Flight Safety Information - May 19, 2021 No. 100 In This Issue : Incident: ATA MD83 at Tehran on May 16th 2021, engine shut down in flight : Incident: AeroContractors B735 at Port Harcourt on May 17th 2021, bird strike on takeoff : Pilot error led to 2019 airplane crash in Addison that killed 10, according to NTSB : U.S. lawmakers seeking records on 737 MAX, 787 production issues : AP source: NTSB chairman to step down at end of June : Airline passengers may have to get weighed before boarding : EASA, UK CAA Agree on Certification Procedures : Kent man charged with flying an airplane without a valid pilot certificate : Flight schools, instructors face regulatory questions following US court ruling : FAA investigates near-miss involving flight headed to Detroit : ROLLS-ROYCE IS FUELLING THE JOURNEY TO NET ZERO : Bombardier Lays Out Plans To Build on Global 7500 EPD : Why Did Pan Am Operate So Many Fifth Freedom Flights? : What we know about UFOs: Pilots tell their stories : The First Privately Owned F-16 Aggressor Jet Has Taken To The Sky : New supersonic airline will fly anywhere in the world within 4 hours : Aevum’s autonomous aircraft will deliver cargo and launch rockets : Position Available: Maintenance Controller/Maintenance Technician : Graduate Survey Incident: ATA MD83 at Tehran on May 16th 2021, engine shut down in flight An ATA Airlines Iran McDonnell Douglas MD-83, registration EP-TAM performing flight I3-5613 from Tehran Mehrabad to Isfahan (Iran), was climbing out of Tehran Mehrabad when at about 7000 feet the left hand engine (JT8D) indications showed increasing EGT and decreasing N1, N2 and EPR indications consistent with an engine failure and engine damage. The crew returned the aircraft to Tehran Mehrabad for a safe landing on runway 29L. Iran's CAO reported the engine needs to be replaced. https://avherald.com/h?article=4e798790&opt=0 Incident: AeroContractors B735 at Port Harcourt on May 17th 2021, bird strike on takeoff An AeroContractors Boeing 737-500, registration 5N-BKR performing flight AJ-382 from Port Harcourt to Abuja (Nigeria) with 85 passengers and 6 crew, was accelerating for takeoff from Port Harcourt when above V1 an engine (CFM56) ingested a bird and received blade damage. The crew continued takeoff, climbed the aircraft to safe altitude and returned to Port Harcourt for a safe landing about 8 minutes after departure. Nigeria's CAA reported the aircraft struck a bird while accelerating for takeoff, the crew continued takeoff, flew a circuit and returned for a safe landing. The engine received blade damage. At the time the bird strike occurred, the crew was expected to (and did) not reject takeoff, but to continue the takeoff. The operator supplied a replacement aircraft within 90 minutes, which took the passengers to Abuja. A replacement Boeing 737-500 registration 5N-BLE reached Abuja with a total delay of 5.5 hours after 5N-BKR had arrived into Port Harcourt with more than 3.5 hours delay. https://avherald.com/h?article=4e7976b0&opt=0 Pilot error led to 2019 airplane crash in Addison that killed 10, according to NTSB Pilot error caused a fatal aircraft crash in June 2019 at Addison Airport that killed 10 people, according to a report released Tuesday by the National Transportation Safety Board. The failure of a pilot to control the plane following the loss of thrust in one of two engines just seconds after takeoff led to the fatal crash, the NTSB reported. The Beechcraft King Air 350 rolled upside down and crashed into an airport hangar seconds after liftoff, killing the pilot, co-pilot and all eight passengers. It was the worst aviation disaster in Dallas-Fort Worth in three decades. On a cockpit voice recorder, pilot Howard Cassady, 71, of Fort Worth, can be heard talking with another, unidentified person about the engine on the left side of the plane, according to the transcript. The recording also reveals that, at 9:10 a.m., about six seconds after liftoff, the pilot uttered the phrase “What in the world?” Then the co-pilot, Matthew Palmer, 28, also of Fort Worth, responded, “You just lost your left engine,” according to the transcript. Another six seconds later, the co-pilot can be heard saying “Holy ----” and two seconds after that there is a sound of impact and the recording stops. Passengers killed in the crash included Brian and Ornella Ellard, whose family owned a business that bought the plane earlier in 2019; their children Alice and Dylan Maritato; Steve and Gina Thelen; and John and Mary Titus. Cassady had 16,450 hours of flight experience, according to NTSB records. Palmer and his wife had just celebrated their one-year wedding anniversary, according to Palmer’s wife’s Facebook page. Palmer was a ranch and arena hand at the Fort Worth Stock Show & Rodeo. Palmer had 2,357 hours of overall flight experience — including 225 hours as pilot, and 615 hours as co-pilot, of a turboprop aircraft. Investigators analyzed video from multiple cameras on and off the airport property, the flight track broadcast by the airplane as well as known flight performance data and characteristics of the plane to recreate the accident flight path and determine the plane’s position, speed, altitude and roll angles. The left engine lost almost all thrust several seconds after takeoff and the pilot responded with left rudder input, the opposite action of what the emergency called for, according to the NTSB report. Seconds later, the pilot applied right rudder but by that point the plane was rolling inverted, and there was insufficient altitude for recovery. Investigators determined that had the pilot applied right rudder input, the airplane would have been controllable, according to the report released on Tuesday. The audio from the recorder indicated that the pilots did not call for any of the checklists that would typically be used before takeoff, and they did not discuss what they would do in case of loss of engine thrust on takeoff or any other emergency procedure, the report stated. The pilots’ failure to follow checklists and adhere to the airplane manufacturer’s emergency procedure were factors in the fatal accident, according to the NTSB report. A detailed examination of the left engine and its control systems found no condition that would have prevented normal operation, the report says. The NTSB noted that there was