Flight Safety Information - April 6, 2021 No. 070 In This Issue : Incident: Wideroe DH8D at Bergen on Apr 5th 2021, unsafe gear indication : Incident: Serene A332 near Karachi on Apr 5th 2021, engine shut down in flight : Incident: Indigo A20N near Bangalore on Apr 2nd 2021, loss of cabin pressure : Spirit Airlines is defending its decision to de-board an entire flight after it says a family refused to wear masks : FAA Issues AD Mandating Embraer ERJ135 & ERJ145 Gear Inspections : QATAR AIRWAYS OPERATES WORLD’S FIRST FULLY COVID-19 VACCINATED FLIGHT : US Airlines Commit to Achieve Net-Zero, Help Industry Reach 2 Billion Gallons of Sustainable Aviation Fuel by 2030 : Airbus floats concept for A380 freighter conversion : Southwest recalls 209 pilots as travel demand recovers : Register for the Upcoming Virtual April ACSF Auditor Workshop | April 29, 2021 : POSITION AVAILABLE: Chair of the Department of Applied Aviation Sciences Incident: Wideroe DH8D at Bergen on Apr 5th 2021, unsafe gear indication A Wideroe de Havilland Dash 8-400, registration LN-WDJ performing flight WF-592 from Kristiansand to Bergen (Norway) with 78 people on board, was on final approach to Bergen's runway 35 when the crew lowered the gear but did not receive a locked indication for the right main gear. The crew went around, entered a hold to work the related checklists and prepare the cabin for an emergency landing. The aircraft subsequently positioned for a landing on Bergen's runway 35 about 35 minutes after the go around. The airline reported the crew did not receive a gear locked indication for the right hand main gear even though the gear was down. The passengers were informed they were facing a challenge. The aircraft was not able to continue on for the next sectors, the passengers were taken to hotels over night. In the end it turned out an indication fault. https://avherald.com/h?article=4e575117&opt= Incident: Serene A332 near Karachi on Apr 5th 2021, engine shut down in flight A Serene Air Airbus A330-200, registration AP-BNE performing flight ER-502 from Karachi to Islamabad (Pakistan) with 120 people on board, was already enroute at FL370 about 220nm northeast of Karachi when the crew received an engine (CF6) stall indication, shut the engine down, drifted down to FL220, turned around and returned to Karachi for a safe landing on runway 25L about 40 minutes after leaving FL370. A passenger reported the captain told them an engine had failed, something that had happened to the aircraft already a few weeks ago, see Incident: Serene A332 near Karachi on Oct 1st 2020, engine shut down in flight. A replacement Boeing 737-800 registration AP-BNA is just climbing out of Karachi with a delay of about 6 hours. The occurrence aircraft is still on the ground in Karachi about 5 hours after landing back. https://avherald.com/h?article=4e5714c0&opt=0 Incident: Indigo A20N near Bangalore on Apr 2nd 2021, loss of cabin pressure An Indigo Airbus A320-200N, registration VT-ITM performing flight 6E-6654 from Lucknow to Bangalore (India), was enroute at FL370 about 160nm north of Bangalore when the crew initiated an emergency descent to FL100 due to the loss of cabin pressure, the passenger oxygen masks were released. The aircraft levelled at FL100 about 6 minutes later (average rate of descent 4500 fpm) and continued to Bangalore for a safe landing about 30 minutes after leaving FL370. The aircraft returned to service about 43 hours later. https://avherald.com/h?article=4e57130f&opt= Spirit Airlines is defending its decision to de-board an entire flight after it says a family refused to wear masks Spirit Airlines said it removed a family of four from a flight because they refused to wear masks. Video of the incident shows the masked parents being told to leave as their maskless child eats. Spirit says what is not shown is the parents not complying with mask mandates moments earlier. Spirit Airlines is defending its decision to deplane a flight over what it said was one family's mask violations. The Monday fight from Orlando, Florida, to Atlantic City, New Jersey, was ultimately delayed more than two hours after passengers were deplaned and the family was allowed to reboard the flight. A video from a portion of the incident was posted on Twitter, but the full event remains unclear. In one widely shared video, a father, a pregnant mother, and their two children are seen being told to exit the plane. In the video, the mother and father are both wearing masks, though the father is seen removing his at some points to speak with the flight attendant. One of their children is sitting on the mother's lap, not wearing a mask, and eating. "I told you, noncompliance - you'll have to get off. I didn't want to do this," a flight attendant, who appears to be a different person from the one who originally confronted the family, is heard saying in the video