (CASA) now allows Aussie drone pilots to receive automated airspace approvals in Wing Aviation‘s OpenSky drone safety app. The automated process is a first in the country and will allow pilots to become more productive. The program is rolling out in a beta form right now, which will first be available to chief remote pilots holding a remotely piloted operator’s certificate (ReOC). The program will also only allow for three specific locations to receive the automated process as bugs, and any issues are ironed out. CASA and Wing will also use the beta to collect valuable data, which will help shape future regulations and how the process is done. Once the beta is complete and both parties are happy with the results, the automated approvals will be expected to roll out to all airports and airspace in the country. If you are interested in using the new feature, please fill out this form to join the OpenSky Automated Approval Beta. You can also catch Wing Aviation at this year’s AAUS – RPAS in Australian Skies Conference, where Wing’s head of UTM Reinaldo Negron will discuss the new features in the app and UTM as a whole. The Wing team recently added important new features to the app to improve drone pilots’ safety around the country. If you’re about to take off and there happens to be an active fire nearby, the app will warn you of the fire and tell you to keep it on the ground. This feature that OpenSky users have wanted since the app’s launch is more important than ever with the massive wildfires taking over Australia and the world. The other addition to the app is national park warning zones. If you intend to take off from within a national park in Australia, all 681 of them, OpenSky will warn you and tell you to check with the park authorities to see if you can and any paperwork you have to fill in to fly. On a smaller note, the Romeo 405 (R405) restricted area or the Sydney Harbor restriction has been updated to the correct boundary along the harbor’s edge – removing the chance of accidental illegal flights from happening in one of the most-flown locations in Australia. A feature that is still soon to come but isn’t ready to launch just yet is Logbook. This will also allow the app to notify you of any airspace restriction changes before you take off. The log will also keep track of the pilot’s information, the drone’s information, the flight path, flight duration, and anything else required by the government. https://dronedj.com/2021/03/10/australian-drone-pilots-can-receive-automated-airspace-approval/ Airlines taking more precautions as travel increases CHARLOTTE, N.C. (FOX 46 CHARLOTTE)- The number of air travelers returning to the skies seems to be on an upward trend, but does everyone who’s flying feel good about the steps to stop the spread of COVID at airports or on airplanes? With a record-breaking number of passengers taking to the skies in the face of a worldwide pandemic, airlines, airports, and researchers have had the better part of a year to figure out the best way to keep everyone safe. “The airline and your fellow travelers are doing what they need to do to keep themselves safe. Everyone wants to stay safe,” one passenger told FOX 46. Passengers are taking notice. “I feel like the safety measures that are put into place in the airport and general public have done some to mitigate the spread,” said another. The recent implementation of a contact-tracing program by American, Delta and Southwest as well as other smaller airlines adds another layer of protection and prevention against the spread of COVID-19. Passengers’ names, phone numbers, email addresses and a physical address in the U.S. are all collected and passed along to local health officials if it’s needed. The new cooperation between airlines and the CDC came about when COVID-19 variants became a new unknown in the fight against the virus. “You kind of wonder if someone next to you is sick or not, but everybody is wearing their masks and no one had any problem with it,” another passenger told FOX 46. “Now there are studies saying flying is the safest way to travel.” It’s a welcome relief for many people ready to start planning vacations and cross-country business trips again. https://www.wnct.com/travel/airlines-taking-more-precautions-as-travel-increases/ Accident Investigation Focused On Crew Performance (FlyDubai Flight 981) The Interstate Aviation Committee (MAK-IAC) of the Russian Federation focused its accident analysis of the FlyDubai Flight 981 accident on four subjects: the crew’s conduct of the flight, the use of pitch trim, the use of the HUD during go-around, and the effect of somatogravic illusion. Conduct of the flight: Analysis of the flight showed that the crew had shown a high level of training and proficiency, and the captain was the indisputable leader throughout the flight. At the point of initiating the second go-around, the captain began to make errors, take inappropriate actions and