a known risk of an unintentional movement of an engine power lever if its friction lock was adjusted incorrectly. Friction lock settings are one of the items in a pre-takeoff checklist the pilot failed to use, the NTSB said. Investigators were unable to determine if the friction lock settings played a role in the loss of thrust on the left engine. The cause for loss of engine thrust could not be determined, according to the report. In 2020, family members of two people killed in the crash filed a wrongful death lawsuit against the aircraft’s operators, EE Operations LLC, EE Realty, Inc. and S&H Aircraft LLC. The suit was filed in Dallas County. The status of the lawsuit was not available on Tuesday. The flight on the privately owned airplane was bound for St. Petersburg, Florida. https://www.yahoo.com/news/pilot-error-led-2019-airplane-205942093.html U.S. lawmakers seeking records on 737 MAX, 787 production issues WASHINGTON (Reuters) -Two key U.S. lawmakers said on Tuesday they are seeking records from Boeing Co and the Federal Aviation Administration (FAA) on production issues involving the 737 MAX and 787 Dreamliner. House of Representatives Transportation Committee Chairman Peter DeFazio and Rick Larsen, who chairs a subcommittee, said they were seeking records after multiple issues recently emerged "regarding the 737 MAX as well as the 787, including electrical problems, the presence of foreign object debris in newly manufactured aircraft, and other issues." The panel conducted an extensive investigation into the 737 MAX after two fatal crashes led to a 20-month grounding that was lifted in November. The committee's report was part of the reason Congress approved an overhaul of the FAA's aircraft certification program in December. The two Democrats want the FAA and Boeing to "provide records regarding production-related issues and the FAA's oversight of Boeing's manufacturing operations." The FAA said it was reviewing the request "and will make every effort to respond to them as quickly and completely as possible." Boeing, which said it had seen a letter from DeFazio and Larsen and would review it, last week won approval from the FAA for a fix of an electrical grounding issue that had affected 109 737 MAX airplanes worldwide. The top three U.S. 737 MAX operators - Southwest Airlines, American Airlines and United Airlines - removed more than 60 jets from service after the notice from Boeing. American said Tuesday 10 of its 18 affected 737 MAX planes had resumed flying and the remainder expected over the next few days. The FAA said in September it was investigating manufacturing flaws involving some Boeing 787 Dreamliners. Boeing said in August airlines operating its 787 Dreamliners removed eight jets from service as a result of two distinct manufacturing issues. In March, the FAA said it was taking "a number of corrective actions" to address multiple 787 production issues, including retaining authority to issue approval certificates for four specific aircraft. https://www.yahoo.com/finance/news/u-lawmakers-seeking-records-737-174407142.html Photo Courtesy: NTSB AP source: NTSB chairman to step down at end of June WASHINGTON (AP) — The chairman of the National Transportation Safety Board will step down from his position at the end of June, and the Biden administration is expected to nominate a fellow board member to replace him, a person familiar with the matter told The Associated Press on Monday. Robert Sumwalt, who has served as chairman of the board since 2017, is expected to step down on June 30, according to an internal communication obtained by the AP. The former commercial pilot and commercial aviation executive had served in various positions on the board, beginning in 2006. The federal agency is charged by Congress to conduct independent probes of transportation accidents and can make urgent or longer-term safety recommendations to address issues discovered during an investigation. Sumwalt is expected to be replaced by Jennifer Homendy, a board member who served as the agency’s public face in the helicopter crash that killed Kobe Bryant, the person familiar with the matter told the AP. The person was not authorized to discuss the matter publicly and spoke to the AP on condition of anonymity. Homendy, whose nomination would be subject to congressional approval, has served as a board member since 2018. She had previously worked as a staff director for a House subcommittee. https://www.yahoo.com/news/ap-source-ntsb-chairman-step-000434742.html Airline passengers may have to get weighed before boarding Airline passengers may have to reveal their own cabin size before boarding, a new report claims. Citing an FAA advisory, travel site View from the Wing reports that because Americans are getting heavier, airlines may have to revisit estimates on how much cargo each plane is carrying for the sake of safety. According to that report, when it comes to planes that carry more than 70 passengers, estimates based on standard weights published by the CDC will suffice. But new considerations are being given for smaller airliners where passenger and baggage weights need to be more accurate. Being weighed or offering that information if asked would be entirely voluntary. If a person who is selected opts out, another traveler would be asked at random. It’s unclear if passengers would be weighed or asked to list their weight. Aviation analysis organization Air Insight Group states that the FAA would require airlines to determine “standard average passenger weights” through surveys taken as often as every 36 months. Weight information of individuals would not be made public. The average male passenger with a carry-on is currently estimated to weigh 190 lbs. in winter clothes while carrying a travel bag. That’s reportedly being revisited to reflect that average man now carries around an extra 15 lbs. Air Insight Group says the average female passenger under the same conditions is estimated to weigh 150 lbs. That would change to reflect that females passengers on average carry a total of 185 lbs. onto a plane. According to View From the Wing, the FAA acknowledges that the weight of the average passenger can vary from route to route. https://www.yahoo.com/news/airline-passengers-may-weighed-boarding-224100777.html EASA, UK CAA Agree on Certification Procedures