posted by Disclose.TV. The flight attendant later points to the child on the woman's lap when asked by both parents who isn't complying. In the video, the flight attendant tells the family to leave the aircraft, saying "I'll have to deplane the aircraft and call the police" if they do not comply. Federal law requires all passengers over the age of 2 to wear a mask when they're not eating aboard a flight. President Joe Biden signed an executive order in January that required all air travelers to wear masks on planes, and the Centers for Disease Control and Prevention has also mandated face masks on multiple modes of transportation, including buses and subways. It's unclear how old the child not wearing the mask is, but in one video of the incident, the parents say the child is just one month older than 2 years old, Newsweek reported. On its website, Spirit Airlines says it enforces a mask policy in line with Biden's executive order and other federal requirements. It requires all travelers to wear face coverings while on board the aircraft and says they may be removed only when passengers are eating, drinking, or taking medicine. Spirit told Insider it directed the family to exit because the parents were not complying with mask mandates, which the company said was not captured on video and came before the widely shared video was filmed. The airline said it was standard protocol in the airline industry to de-board the entire plane if there was an incident with a passenger. The company also said the couple initially refused to leave, adding that was why it made all the passengers deplane. If the family had agreed to deplane, Spirit said, the rest of the passengers would have remained on board. Newsweek reported that after the family spoke with a supervisor and agreed to comply, it departed on that same flight. According to another video of the event, the father in the incident said one flight attendant did not reboard the plane. Spirit said the crew was swapped out but did not clarify if that was standard protocol for scenarios such as this. The Orlando police confirmed to Newsweek that they were called. "Just before noon today, our officers were called to a general disturbance involving a Spirit Airlines flight scheduled to depart from the Orlando International Airport," a police spokesperson told Newsweek. "Upon arrival, officers saw that the flight was in the middle of de-boarding. Our officers stood by while Spirit Airlines resolved the issue." Workers in the airline, food, and retail industries have been tasked in the past year with enforcing mask mandates among customers, some of whom have been unwilling to comply. Mask-wearing has become largely politicized since March 2020, with some Republicans driving a narrative that the COVID-19 pandemic is less severe than it seems. https://www.yahoo.com/news/spirit-airlines-defending-decision-board-221810933.html FAA Issues AD Mandating Embraer ERJ135 & ERJ145 Gear Inspections The United States Federal Aviation Administration (FAA) has put forward a new airworthiness directive (AD) covering Embraer regional jets. On Embraer ERJ135 and ERJ145 aircraft, the new AD mandates additional general visual inspections of the main landing gear. This AD comes after Embraer’s home country, Brazil, issued one for the same aircraft. The FAA’s new Embraer AD The new AD requires airlines to conduct a general visual inspection of the right and left main landing gear (MLG). If an adverse condition is found, airlines need to rectify that issue before bringing the aircraft back into commercial passenger service. The National Civil Aviation Agency of Brazil (ANAC) issued an AD back in February covering the same models of jets. Brazil issued the AD after a report involving a disconnection of a side arm strut from the right MLG. A further investigation found that the side arm strut lower bearing was installed inverted on the aircraft. While one instance may not mandate a specific AD, further inspections on other aircraft found additional instances of inverted installations. Other improper installations, such as damaged or missing sealant or grease fittings incorrectly installed, were discovered. In light of this, the FAA joined Brazil in issuing an AD addressing the disconnection of the MLG side arm strut. The FAA states that a disconnection could prevent the MLG from being locked in the down position, leading to a loss of control of the airplane during takeoff and landing. The FAA wants airlines to have the main landing gear on the jets inspected. How will this impact aviation? The AD covers ERJ135 and ERJ145 aircraft. These are some of the smallest regional jets flying commercially in the United States and fulfill necessary roles. The FAA currently anticipates that the AD will affect 304 aircraft of US registry. The inspection itself is estimated to take one work-hour, according to the FAA. At