relinquish leadership. After his gear-up command, the captain did not give another command; he only uttered four brief phrases, including a noticeable exhalation of breath. His decision to go around conflicted with his intention to land, and this conflict caused him to “fall behind” the rapidly accelerating airplane. When the first officer (FO) prompted “Flaps 15,” it was a deviation from the planned windshear escape maneuver, but the captain consented. The resulting low drag, along with the maximum power setting and low aircraft weight, caused the airplane to climb and accelerate rapidly, and the captain could not maintain the necessary 15-deg. nose-up pitch despite further prompting from the FO. When the captain initiated nose-down pitch trim, the flight went from an abnormal to an emergency situation. The stabilizer trim motor moved at twice the normal speed because the flaps were extended, and the captain’s continued forward pressure on the yoke resulted in a near-zero and negative G condition. This caused or exacerbated the captain’s spatial disorientation. He did not respond to the FO’s attempts to correct his actions and did not release the trim switch for 12 sec. The captain’s actions led to a rapid decrease of pitch (an average pitch rate of about 6 deg./sec.) and the aircraft’s transition from climb to descent with significant negative G. The G load decreased from -0.3 to -1.07 and remained at near zero or negative values thereafter. At the time of the captain’s fatal actions, the flight had been airborne for 6 hr., including 2 hr. under intense workload. It was 4:42 a.m. on their circadian body clocks, the lowest point in the day for human ability to perform. Use of pitch trim: By holding nose-down force on the control column while at the same time using the electric trim motors to change the angle of the stabilizer to a more nose-down position, the captain betrayed a lack of understanding of the 737 trim system. On the 737, as on virtually all modern commercial aircraft, the entire stabilizer moves when trim is applied. The elevator should be neutralized when trim is applied. The captain probably expected control force to be reduced as he trimmed, as would happen in a small training airplane that has a fixed stabilizer and a trim tab on the elevator. In fact, control force on the 737 is provided artificially by a feel and centering mechanism. The Boeing flight crew training manual (FCTM) used by FlyDubai and most other airlines to train pilots contains a statement that pilots should not fly the airplane using stabilizer trim. However, a more-detailed explanation of how trimmable horizontal stabilizers work was not provided. When queried by investigators, Boeing officials stated that knowledge of trim forces is part of the basic airmanship needed to fly large transport airplanes, and this knowledge is a prerequisite to training on the 737. Boeing did, in fact, provide such information in Boeing Airliner magazines in 1959 and 1961 when moveable stabilizers were first introduced on the 707 and 720. Gradually, over time, understanding of the stabilizer was supposed to have become common knowledge. Managers, pilots and instructors at FlyDubai told investigators they did not think the captain would have possessed a sufficient level of knowledge about trim forces on the aircraft to understand the need to neutralize the elevator when trimming. Investigators concluded that because he had only flown light aircraft before this model, he may never have been instructed on the proper way to trim the airplane. The FO, who had flown the A320, an airplane with a trimmable horizontal stabilizer, was more likely to have understood the Boeing design. However, to trim opposite the captain’s nose-down force, he would have had to select override on the stab trim override switch, located at the aft end of the control pedestal. (As I recall, that guarded switch was a handy location to hold the cockpit trash bag but was never otherwise used.) The HUD during go-around: At the request of investigators, the HUD manufacturer, Rockwell Collins, attempted to reconstruct the HUD display during the accident sequence. While the reconstruction was not “a complete and accurate reproduction of what the pilot was seeing,” it was nonetheless useful in understanding how the pilot may have lost spatial orientation. While a main advantage of a HUD is the ability to observe the outside environment while being able to monitor primary flight parameters, under some circumstances, such as a night or IMC go-around or upset, seeing outside is not of value. If the HUD brightness is high or the pilot is overly focused on clouds and fog outside the airplane, he may become disoriented. A second concern is how well the pilot maintains his head posture relative to the HUD. In extreme conditions, such as turbulence or negative G, a portion of the HUD picture may go out of the pilot’s vision field. A third concern is whether the pilot