The European Union Aviation Safety Agency and the UK Civil Aviation Authority have agreed on Technical Implementation Procedures (TIP) as a basis for their future working relationship following the UK’s exit from the EU. Signed on May 17, the TIP gives the two parties oversight of the Air Safety Agreement signed between the UK and European Union in December and sets out the measures the aerospace sector must take to design and produce aerospace parts that move between the UK and the EU. The TIP also gives clarity to design and production organizations and addresses any differences between aviation standards, rules, practices, procedures, and systems related to implementing the annex. In addition, it regulates the relationship between the two organizations now that the UK has left the European regulatory system. The Air Safety Agreement in the EU-UK Trade and Cooperation Agreement (TCA) includes an annex that addresses aircraft design certification and production. The TIP, on which EASA and the UK CAA have negotiated since January, provides the procedures for implementing this annex, including defining the requirements and activities between EASA and the UK CAA as the relevant competent authorities and oversight of the agreement. Specifically, the document establishes approval procedures for design certificates, continuing airworthiness, production, the issuance of export certificates, and technical support and information exchange for certification activities. “This agreement [on Monday] provides the clarity aerospace organizations need to allow them to operate efficiently under the post-EU regulatory landscape,” said UK CAA chief executive Richard Moriarty in a written statement. “While the UK system is now independent of the EU regulatory system, both sides recognize the importance of close collaboration to overseeing the highest standards of aviation safety.” https://www.ainonline.com/aviation-news/air-transport/2021-05-18/easa-uk-caa-agree-certification-procedures Kent man charged with flying an airplane without a valid pilot certificate Acting U.S. Attorney Bridget M. Brennan announced that a federal grand jury returned a three-count indictment on Thursday, May 13, charging Delbert Garfield Stewart, 70, of Kent, Ohio, with flying an airplane without a valid airman’s certificate. According to court documents, on June 20, 2019, July 5, 2020 and March 8, 2021, the Defendant knowingly and willfully piloted a Bellanca Model 17-30A single-engine aircraft without a valid airman’s certificate. Court records state that the Defendant obtained an airman certificate in 1978 and purchased the single-engine aircraft in 2010. In February of 2014, court records state that the Federal Aviation Administration (FAA) suspended the Defendant’s airman certificate, citing numerous FAA regulation violations. In response to the suspension, the Defendant claimed that the FAA did not have authority over him as a private indivual not engaged in commerce, according to court records. It is alleged that the Defendant continued to operate the aircraft, despite the 2014 suspension. Stewart’s airman certificate was later revoked. On June 20, 2019, it is alleged that the Defendant piloted the aircraft from Portage County Regional Airport (KPOV) in Ravenna, Ohio, and landed at the Warsaw Indiana Airport (KASW) in Warsaw, Indiana. While in Indiana, the Defendant allegedly flew the aircraft on multiple flights, with passengers on board. On July 5, 2020, it is alleged that an FAA official and an Ohio State Trooper attempted to investigate the Defendant and the aircraft when the aircraft landed at Portage County Regional Airport (KPOV), Ravenna, Ohio. The indictment states that the Defendant was the pilot of the aircraft, and an adult passenger was also on board. The FAA official advised the Defendant that his airmen certificate was revoked, and the airworthiness certificate for the aircraft was also suspended. On March 8, 2021, it is alleged that the Defendant flew from Paulding Northwest Atlanta Airport (KPUJ) in Georgia to KPOV in Ravenna, Ohio. During this flight, it is alleged that the Defendant failed to activate the transponder for the aircraft until he was in close proximity to the KPOV airport. As a result, the Defendant’s aircraft was unable to be tracked by the FAA until the transponder was turned on shortly before landing. An indictment is only a charge and is not evidence of guilt. A defendant is entitled to a fair trial in which it will be the government’s burden to prove guilt beyond a reasonable doubt. If convicted, the Defendant’s sentence will be determined by the Court after review of factors unique to this case, including the Defendant’s prior criminal record, if any, the Defendant’s role in the offense, and the characteristics of the violation. In all cases, the sentence will not exceed the statutory maximum, and in most cases, it will be less than the maximum. This investigation was conducted by the U.S. Department of Transportation-Office of Inspector General, Federal Aviation Administration, Department of Homeland Security, and Ohio State Highway Patrol. This case is being prosecuted by Assistant United States Attorneys Damoun Delaviz and Brad Beeson. https://www.justice.gov/usao-ndoh/pr/kent-man-charged-flying-airplane-without-valid-pilot-certificate Flight schools, instructors face regulatory questions following US court ruling Flight instructors fear a recent US court ruling could cause major headaches for the pilot-training community, just as airlines begin to again warn of a pilot shortage in the coming years. In a 2 April ruling, a US court threw into question how paid flight instruction is characterised under regulations, raising concern among flight instructors that they might need to meet more stringent standards in order to operate, according to aviation lobby group Aircraft Owners and Pilots Association (AOPA). Such instruction serves as a main route by which commercial pilots acquire primary flight training. Flight instruction could face complications after a US court ruling While the ruling addresses only one company’s flight-school operation and applies to one category of aircraft, flight instructors worry the court’s broad interpretation of one regulation could impact their livelihoods more generally. “This a slippery slope, where other types