a cost per work-hour of $85 to an airline, the total cost across 304 jets in the US is expected to be $25,840. If an adverse condition is found that would require a repair, which is an indeterminant number of jets, the FAA anticipates the estimated cost of the parts itself is above $14,500 per plane and would require labor worth six work-hours. At $85 per hour for work, this brings the total cost of the part and labor to just over $15,000 per aircraft. The AD applies al all Embraer ERJ135 and ERJ145 variants in the US. This includes jets like the ERJ-135LR, ERJ145ER, ERJ145LR, and ERJ145XR, among others. The AD goes into effect on April 20th, so airlines have some time to schedule additional aircraft inspections. With a bit of a heads up, airlines can start looking at their schedules and find downtime to start conducting inspections of the aircraft to ensure they do not contain any adverse conditions. The Embraer ERJ135 and ERJ145 The Embraer ERJ135s can fit a maximum of 37 passengers, while the ERJ145s can fit up to 50 passengers. The Embraer ERJ145 is the most commonly found of both aircraft types flying in the US for commercial airlines. The ERJ145s mainly serve as regional feeder jets that fly to smaller destinations from mainline hubs. The largest ERJ145 operator in the world is CommutAir, which flies on behalf of United Airlines under the United Express banner. Other operators include Envoy Air and Piedmont Airlines, which fly ERJ145s on behalf of American Airlines under the American Eagle banner. However, American has slowly been moving away from 50-seater regional operations, especially out of major hubs like New York and Washington D.C. https://simpleflying.com/embraer-erj-gear-inspections-a QATAR AIRWAYS OPERATES WORLD’S FIRST FULLY COVID-19 VACCINATED FLIGHT QR6421 departed Hamad International Airport (HIA) at 11:45 AM local time on April 6 carrying only vaccinated crew and passengers on board, with passengers also to be served by the fully vaccinated staff at check-in. The special flight, which will return to Doha at 14:45, showcases all the measures the airline has put in place to ensure the highest standards of safety and hygiene on board, including its latest innovation, the world’s first ‘Zero-Touch’ in-flight entertainment technology. The special service is being operated by the airline’s most technologically advanced and sustainable aircraft, the Airbus A350-1000, with the flight also fully carbon offset in line with the carrier’s environmental responsibilities. Qatar Airways Group Chief Executive, His Excellency Mr. Akbar Al Baker (below) said: “Today’s special flight demonstrates the next stage in the recovery of international travel is not far away. We are proud to continue leading the industry by operating the first flight with a fully vaccinated crew and passengers and providing a beacon of hope for the future of international aviation. With aviation being a critical economic driver both globally and here in the State of Qatar, we are thankful for the support we have received from our government and local health authorities to vaccinate our staff, with over 1,000 vaccinations being administered per day.” “It is in Qatar Airways DNA to be at the forefront, setting the highest standards of safety and customer service. When the pandemic hit its peak in early April, our airline continued flying to help repatriate millions of stranded passengers and transport essential medical supplies, while also implementing the latest innovations in biosafety and hygiene. As the vaccine rollout begins to gather pace worldwide, Qatar Airways remains committed to being the airline passengers and travel partners can rely on, operating one of the largest global networks to provide the connectivity needed to reunite families and friends and support global trade.” Qatar Airways Cargo has also played a major role in maintaining a reliable schedule across our network of destinations. Since the onset of the pandemic, Qatar Airways has helped transport more than 500,000 tonnes of medical supplies and delivered close to 20,000,000 doses of COVID-19 vaccines to over 20 countries.” Qatar Airways has become the first global airline in the world to achieve the 5-Star COVID-19 Airline Safety Rating by the international air transport rating organization, Skytrax. This follows its seven-star COVID-19 rating using slightly different criteria from Airlineratings.com. The airline’s hub, HIA, has also become the first and only airport in the Middle East and Asia to be awarded a Skytrax 5-Star COVID-19 Airport Safety Rating. Qatar Airways is also the first airline in the Middle East to begin trials of the innovative new IATA Travel Pass ‘Digital Passport’ mobile app. IATA Travel Pass ensures passengers receive up-to-date information on COVID-19 health regulations at their destination country, as well as complying with strict