is able to recognize the HUD depiction when in an extreme nose-down attitude. The reconstructed HUD view when the airplane was 18-deg. nose low showed the horizon was still depicted, and a large, inverted V pointed in the direction the airplane should fly to recover from the extreme attitude. At 20-deg. nose low, the image simplified. The airplane symbol showed -20 deg., but two slanting lateral lines converging toward the top of the display appeared, and these lines could have been misinterpreted as a runway symbol. The same symbology was displayed when the airplane was 40-deg. nose low. It was doubtful that the pilot ever would have seen these HUD depictions during his simulator training. While investigators could not unequivocally determine that the HUD contributed to the pilot’s disorientation, they felt there was enough concern that further testing of the HUD during different segments of flight should be done. Somatogravic illusion: A significant longitudinal acceleration causes a vestibular illusion that the airplane is pitching up. In response, a pilot may push forward on the control column and, at low altitudes, fly into the ground. This somatogravic illusion has been causal or contributory in many accidents. In 2013, the French Bureau d’Enquêtes et d’Analyses (BEA) conducted a major study of go-around accidents that provided numerous examples of the phenomenon. FlyDubai Flight 981 certainly experienced significant longitudinal acceleration during both its first and second go-around attempts. IAC investigators evaluated the accident flight using recorded data and a concept known as GIF (gravito-inertial force) to compare the actual flight path with an “illusory pitch” flight path. GIF is the longitudinal and vertical G effect on the pilot, and is computed by the formula GIF = arctg Nx/Ny, where Nx, Ny is longitudinal and vertical G. Investigators plotted the GIF angle against actual pitch using FDR data and found four points during the last go-around where somatogravic illusion may have affected the captain. However, three of these points were only of short interval (4 sec., 4 sec. and 9 sec.). Most importantly, the go-arounds took place in visual flight conditions. According to investigators, the illusion only takes place when there is no horizon or ground reference and monitoring of instruments is insufficient. The accident airplane did not pass the first scattered cloud deck on the second go-around until 14 sec. after initiating the maneuver, and never climbed above the broken cloud layer at 3,820 ft. QNH. The pitch-up illusion was strongest when the airplane was at negative G, but by that time stress and negative G had just as much effect on the pilot’s disorientation as somatogravic illusion. In addition, it did not appear that the FO ever experienced an illusion. The investigative team concluded somatogravic pitch-up illusion “did not have crucial importance as far as the onset of the accident situation is concerned.” The cause of the accident was judged to be “an incorrect aircraft configuration and crew piloting,” with a “subsequent loss of PIC’s situational awareness in nighttime in IMC.” There were 10 contributing factors, which broke down into six crew-related factors, two factors due to conditions and two procedural factors. The crew-related contributing factors were: *The captain’s lack of psychological readiness for the go-around. *The captain’s loss of leadership and confusion. *The crew’s uncoordinated actions during the go-around. *The captain’s inability to maintain the required pitch. *The captain’s insufficient knowledge of manual trim operation. *The captain’s incapacitation and disorientation. The contributing conditions were turbulence and windshear, and crew fatigue. The procedural factors were the lack of a required “go around” callout, and the lack of stated criteria for psychological incapacitation. When a well-trained, well-qualified crew loses control of an airplane and experiences a catastrophic accident, trying to understand why it happened is a tough task. I think the IAC did a convincing job of showing that this accident was more than simply the result of somatogravic illusion. A go-around is one of the more difficult maneuvers pilots must perform. The longitudinal Gs that accompany the rapid acceleration of a high-thrust airplane cannot be duplicated in training, even in full-motion simulators. The first time a pilot experiences it may very well be on a revenue flight, and that may have been the case with the accident crew. Despite all their training, they weren’t prepared for this situation. Chief among the IAC’s causal factors was the captain’s mismanagement of the pitch trim. It’s hard to imagine how a pilot could hold a trim switch for 12 sec. in any airplane without losing control. Given the amount of forward pressure the captain was exerting on the yoke (up to 50 lb.) and the tunneling of his attention that went with increasing mental