of instruction might be impacted,” says John Ewing, a part-time flight instructor in northern California. “There is a lot of uncertainty in the world of flight instruction to begin with, and…when the instructional community sees something that can create another problem, they’re already pretty stressed, and it makes them concerned.” The issue involves regulation interpretation, AOPA general counsel Justine Harrison says. The court’s ruling did not take the entirety of rules governing aviation training into account, and is at odds with some of them. “They made their decision involving one regulation,” she says. “But then they went on and used broader language… that is raising questions and concerns.” In a letter to the Federal Aviation Administration dated 19 April, AOPA said the ruling “has created significant confusion and concern in the aviation community regarding the impact of the decision on compensated flight training”. “Language in the ruling… could restrict access to flight training and negatively affect air safety in the United States,” the letter adds. WARBIRD ADVENTURES VS FAA The case arose more than a year ago when the FAA ordered Kissimmee, Florida-based Warbird Adventures, which describes itself as a “vintage flight school and air museum”, to stop providing flight instruction for compensation using its World War II-era military Curtiss-Wright model P-40N aircraft. The US regulator said the company was violating a rule prohibiting instructional flights for compensation in “limited category aircraft” like the P-40N. It told the company it must apply for an exemption to the rule. Warbird Adventures repeatedly declined to apply for an exemption, and in July 2020 the FAA slapped the company with an emergency cease-and-desist order. Warbird Adventures took the dispute to the US Court of Appeals for the District of Columbia, requesting a review of the FAA’s order. The court denied the review. “Warbird’s P-40N is a limited category aircraft,” the ruling said. “Although the owner of a limited category aircraft can sometimes obtain an exemption … Warbird has not requested one.” The decision was cut and dry for Warbird Adventures, but the court’s language opened fresh questions for other flight schools. The ruling noted that regulations prohibit operation of “limited category civil aircraft carrying persons or property for compensation or hire”. “A flight student is a ‘person,’” the ruling said. “When a student is learning to fly in an airplane, the student is [carried]. And when the student is paying for the instruction, the student is being carried ’for compensation.’” Much of the flight-training industry’s concern stems from that last phrase – “the student is being carried ’for compensation’”. The reason: the FAA has historically considered flight training as exempt from rules applying to commercial fights for compensation. The court’s wording seems to suggest flight training does actually involve carrying a person “for compensation”. That has spurred concern that flight schools and independent instructors, in addition to being qualified to teach, might need different certifications and medical licenses – potentially a bureaucratic, time-consuming and cost-prohibitive process, flight instructors say. AOPA insists the ruling does not mean flight training operations must be certificated under so-called Part 135 rules, which govern commercial aviation operations. A separate set of regulations – Part 119 – “specifically exempts ‘student instruction’ and ‘training’ from certificate requirements”, the group says in a 14 May blog post. But if the ruling stands as is, “it could have some broader potential downstream implications” that could have a significant negative effect on pilot supply, Harrison says. “That language is in direct conflict with the FAA’s own policy over the years,” she adds. ‘OUTLAWS’ The court ruling is making flight instructors uneasy. And after a year of coronavirus mitigation measures which included lockdowns that caused some flight schools to temporarily close, instructors are worried about another potential disruption – and a bottleneck in the pilot pipeline. “There are quite a few flight instructors out there who are joking that, ’Well, they made us all outlaws overnight. So, I guess we’ll be outlaws now,’” says Alexander Boy, a flight instructor in Nevada. “If an aviation safety inspector showed up at the school tomorrow and wanted to pursue action against us, he essentially has the precedent to do so already,” he adds. If they were to need a Part 135 certificate of carriage, schools would need to meet a variety of more stringent maintenance and operational requirements, and would be subject to closer oversight by the FAA’s Flight Standards District Office, Ewing says. “It’s not a trivial undertaking, that’s for sure,” he adds. “If you have a small school with only a couple of airplanes, it’s unlikely you’d be able to afford to get the certificate and to be able to comply with the regulations to keep it,” Boy concurs. The FAA says on 14 May it is “reviewing the matter”, but does not say if or when it might issue a clarification. Until then, flight instructors remain anxious. “People are waiting for the second shoe to drop,” says Ewing. “This has the potential to impact the livelihood and income of a lot of people in an industry that is already and has for years been under stress. So, this is not a move in a positive direction.” “We’re hoping whatever clarification we can get comes quickly,” Boy adds https://www.flightglobal.com/safety/flight-schools-instructors-face-regulatory-questions-following-us-court-ruling/143800.article FAA investigates near-miss involving flight headed to Detroit Officials say one aircraft was preparing to land while the other was already on the runway SAN DIEGO, Calif. – The Federal Aviation Administration (FAA) is investigating a near-miss of two jets at the San Diego International Airport, including a flight heading to Detroit. A Skywest flight from Portland, Oregon, was preparing to land Thursday night when it was waved off by air traffic controllers. The FAA said a Delta flight to Detroit was already on the runway. It is unclear how close the planes were to each other but tracking logs from FlightAware shows the Skywest plan descended down to 200 feet in altitude before it veered off. The