global data privacy regulations to enable the sharing of COVID-19 test results with airlines to verify they are eligible to undertake their journey. https://www.airlineratings.com/news/qatar-airways-operates-worlds-first-fully-covid-19-vaccinated-flight/ US Airlines Commit to Achieve Net-Zero, Help Industry Reach 2 Billion Gallons of Sustainable Aviation Fuel by 2030 A handful of airlines have announced their plans to achieve net-zero carbon emissions by 2050. To reach the goal, they say they will work with the government and other stakeholders toward a rapid expansion of the production and deployment of commercially viable sustainable aviation fuel (SAF) in order to make two billion gallons of SAF available to US aircraft operators in 2030. The airlines have also suggested a number of initiatives the government can take to help the aviation industry achieve its goals. The pledge comes from members of the Airlines for America (A4A), the industry trade organization that represents the leading US airlines. Reaching the 2030 SAF goal will require an 84% annual average increase in SAF production through 2030, the organization says. Member companies include Alaska Airlines, American Airlines, Atlas Air, Delta Air Lines, FedEx, Hawaiian Airlines, JetBlue Airways, Southwest Airlines, United Airlines, UPS, and associate member Air Canada. A4A says that while its members are committed to working within the commercial aviation sector to advance viable technology, infrastructure, and sustainable aviation fuel, it is “imperative that the US federal, state and local governments implement supportive policies and programs that enable innovation, scale-up, cost-competitiveness, and deployment in each of these areas.” Government must also avoid the implementation of policies that would limit the aviation industry’s ability to invest in emissions-reducing measures. Many members are already investing in SAF, the trade group points out. JetBlue, for example, has announced a set of short- and medium-term ESG targets to achieve net zero carbon emissions for its airline operations by 2040. And Air Canada says it will invest $50 million in sustainable aviation fuels over the next decade to help it reach its GHG net reduction goals. But the aviation industry requires a “similar urgent commitment from policy makers, fuel producers and others in the feedstock and fuel supply chain to achieve meaningful scalability,” the A4A says. Policy support that Congress could provide in upcoming infrastructure legislation includes a $2 per gallon SAF blender’s tax credit, further modernization of the air traffic management system to enhance efficiency, continuation and expansion of public-private aviation environmental research and development programs, US implementation of the international climate agreement called the Carbon Offsetting and Reduction Scheme for International Aviation (CORSIA) and backing for emerging technologies like carbon capture and sequestration, according to the organization. A4A points out that airlines contribute 2% of the nation’s CO2 emissions, but says US airlines have improved fuel efficiency by more than 135% since 1978 — saving over five billion metric tons of carbon dioxide. https://www.environmentalleader.com/2021/04/us-airlines-commit-to-achieve-net-zero-help-industry-reach-2-billion-gallons-of-sustainable-aviation-fuel-by-2030/ Airbus floats concept for A380 freighter conversion Center of plane would be retrofitted for cargo, passengers would still ride up top A big, big Emirates A380 jumbo jet lifts off with front wheels off the runway. Emirates has the largest fleet of A380s in the world and has been approached by Airbus about converting some of them to better accommodate cargo. (Photo: Emirates) Airbus is polling airlines that fly the massive double-decker A380 for interest in converting the out-of-favor plane into a freighter, while keeping the top level for passengers, to take advantage of demand for e-commerce shipping, according to sources with direct knowledge of the matter. The trial balloon is a reflection of how far the super-jumbo’s stock has fallen as a people mover and the industry’s thinking that passenger traffic isn’t going to come back enough after the pandemic to support what once was the manufacturer’s crown jewel. Developing a hybrid cargo jet with passengers on the upper deck also underscores the A380’s limitations as a pure freighter and that dual revenue sources are needed to make the business case work. Analysts expressed skepticism that Airbus (DXE: AIR) can pull off the project because a freighter conversion would be costly to engineer and uncompetitive with other all-cargo aircraft. “We are always looking into advancing our products, keeping them at the leading edge of technology. We are in constant dialogue with our customers about the latest state-of-the-art technologies and ongoing