and physical stress, it’s very likely he simply lost track of what his thumb was doing. That’s one reason that building a reflexive technique of trimming in short clicks is important. Even when you lose track of your thumb, you are not holding down the trim switch. I would add one more cause to the IAC’s list: plan continuation bias. Professional pilots are almost universally confident and goal oriented. As a result, they are prone to try to complete every flight to its intended destination, even when doing so is unwise or even impossible. In retrospect, it is clear that the windshear conditions at Rostov-on-Don the night of the accident made landing there impossible. The FO said as much in the conversation he had with a flight attendant. He should have had that conversation with the captain, but he didn’t. Pilots don’t like to hear the complaints from disappointed passengers and cranky dispatchers when they have to divert, but it goes with the territory. The ability to say no is a mark of a veteran pilot. The pilot has learned how to steel himself or herself from the critics, especially the biggest one—one’s self. https://aviationweek.com/business-aviation/safety-ops-regulation/accident-investigation-focused-crew-performance Alpha Aviation Academy launches English Language Proficiency Alpha Aviation Academy UAE, a Middle East pilot training provider, has celebrated its launch of English Language Proficiency (ELP) and extended its cooperation with Aviation Professionals Club in the United Arab Emirates. Captain Nadhem AlHamad, general manager, Alpha Aviation Academy UAE, said: “We are happy to extend our celebration with our associates in the aviation industry during such uncertain times, we look forward to providing APC members with their ELP assessments." Image: Alhpa Aviation Academy They are approved by the UAE General Civil Aviation Authority (GCAA) and in line with the International Civil Aviation Organization (ICAO)’s implementation standards and requirements. Alpha Aviation Academy is certified to assess candidates on English Language Proficiency tests to attain levels 4, 5, or 6, based on their degree of qualification and competence. Upon the successful completion of the assessments. Alpha grants GCAA-approved English Language Proficiency certificates for pilots and air traffic controllers. In celebration of such an event, Alpha Aviation Academy offers a special price for ELP assessments for APC members of AED 899 + vat only, while the regular price stands at AED 1290 + vat. This offer remains valid till the 31st of August, 2021. The ELP’s advantages lie in facilitating language difficulties between pilots and ATC by lowering the probability of human errors; complications can cause a miscommunication, resulting in deleterious consequences on overall flight safety. An ELP license will aid pilots in taking the correct decisions in critical situations during the flight. https://www.arabianaerospace.aero/alpha-aviation-academy-launches-english-language-proficiency.html Honeywell turbogenerator to power hybrid-electric aircraft New system to combine flight-proven auxiliary power unit with high-efficiency generator to run on biofuel. Honeywell is developing a power source for hybrid-electric aircraft, planned for demonstration later this year. At 280 lb, the Honeywell 1MW generator weighs about the same as a motor scooter but delivers enough energy to power an entire neighborhood block. This generator will be combined with the Honeywell HGT1700 auxiliary power unit, currently flown on every Airbus A350 XWB, to form a turbogenerator 2.5x more powerful than the version the company unveiled in 2019. The new turbogenerator from Honeywell will be able to run on aviation biofuel, including Honeywell Green Jet Fuel, which is chemically similar to fossil fuel but made from more sustainable alternatives, as well as conventional jet fuel and diesel. Honeywell’s turbogenerator can be used to operate high-power electric motors or charge batteries and can satisfy missions from heavy-lift cargo drones to air taxis, or commuter aircraft. The first demonstration of this turbogenerator system will occur in Q3 2021, with ongoing development and qualification to follow. “There is an inherent need for electric and hybrid-electric power as the urban air mobility segment takes shape and unmanned aerial vehicles enter service,” said Stephane Fymat, vice president and general manager for Unmanned Aerial Systems and Urban Air Mobility at Honeywell Aerospace. “Our turbogenerators provide a safe, lightweight package to serve these burgeoning segments, and we’re designing our solutions to meet the unique needs of customers developing aerial vehicles of the future.” Traditionally, aircraft use fuel-burning engines to mechanically turn rotors, propellers, or fans. Many new designs, however, use a distributed electric propulsion architecture, in which many electric motors can be tilted or turned off for vertical