Delta plane left safely for Detroit and the Skywest plane landed 12 minutes later. https://www.clickondetroit.com/news/local/2021/05/16/faa-investigating-near-miss-between-involving-flight-heading-to-detroit/ (Photo Courtesy: Rolls-Royce) ROLLS-ROYCE IS FUELLING THE JOURNEY TO NET ZERO Rolls-Royce is further strengthening its commitment to Sustainable Aviation Fuel (SAF) by launching a new service – SAFinity, which will initially cater for business aviation customers. As a first of its kind, this flexible programme combines independently verified sustainability projects with a direct investment in Sustainable Aviation Fuel, aiming to further support and accelerate the availability and use of SAF in the aviation industry. SAFinity enables business aviation customers to operate flights in a carbon-neutral way. It is available for all business aircraft and engines from any manufacturer and is part of our ongoing ambition to play a leading role in enabling the sectors in which we operate to reach net zero carbon by 2050. On the occasion of EBACE Connect, the virtual European business aviation convention & exhibition, Rolls-Royce and Luxaviation Group signed a Memorandum of Understanding (MOU) that will make the Luxembourgian company, which is one of the world’s largest business aircraft operators, the launch customer for this new service. Frank Moesta, Senior Vice President Strategy & Future Programmes at Rolls-Royce Deutschland, said: “As the leader in business aviation services we are excited about bringing our pioneering service SAFinity to the market and with Luxaviation Group we found the perfect, sustainabilityfocused launch partner to start at reasonable scale. While we are also working on electrification or hydrogen technologies as long-term alternatives to fossil fuels, the use of SAF as a low-emission solution is essential to today’s decarbonisation of long-distance air travel and we actively support the ramp-up of its availability to the aviation industry.” Nicolas Kroll, Head of Sustainability Projects, Luxaviation Group, added: “This partnership with Rolls-Royce is a further manifestation of Luxaviation’s corporate sustainability strategy that has seen the launch of a number of initiatives in 2021. We have been integrating sustainability into our decision-making process for a number of years already to improve our ways of operating as part of our promise to our customers and employees. We seek to continuously improve the way we do business and strive to offer a sustainable journey, both on the ground and in the air. To achieve this, 2 industry engagement and partnerships are key to success. In this spirit, we are very proud to partner with Rolls-Royce for the roll-out of their SAFinity programme for business aviation.“ In recent tests, Rolls-Royce demonstrated that current engines for large civil and business jet applications can operate with 100% SAF as a full “drop-in” option, laying the groundwork for moving this type of fuel towards certification. At present, SAF is only certified for blends of up to 50% with conventional jet fuel. Unblended Sustainable Aviation Fuels have the potential to significantly reduce net CO2 lifecycle emissions compared to conventional jet fuel. About Rolls-Royce Holdings plc 1. Rolls-Royce pioneers the power that matters to connect, power and protect society. We have pledged to achieve net zero greenhouse gas emissions in our operations by 2030 [excluding product testing] and joined the UN Race to Zero campaign in 2020, affirming our ambition to play a fundamental role in enabling the sectors in which we operate achieve net zero carbon by 2050. 2. Rolls-Royce has customers in more than 150 countries, comprising more than 400 airlines and leasing customers, 160 armed forces and navies, and more than 5,000 power and nuclear customers. 3. Annual underlying revenue was £11.76 billion in 2020 and we invested £1.25 billion on research and development. We also support a global network of 28 University Technology Centres, which position RollsRoyce engineers at the forefront of scientific research. About Luxaviation Group Since 1964, the Luxaviation Group has been tailoring private travel experiences for a global clientele. Founded by André Ganshof van der Meersch, a Belgian entrepreneur, pilot and nobleman, our fifty plus-year history still proudly takes flight with our commitment to creating excellence through visionary, pioneering and innovative private aviation experiences. Luxaviation Group is comprised of top-of-the line aviation brands: Luxaviation, Luxaviation Helicopters, Starspeed, and ExecuJet. Our more than 1300 employees work in an around-the-clock operation on five continents, delivering stellar service in the areas of aircraft management for private and commercial aircraft, private air charter services, and the management and operation of VIP passenger terminals in 26 airports around the globe. Ever innovative in spirit, the group has leveraged its global perspective, carrying the value of its founder into its transformation as the world’s premier luxury experience travel company. Through the development of bespoke luxury travel packages in private jets, various ventures, fine wines, and our very own Luxaviation Client Service Training Academy, we are honoured to evolve our brand in keeping with the ever-changing luxury travel landscape. Luxaviation considers corporate sustainability as an integral part of its business strategy. The company has been integrating sustainability into their decision-making process, actively handling social and environmental concerns that surround their business and continuously seek to improve their ways of operating. luxaviation.com For further information, please contact: Stefan Wriege External Communications – Business Aviation & Rolls-Royce Deutschland Rolls-Royce Deutschland Ltd & Co KG Tel +49 (0) 171 6130802 Email stefan.wriege@rolls-royce.com Juliane Thiessen Chief Marketing Officer Luxaviation Group Tel: +41 (0) 76 356 8251 Email: juliane.thiessen@luxaviation.com Bombardier Lays Out Plans To Build on Global 7500 EPD Bombardier, which last year paved new ground when its Global 7500 became the first business jet to achieve an Environmental Product Declaration (EPD) through the International EPD System, is planning to pursue similar declarations on all of its new aircraft