innovations,” Airbus spokesman Bart Greer told FreightWaves in an email, adding that a passenger-to-freighter conversion of the A380 would be technically feasible. “If we see sufficient customer interest in an A380 converted freighter, we would investigate this possibility further,” he said. A source within the Airbus corporate family, who asked not to be named, confirmed the airframer is shopping around the conversion concept. Another person, who also spoke on condition of anonymity, said two airlines privately confirmed they have been approached about the matter. An A380 converted freighter has merit, but only if there is significant interest to recover the non-recurring development, testing and certification costs associated with a major alteration, said Stan Wraight, co-founder and president of Strategic Aviation Solutions International, an aviation consultancy. “They better get 50 or 60 orders to make that work,” he said. Meanwhile, Reuters recently reported that Airbus is also testing the waters for a freighter version of the A350 passenger jet. Unmet Expectations Cargo could give the A380 a new lease on life. Otherwise, it is going to end up stored in the desert, stripped for parts or scrapped, aviation experts say. The pandemic was the last nail in the coffin for the sky bus that never met expectations. In 2019, Airbus announced it would stop producing the A380 and in March the last one left the assembly plant in Toulouse, France. Only 251 A380s will be delivered compared to original market forecasts of more than 500; the earliest versions are just 14 years old. The four-engine behemoth was designed for high-density passenger markets. But soon after development, it was eclipsed by Boeing’s efficient, long-range twin-engine 787 with high-tech composite materials that tapped into consumer preference for direct flights rather than connecting through major hubs. Airline executives were also focused on the environmental benefits of powering aircraft with fewer engines, so Airbus shifted resources to the A350. The 787 Dreamliner and the 777-300 Extended Range have passenger yields that rival the A380’s with significantly lower trip costs, according to analysts. When passenger travel plunged with the pandemic, Air France-KLM retired its fleet of A380s in favor of more fuel-efficient and modern aircraft. Lufthansa (DXE: LHA) did the same with six of its planes, and another eight are expected to be mothballed. The carrier last year said the aircraft would only be reactivated in the event of an unexpectedly rapid market recovery. Last month, CEO Tony Douglas said Etihad Airways likely won’t bring back the giant planes. Instead, the state-owned carrier will downsize and focus on smaller aircraft such as the 787. Thai Airways recently solicited interest from potential buyers for two of its A380s. “The way the values of those aircraft have dropped, I mean they’re almost worthless,” Phil Seymour, president of London-based IBA Group and veteran aircraft appraiser, said in an interview. As of late January, only China Southern, Emirates and Korean Air were operating A380s, according to Simple Flying. British Airways, which has 12 of the aircraft in storage, plans to return them to service, CEO Sean Doyle recently said at a conference. The airline, however, did retire its entire fleet of 31 Boeing 747-400 jumbo jets last summer. Despite its enormous size, the A380 was never prized for cargo transport because so much space is devoted to passengers and baggage. Fully loaded, it holds 20% to 60% less cargo than other widebody jets. Depending on passenger loads, cargo often is offloaded at the last minute, making the plane unreliable for shippers. And the extra passenger weight further restricts cargo on ultra-long flights. Pound for pound, logistics professionals say the Boeing 777 is the best long-haul cargo jet, both as a pure freighter and passenger jet with lots of belly capacity. The ‘combi’ Airbus, which is part of a joint venture that does modification work, is offering a combination aircraft in an apparent effort to help customers that are stuck with the aircraft. The A380’s limitations, including potential restrictions on container size even after retrofitting, means the only addressable market is existing customers because the plane still needs passenger revenue to make the economics work. The airfreight market has been booming since last summer. With passenger airlines operating a fraction of their fleets, capacity has not kept up with extremely strong cross-border trade fueled by manufacturing and e-commerce activity. Air cargo rates on key routes are four to five times more than normal for this time of year. Airlines have taken advantage of high yields by operating dedicated cargo service with passenger aircraft. Freighter conversions typically occur when aircraft come to the end of their useful life serving