takeoff and horizontal flight. A Honeywell turbogenerator can provide electric power for multiple electric motors anywhere on an aircraft. “Honeywell’s unrivaled legacy in the manufacturing of auxiliary power units and larger gas turbine engines gives us the ability to create unique power systems for future vehicles,” said Taylor Alberstadt, senior director of Power Systems Business Development at Honeywell Aerospace. “We think the future of aviation will include many new types of propulsion and power systems, and Honeywell is prepared to lead the way in their development.” Honeywell pioneered the sustainable aviation fuel market with its UOP Ecofining process. Honeywell Green Jet Fuel produced by this process is blended seamlessly with petroleum-based jet fuel at commercial scale. When used in up to a 50% blend with petroleum-based jet fuel, Honeywell Green Jet Fuel requires no changes to aircraft technology and meets all critical specifications for flight. https://www.aerospacemanufacturinganddesign.com/article/honeywell-turbogenerator-power-hybrid-electric-aircraft/ Boeing logs more jet orders than cancellations for first time in 14 months Boeing had a good month on the orders and deliveries front, logging more new orders than cancellations for the first time in 14 months. Seen here are Boeing 737 Max 8 and Max 9 models that were grounded and parked near its facilities for 20 months. The jet has been returned to service. In its latest monthly orders and deliveries tally, the jet maker reported it had 82 new orders for airplanes in February, outpacing 51 cancellations during the same period. https://www.bizjournals.com/seattle/news/2021/03/09/boeing-orders-deliveries-feb2021-commercial-jets.html US airlines adding jobs, extending rebound from October low U.S. airlines are adding jobs as industry employment extends a rebound from a low in October, when tens of thousands of airline workers were briefly laid off after federal payroll aid expired. Cargo airlines have added jobs while passenger airlines have shed workers, mostly through incentives for workers to quit or take early retirement. The Transportation Department said Tuesday that 713,949 people held full-time or part-time jobs at airlines in mid-January, up from 694,638 in December and the low of 673,278 in October. However, the industry's January employment was still down 5% from January 2020, before the United States felt the brunt of the coronavirus pandemic, which has devastated air travel. Delta Air Lines has made the sharpest reduction in its work force, cutting nearly 28,000 jobs, or 30.9% of its workers, since January 2020, according to figures reported to the Transportation Department. United Airlines cut more than 15,000 jobs, or 16.7%, in the 12 months. American Airlines eliminated 8,700 jobs, or 8% of its workers, and Southwest shed more than 4,600 jobs, or 7.5%. Hawaiian, Republic and JetBlue all reduced their workforces by more than 10%. Airlines were barred from laying off workers for six months last year as a condition of up to $25 billion in federal payroll assistance. United, American and others furloughed thousands of workers when the aid lapsed in October, but put them back on the payroll after Congress retroactively approved another $25 billion in aid in December. Legislation pending in Congress would give airlines another $14 billion to cover about 60% of their payroll costs and bar layoffs through September. The airlines, facing plunging revenue from travel restrictions aimed at curbing the spread of COVID-19, have paid workers bonuses to quit and encouraged others to take unpaid leave. While passenger airlines have totaled billion in losses during the pandemic, it has been a different story at cargo carriers — good news for their employees. FedEx's express-delivery division grew by about 24,000 jobs, or 9.8%, United Parcel Service added 183 jobs, or 2.9%, in its air-shipment business, and smaller cargo carriers such as Atlas Air also added jobs, according to the Transportation Department. https://www.yahoo.com/finance/news/us-airlines-adding-jobs-extending-193144445.html Cathay Pacific posts record $2.8 billion annual loss, focuses on preserving cash (Reuters) - Hong Kong's Cathay Pacific Airways Ltd said on Wednesday it was focused on preserving cash after it posted a record annual loss of HK$21.65 billion ($2.79 billion), caused by a travel downturn, restructuring costs and fleet writedowns. The 2020 loss compared with 2019 profit of HK$1.69 billion and was worse than an average forecast for a net loss of HK$19.9 billion by 13 analysts, according to Refinitiv. "The pace of the recovery remains uncertain and the group is still very much in survival mode," Cathay Chairman Patrick Healy told reporters. "Managing cash prudently remains a priority." Cathay lacks a domestic market at a time when international borders are largely closed because of the coronavirus pandemic. In December, Cathay's passenger