and upgrades moving forward, the company said. Third-party verified to international ISO standards, the EPD discloses detailed environmental information about the Global 7500’s lifecycle, such as CO2 emissions, noise, water consumption, and other key environmental impact indicators. The International EPD System has built a library of published EPDs for products from more than 30 countries to foster transparency about environmental lifecycles. But the Global 7500 was the very first from the business jet community. Bombardier called the EPD an important milestone in its overarching environmental sustainability strategy, saying it has not only provided lessons learned about taking a more sustainable approach throughout the lifecycle of the product but has also helped the company and its suppliers develop more efficient products. A Bombardier Eco-Design team applied product innovation lifecycle processes throughout the development process to ensure that the ultra-long-range business jet minimizes its impact on the environment from design to the aircraft’s end-of-life. This involved a focus on health, safety, and environmental considerations during design, production, support, and end-of-life. In addition, this approach involved years of collaboration with the supply chain. Operational lifecycles, including an evaluation of noise and fuel burn, were considered, along with recyclability and recovery rates for end-of-life. Bombardier reported that material recycling and energy recovery aggregate to an 85 percent recoverability rate by weight for the Global 7500. “The expertise that Bombardier developed through the publication of this EPD has become instrumental in the environmental life-cycle analysis of our continuous product innovation and improvement process,” the company said. “This science-based know-how will serve as a baseline to help develop similar environmental initiatives and will further help move the industry towards more transparent environmental communication.” Through its assessment of factors such as CO2 emissions, recyclability rate, water scarcity, and renewable energy, Bombardier said, it was able to design a Mach 0.925, 7,700-nm, four-zone business jet that emits 15 percent less CO2 than previous-generation ultra-long-range aircraft. “Thanks to the collaborative work with suppliers, another benefit of the EPD was the development of the high-speed transonic wing on the Global 7500, which significantly optimizes aerodynamic efficiency combined with next-generation GE Passport engines, which themselves provides lowest emissions and best-in-class fuel burn—8 percent better fuel burn,” the company said. Bombardier has received a positive response to this effort from the business aviation community and from its customers. “Our Global 7500 customers and operators…appreciate that this EPD allows them to properly evaluate the environmental impact of their aircraft over its lifetime,” the company said. “With a greater focus on the environment and with customers becoming increasingly savvy and informed, our sales teams also received numerous inquiries from potential buyers interested in the environmental aspects of our products, including the Global 7500.” The EPD provided customers with the ability to do an honest, apples-to-apples comparison of the environmental impact of aircraft products, Bombardier added. “We hope that publishing the EPD raises the bar of environmental reporting standards in the business aviation industry, and the broader aviation industry as well,” Bombardier said, noting that it establishes a benchmark for OEMs to share detailed information on the environmental impact of their products. “Moreover, the collaborative efforts in which Bombardier engaged with its supply chain leading up to the EPD contributed to the ‘green’ transformation of the industry.” While Bombardier hopes that the publication of EPDs will become standard practice in the industry, the company said it remains committed “to keep green questioning a part of our eco-design process and to continue aiming at achieving science-based targets in supporting the global fight against climate change.” https://www.ainonline.com/aviation-news/business-aviation/2021-05-18/bombardier-lays-out-plans-build-global-7500-epd Why Did Pan Am Operate So Many Fifth Freedom Flights? For over 60 years, Pan Am grew as a dominant operator of international flights from the US. While it is this legacy it is remembered for; it also became one of the largest ever operators of fifth freedom flights between other cities. Many of these started as a method to promote viable growth on long-haul operations and went on to become important routes in their own right. The fifth freedom First, a quick recap on what a fifth freedom flight is. In simplest terms, it is a flight between two countries that are not the operating airline’s home base. It is permitted as part of a flight to or from the airline’s base. As an example – Singapore Airlines operates flights from Singapore to Frankfurt and on to New York. It is permitted to sell tickets for the Frankfurt to New York sector as a fifth freedom flight. Fifth freedoms flights require agreements from all governments involved and can be complex to negotiate. There are, in fact, nine defined ‘freedoms.’ First freedom conveys the right to overfly a state; second to stop for technical purposes. And third and fourth freedoms allow airlines to carry passengers to or from a base. Fifth freedom and growth of long-haul flights Fifth freedom flights were conceived as part of the Chicago Convention on International Civil Aviation in December 1944. In these early days of aviation, such routes were vital for many airlines operating international flights. Several stops were common on long routes, and restricting airlines only to carry passengers between bases would be very limiting. In short, they made long-haul operations economically viable. Several airlines that expanded internationally at this time made use of such routes. Qantas, TWA, and BOAC all had multi-leg flights with fifth freedom agreements. Pan American World Airways (Pan Am) though stands out though for its extensive network. Founded in 1927, it grew during the 1930s as an international focused airline. The US aviation sector was highly regulated, and Pan Am was unable to move into domestic