passengers. They allow owners to extend the timeline for depreciation and achieve greater investment returns. Airlines can sell the planes into the secondary market. The buyers, or leasing companies repurposing the aircraft, send them to specialized maintenance shops to gut and cut the airframe. But so-called “combis” have a checkered history. KLM, which is the only mainstream carrier to have made money with the unique aircraft, recently got rid of its last 747-400 combi. Today, the dual-use planes are mostly used to serve remote areas because they allow airlines to split flights with freight and people for locations where there isn’t huge demand for either. Experts say they are difficult to manage because airlines are trying to serve two markets at the same time, often requiring them to make operational compromises and comply with increasingly stringent fire safety standards. In a typical “combi” configuration, cargo and people coexist on the main deck, divided by a reinforced bulkhead. Airbus is floating a concept in which the main deck would be restructured for cargo and the smaller upper cabin would remain for passengers. One reason for such a configuration is that the ceiling of the A380’s main deck may not be high enough to fit 10-foot pallets, said Steve Fortune, who heads investment consulting firm Fortune Aviation Services. The floor height of the passenger aircraft was different than what FedEx (NYSE: FDX) needed before Airbus canceled plans in 2007 to build a freighter version over concerns about sales and different engineering requirements. Fortune, who worked in FedEx management at the time, said he assumes if the deck height was an issue, then it could still be one for an all-cargo airline. The aircraft’s two-story design renders conversion impractical, other analysts agree. “We do not believe that a passenger-to-freighter conversion of the A380 would be viable, especially given the high empty weight of the aircraft relative to its potential freight payload,” said Chris Seymour, head of market analysis at Ascend, the consulting arm of aviation data provider Cirium. “Specifically, the passenger design and location of the upper deck are not optimal for cargo use and the aircraft would be relatively compromised in the context of payload, with significant volume but with potential weight restrictions.” Target audience The Airbus likely will target its pitch to major A380 operators such as Emirates. Those with only a few aircraft will simply write off the assets, a source familiar with the situation said. Emirates has 103 A380s in its fleet. In November, it began flying the super-jumbo jet in cargo-only operations, sometimes with cargo in the seats, a tactic many passenger airlines employed during the past year to take advantage of the red-hot cargo market. The company said it can carry about 50 tons of cargo in the belly. Emirates also has a fleet of 11 Boeing 777 pure freighter aircraft, as well as 16 modified 777-300s with seats removed to temporarily increase capacity while cargo business is up and passenger is down. An Emirates spokesperson was noncommittal about a converted freighter, but said the Skycargo division is “well positioned to meet global air cargo demand with our current fleet mix.” She noted that as a mini-freighter, the A380 has the ability to safely transport larger quantities of dry ice, which allows more temperature-sensitive cargo such as COVID vaccines to be transported. “We do not see any feasible deployment scenario for an A380 passenger-to-freighter conversion,” Lufthansa spokesman Andreas Pauker said. “Singapore Airlines remains committed to the A380 passenger aircraft and will have 12 aircraft in our fleet as we recover from COVID-19,” a spokesperson said without making reference to the cargo configuration. IBA’s Seymour said retrofitting the main deck of the A380 for cargo while maintaining access stairs to the upper deck could pose an engineering challenge for smoke and flame suppression because the ventilation systems need to be isolated. “It’s not really a case of putting up a partition and few fire extinguishers. The whole air conditioning infrastructure needs to change as well,” he said in an interview. Developing a freighter conversion program takes years. Fortune estimated Airbus would have to invest about $100 million to design a modification and installation kit, not including production costs. “The A380 aircraft is, therefore, likely to be uncompetitive against other converted aircraft types such as the 777-300 Extended Range, 767 and the Airbus A330,” Seymour said. Israel Aircraft Industries last year launched a 777 conversion program and will charge about $30 million per unit, FreightWaves has learned. Airbus would need to similarly price the A380 makeover to make it reasonably competitive, Seymour added. One factor that might work in the A380’s favor as a