numbers fell by 98.7% compared with a year earlier, though cargo carriage was down by a smaller 32.3%. Nearly 60% of its 2020 revenue of HK$47.9 billion was from its cargo operations, up from about 20% in 2019. The airline said in January it would cut passenger capacity by 60% and cargo capacity by 25% as a result of new rules that required crew to quarantine for two weeks in hotels before returning to normal life in Hong Kong that took effect on Feb. 20. As a result, Cathay has put most crew on voluntary rosters of three weeks flying, two weeks in a hotel and two weeks off at home. Cathay said the quarantine rules would increase cash burn by about HK$300 million to HK$400 million per month, on top of earlier HK$1 billion to HK$1.5 billion levels. "There is as yet no indication how long these measures remain in place," Healy said. The airline is encouraging staff to get vaccinated to aid in talks with the Hong Kong government about easing quarantine rules, he said. Cathay in January issued HK$6.74 billion of convertible bonds to shore up liquidity. In its financial accounts, Cathay said it had enough liquidity to last at least 12 months even under extended downside scenarios and Healy said it would look at raising further funds in the commercial market in coming months. Cathay in October said it would cut 5,900 jobs to help it weather the pandemic, including nearly all of the positions at its regional airline Cathay Dragon, which it shut down. BOCOM International analyst Luya You said the prospect of further job cuts was rising, as a slower-than-expected vaccine rollout in key markets dimmed the outlook for the second half of 2021. "As in 2020, we expect Cathay to make decisions regarding any further cuts to come in the second quarter once the second-half outlook becomes clearer," she said. Healy said there were no immediate plans for further job cuts but the situation was "so dynamic and uncertain" that he was not in a position to rule anything out. https://www.yahoo.com/finance/news/cathay-pacific-posts-record-2-091057188.html SpaceX wants to connect Starlink to aircraft, RVs, trucks, ships Starlink has launched over 1,000 satellites into orbit SpaceX is looking to connect its satellite internet service, Starlink, to moving vehicles, ships and aicraft, according to a new filing with the Federal Communications Commission. The aerospace company's application, filed on Friday, seeks a "blanket license authorizing operation" of Starlink user terminals, known as Earth Stations in Motion (ESIM). The new application is much broader than SpaceX's previously requested authorization from the FCC. Last year the company sought to conduct experimental testing for a period of up to two years on five user terminals mounted to a private Gulfstream jet and 10 terminals on up to 10 vessels, including two autonomous spaceport drone ships used to land rocket boosters at sea. SpaceX's ESIMs are "electrically identical to its previously authorized consumer user terminals" but have mountings that allow them to be installed on vehicles, vessels and aircraft. The new terminals will communicate with SpaceX satellites that are visible on the horizon above a minimum elevation angle of 25 degrees. Unlike Starlink’s current user terminals, which are installed by the customer, the ESIMs will be set up by “qualified installers.” The filing adds that the application "would serve the public interest by authorizing a new class of ground-based components for SpaceX’s satellite system that will expand the range of broadband capabilities available to moving vehicles throughout the United States and to moving vessels and aircraft worldwide," SpaceX director of satellite policy David Goldman wrote, The days of having "to forego connectivity while on the move, whether driving a truck across the country, moving a freighter from Europe to a U.S. port, or while on a domestic or international flight," could be coming to an end added Goldman. Beyond constant connectivity, Goldman noted that this new plan could "enhance the security of mobile platforms" and "allow operators and passengers to access services that enable increased productivity." ELON MUSK TEASES STARLINK SPEED WILL DOUBLE LATER THIS YEAR SpaceX CEO Elon Musk clarified in a tweet on Monday that small passenger vehicles will not be included as part of the license. "Not connecting Tesla cars to Starlink as our terminal is much too big," Musk said. "This is for aircraft, ships, large trucks & RVs." Despite his downplaying of linking Starlink to Tesla vehicles, Musk said during an earnings call in January 2020 that “it’s certainly something that could happen in coming years.” Starlink has launched over 1,000 satellites into orbit and has over 10,000 users in the United States and abroad since its "Better Than Nothing" beta launched domestically and internationally in October. Preorders for Starlink's service became available in February for $99. The company’s website