flights. Deregulation in 1978 changed this, of course, but growing competition would eventually lead to Pan Am’s demise. Pan Am’s fifth freedom routes The airline’s first routes were with flying boats, first to the Caribbean and South America, and then transatlantic. It first used smaller aircraft from Consolidated Aircraft, The Martin Company, and Sikorsky. This picked up in 1939, with Pan Am working with Boeing to launch the Boeing 314 flying boat. This was larger than any before – and crucially could operate transatlantic and transpacific. Its relationship with Boeing continued into the jet age as the launch customer for both the 707 and 747. And as both routes, and aviation use, grew, fifth freedom flights became more important. Pan Am operated such routes through the Americas, Europe, and Asia. In Europe, Frankfurt was a major center for fifth freedom routes. Routes to many European, Middle Eastern, and Asian cities (including Athens, Zurich, Bucharest, London, Warsaw, Istanbul, Belgrade, Delhi, Bombay, and Karachi) ran from Frankfurt. These had to be part of an onward route to the US, but the airline could change operating aircraft. After Pan Am’s collapse in 1991, Delta Air Lines took over the Frankfurt hub and continued many of the fifth freedom flights for several years. Berlin was a notable exception to this. As US carriers were allowed to operate from West Berlin (as well as French and British operators), Pan Am had significant operations from Berlin which did not have to continue to the US. This video gives some insight into Pan Am’s Berlin operations: Frankfurt was not the only such base in Europe. Pan Am also based crews in London and Warsaw for European flights. Paris to Tel Aviv was another popular route. And routes in Asia Pan Am also operated several fifth freedom routes in Asia, including Tokyo to Hong Kong, and Hong Kong to Bangkok and Singapore. Again, these began as historical connections, enabling the growth and viable operation of long-haul. But they became profitable operations for the airlines in their own right, with Pan Am operating daily 747s on the routes. Pressure from growing Asian airlines eventually led to restrictions, but some operations continued after United Airlines took over Pan Am’s Pacific operations. United has even recently moved to bring back one of these routes. In May 2020, it filed for permission to operate fifth freedom Hong Kong to Singapore flights. This would initially be for cargo, but with plans to expand to passenger service. We will have to see what happens to this post-COVID. Fifth freedom routes today United trying to resume service on a historic Pan Am route raises an interesting question about the role of fifth freedom flights today. Longer, non-stop flights have in past years eliminated many routes. But we have also seen some airlines expand them. For example, Emirates operates a large number (and recently confirmed it would resume Athens to Newark), and KLM has several Asian and Middle Eastern routes. As airlines resume flights after the pandemic, and as passenger volumes remain lower, could we see more airlines look into fifth freedom flights once again as a way to make long routes viable? https://simpleflying.com/pan-am-fifth-freedom-flights/ What we know about UFOs: Pilots tell their stories VIDEO (CNN) – Several former Navy pilots are talking about their encounters with UFOs. For years, the U.S. government and military have largely ignored reports of the mysterious flying objects. That handling is now under investigation. One of the few videos the Pentagon has confirmed as authentic shows an object skimming the surface at what appears to be high speed. The pilots heard on the video can barely contain their excitement. Former Navy pilot Alex Dietrich had her own UFO experience and talked with “60 Minutes.” “I think over beers, we’ve sort of said, ‘Hey man, if I saw this solo, I don’t know that I would have come back and said anything because it sounds so crazy,’” Dietrich said. “Your mind tries to make sense of it. I’m going to categorize this as maybe a helicopter or maybe a drone. And when it just disappeared ...” Dietrich is one of several Navy pilots who spoke with “60 Minutes,” who have seen or picked up on sensors similar objects, often moving fast with odd shapes and no obvious method of propulsion. “There’s definitely something that … I don’t know who’s building it, who’s got the technology, who’s got the brains. But … there’s something out there that was better than our airplane,” former Navy pilot David Fravor told “60 Minutes.” The Pentagon calls them UAPs – unidentified aerial phenomena. In 2004, pilot Ryan Graves picked up a group of UFOs on his infrared sensor off the coast of San Diego. “There’s a whole fleet of them,” the video says. “Look at that thing. It’s rotating.” Late last year, the Pentagon created a task force to look at the “nature and origins of UAPs.” The government sees this as a possible threat, something that may be able to outperform military capabilities. Lawmakers are demanding that it be taken seriously. “We have things flying over our military bases and places where we are conducting military exercises, and we don’t know what it is and it isn’t ours, so that’s a legitimate question to ask,” said Sen. Marco Rubio, a member of the Senate Intelligence Committee. “If it’s something from outside this planet, that might actually be better than the fact that we’ve seen some technological leap on behalf of the Chinese or the Russians or some other adversary.” Next month, the director of national intelligence and the defense secretary are scheduled to deliver an unclassified report on UAPs to Congress. James Clapper, a former director of national intelligence, applauds the transparency but isn’t expecting too much to come from it. “I expect this report will be filled with ambiguity as well, and people, depending on their leanings, will extract what they want out of this report,” Clapper said. https://www.kcrg.com/2021/05/18/what-we-know-about-ufos-pilots-tell-their-stories/ The First Privately Owned F-16 Aggressor Jet Has Taken To The Sky It also marks the first time a private adversary support company has flown a 4th generation fighter of any kind. In a follow-up to our big piece on Top Aces' recently acquired fleet of second-hand F-16A/B 'Netz' fighters from