combination freighter is that the massive shift to e-commerce means more light boxes are being shipped today than ever, with planes often filling up before they hit the maximum payload weight. https://www.freightwaves.com/news/exclusive-airbus-floats-concept-for-a380-freighter-conversion Southwest recalls 209 pilots as travel demand recovers April 5 (Reuters) - Southwest Airlines has recalled 209 pilots from a voluntary extended leave program to support its summer schedule, the company said on Monday, as airlines prepare for a recovery in demand as more Americans receive COVID-19 vaccines. The pilots will return to active status on June 1 and will then complete all of the necessary requalification training requirements before they fly with passengers. Among other major U.S. carriers, Delta Air Lines and American Airlines have also recalled pilots who were sidelined during the pandemic. United Airlines, which reached a deal with its union to keep pilots active throughout the downturn, said last week it was preparing to hire about 300 pilots as travel demand rebounds. Low-cost airlines have also recalled pilots and are hiring again. https://www.yahoo.com/finance/news/1-southwest-recalls-209-pilots-202610304.html POSITION AVAILABLE: Chair of the Department of Applied Aviation Sciences The College of Aviation (COA) at Embry-Riddle Aeronautical University—Daytona Beach invites applications and nominations for the position of Chair, Department of Applied Aviation Sciences. The College seeks a dynamic, nationally recognized academic leader with experience in developing and implementing strategic plans for the department that are aligned with the needs and goals of the College of Aviation. This 12-month faculty appointment is at our campus in Daytona Beach, FL. Embry-Riddle Aeronautical University is the gold standard in aviation and aerospace-related education. The Department of Applied Aviation Sciences is home to four-degree programs: Air Traffic Management, Aerospace and Occupational Safety, Meteorology, and Spaceflight Operations. The department draws students from around the world who are serious about their careers. Its talented faculty and state-of-the-art classrooms and lab facilities produce graduates who are highly sought after by industry. Reporting to the Dean of the College of Aviation, the Chair of the Department of Applied Aviation Sciences will be responsible for providing leadership in the development of faculty and academic programs, as well as participating in student recruitment, enrollment, and retention efforts. He/she will develop and maintain channels of communication with professional groups and industry to ensure that the department’s programs are providing appropriate educational preparation for its students. The Chair will encourage the faculty in the department to embrace new teaching methods and research opportunities. Qualifications Consideration of applications will begin immediately and will continue until the position is filled. The successful candidate will have: • · Earned a doctoral degree (Ph.D., Ed.D., J.D., etc.) from an accredited institution. • · Experience in academic administration in scheduling courses, assigning faculty, evaluating faculty, ensuring appropriate recordkeeping and regulatory compliance, etc. • · A record of developing and maintaining channels of communication with professional groups and industry to ensure that programs are providing appropriate educational preparation for the students. • · Experience in maintaining academic excellence with respect to a department’s teaching and research efforts. • · Experience in developing a strong and competent faculty to meet the University curriculum requirements and high standards of the department. • · A demonstrable record of providing strong leadership in encouraging and growing research among faculty. • · Experience fostering collaboration among faculty both inside and outside the department, in both research and innovation in teaching. • · Demonstrated successful leadership experience at a four-year institution of higher education focused on teaching, research, and service. • · Attained tenure and an academic rank of Associate Professor or higher. The Department Chair is expected to begin no later than August 16, 2021. Applications should include a CV and a detailed letter describing the candidate’s aviation and administrative leadership experience as well as academic qualifications that demonstrate a fit with the Department of Applied Aviation Science and the position. All materials should be submitted online through our application system at https://embryriddle.wd1.myworkdayjobs.com/en-US/External/job/Daytona-Beach-FL/Chair-of-the-Department-of-Applied-Aviation-Sciences--Daytona-Beach-Campus-_R300550. Any questions should be directed to Associate Dean and Professor Daniel Friedenzohn at friedend@erau.edu. Curt Lewis