emphasizes that the preorders are "fully refundable," but notes that “placing a deposit does not guarantee service.” The pre-orders will be fulfilled on a first-come, first-serve basis. For some locations entered on the website, SpaceX says coverage won’t be available until “mid to late 2021,” while other areas won't have service available until 2022. The full Starlink kit costs $499 and includes a mountable dish antenna, Wi-Fi router, and power supply. The service will be offered first in the U.S., Canada and the U.K. Musk teased last month that Starlink internet speeds will double to about 300 megabits per second later this year, while latency -- the time it takes to send data from one point to the next -- will drop to about 20 milliseconds. Musk said in February that Starlink could potentially launch an initial public offering once SpaceX can "predict cash flow reasonably well." "SpaceX needs to pass through a deep chasm of negative cash flow over the next year or so to make Starlink financially viable. Every new satellite constellation in history has gone bankrupt. We hope to be the first that does not," Musk said. "Starlink is a staggeringly difficult technical & economic endeavor. However, if we don’t fail, the cost to end users will improve every year." SpaceX recently completed a funding round of $850 million at about $419.99 per share, sending the aerospace company's valuation skyrocketing roughly 60% to about $74 billion, according to reports. The company previously raised $1.9 billion at a valuation of $46 billion in August, its largest funding round to date. SpaceX will launch its latest batch of 60 Starlink satellites Tuesday evening from Space Launch Complex 40 (SLC-40) at Cape Canaveral Space Force Station in Florida. A live stream will begin 15 minutes prior to liftoff, which is currently targeted for 9:58 p.m. Eastern time. https://www.foxbusiness.com/technology/spacex-looking-to-connect-starlink-to-aircraft-rvs-trucks China, Russia agree to build lunar research station BEIJING (AP) — China and Russia said they will build a lunar research station, possibly on the moon's surface, marking the start of a new era in space cooperation between the two countries. A statement posted on the website of the China National Space Administration Wednesday said the International Lunar Research Station would also be open to use by other countries, but gave no timeline for its construction. It described the project as a “comprehensive scientific experiment base with the capability of long-term autonomous operation.” The station would be “built on the lunar surface and/or on the lunar orbit that will carry out ... scientific research activities such as the lunar exploration and utilization, lunar-based observation, basic scientific experiment and technical verification," the statement said. It said a memorandum of understanding on the project was signed Tuesday by Zhang Kejian, administrator of the China National Space Administration, and Russian space agency Roscosmos chief Dmitry Rogozin. China drew heavily on Russian expertise in the early years of its space program, but has largely forged its own path since launching its first crewed mission in 2003. Despite that, China's Shenzhou spaceships closely resemble Russia's Soyuz capsules and the CNSA has worked with countries around the world, apart from the U.S. Congress bans almost all contacts between NASA and China over concerns about technology theft and the secretive, military-backed nature of China's space program. Russia and China will “adhere to the principle of ‘co-consultation, joint construction, and shared benefits,' facilitate extensive cooperation in the ILRS, open to all interested countries and international partners, strengthen scientific research exchanges, and promote humanity’s exploration and use of outer space for peaceful purpose," the Chinese statement said. Russia is a participant in the International Space Station but its space program has been somewhat eclipsed by those of China, the U.S., India and others. In its most recent development, Russia successfully test-launched its heavy lift Angara A5 space rocket for the second time in December after lengthy delays and technical problems. China has planned four crewed missions this year to work on its first permanent orbiting space station, the core module of which could be launched as soon as next month. China has already launched two smaller experimental space stations, placed a rover on the little-explored far side of the moon in 2019 and has a spacecraft, the Tianwen-1, in a parking orbit around Mars in anticipation of landing a rover on the surface in the coming months. If it succeeds, China would become only the second country after the U.S. to put a spacecraft on Mars. https://www.yahoo.com/news/china-russia-agree-build-lunar-081109996.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. 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! Curt Lewis