Israel, the company has now taken one of these jets aloft for the first time. This also marks the first time a 4th generation fighter of any kind has been flown by a private adversary support firm. The maiden flight originated from Top Aces' newly minted F-16 Center Of Excellence at Mesa Gateway Airport in Arizona. This is where the aggressor firm, which has its main headquarters in Canada, became a truly global operation and is now making a home for its budding F-16 operations. Ultimately, its fleet of Vipers is set to swell to 29 jets. KYLER NOE The flight of F-16A 78-0322, which had "Billy Bob" at the controls, lasted roughly an hour and saw the aircraft venture to the west of its home base for a number of checks, before safely returning to Mesa Gateway Airport. The aircraft itself is historic. It took part in Israel's famous attack on Iraq's Osirak nuclear reactor in 1981 and is also a MiG killer. You can read more about the jet's history in this past piece of ours on Top Ace's second-hand jets and their unique exploits. ADSBEXCHANGE.COM Top Aces plans to use its private 4th generation fighter fleet to support the Pentagon's growing demand for adversary air support, acting as advanced aggressors for Air Force, Navy, and Marine Corps flight crews. Currently, adversary service providers largely use 3rd generation fighters, some of which are deeply upgraded, to mimic more advanced threats at a cheaper cost than using actual 4th generation fighters. It will be interesting to see Top Aces make its business case for more complex, and potentially far more expensive, private adversary capabilities. Although, the Air Force, in particular, has taken a methodical approach and upgrading the complexity of these services, so adding F-16s to the mix would seem to be a logical next step, at least conceptually speaking. Fiscally speaking, that could be another story. KYLER NOE For more information on Top Aces' F-16 fleet, make sure to check out our special feature on the topic here. Beyond that, it looks like they threw a GoPro in the cockpit, so we may get some great video from the company of this historic first flight in the not-to-distant future. https://www.thedrive.com/the-war-zone/40685/the-first-privately-owned-f-16-aggressor-jet-has-taken-to-the-sky New supersonic airline will fly anywhere in the world within 4 hours Air travel took a major hit when the coronavirus pandemic swept across the globe. Strapping dozens or even hundreds of passengers into an enclosed steel tube where the air is recycled is a recipe for disaster when an airborne virus ravaging the planet, and even with vaccines rolling out, airlines have struggled to fill planes and get people back into the sky. Air travel is one of the fastest and safest ways to cover large distances, but it might take something new to revitalize the industry and get consumers excited about flying again. Boom Supersonic hopes that it can be that something, and it wants to leverage the convenience of supersonic flight to draw in customers that want to spend less time in the air and more time at their destinations. As CNN reports, the company has an incredibly ambitious plan for gaining customers and building hype. Its ultimate goal? To be able to send passengers anywhere in the world within four hours, and for just $100 per ticket. Whether or not it can realize that dream will depend on how willing travelers are to hop aboard its ultra-fast jets. Supersonic flight is not new. The Concorde, a supersonic passenger aircraft that saw decades of sporadic use from a handful of airlines, promised rapid trip times and specialized in fast trips between the United States and Europe. It had its fair share of problems. The plane was fast, sure, but it gulped fuel like no other passenger aircraft on the planet, and that forced airlines to demand higher and higher ticket prices. Its fuel-burning prowess also made it one of the dirtiest passenger planes, and the sonic booms it created drew the ire of anyone within earshot. Ultimately, the Concorde line died in the early 2000s, but the dream of supersonic passenger flight apparently didn’t die with it. In an interview with CNN, Boom Supersonic CEO Blake Scholl says he wants to pick up where the Concorde left off. It’s not a great legacy to follow, but Scholl says he wants to correct the things that led to the previous plane’s failure, including its penchant for polluting and its ridiculous price tag. The company plans to design and build its very own “100% carbon-neutral” plane. If that sounds incredibly ambitious it’s because it is. The plane will need to be narrow, which means the plane will be longer to accommodate more passengers. Right now, a small-scale prototype of the aircraft is already in the works, and the company hopes to begin test flights of that aircraft by the end of 2021. Assuming those tests go well, Boom Supersonic may begin building a factory in the US in 2022 and have the full-scale plane in production in 2023. It’s a relatively fast timeline, but I suppose that’s fitting when we’re talking about supersonic jets. https://www.yahoo.com/entertainment/supersonic-airline-fly-anywhere-world-205526467.html Aevum’s autonomous aircraft will deliver cargo and launch rockets • The company says Ravn X will will deliver cargo between rocket launches WASHINGTON — Space launch startup Aevum on May 18 revealed that its Ravn X unmanned aircraft will be used to both deliver cargo and launch rockets, pending approval from the Federal Aviation Administration. The Alabama-based company on May 4 received a patent for an “adaptive autonomous aircraft system with modular payload systems,” a technology that would allow Ravn X to be converted from a space launcher to a cargo delivery aircraft and vice versa. Before receiving this patent, Aevum had been vague about its business plan, touting its autonomous aircraft as the first stage of a launch system that releases expendable rockets from under its belly. The company is now saying that space launch is only going to be a part-time job for Ravn X. The aircraft is expected to mostly perform cargo and drone delivery services, and launch rockets eight to 10 times a year, said Aevum’s founder and CEO Jay Skylus. Since the company was started in 2016 the plan was always to be a “logistics company and not just a rocket company,” he said. “I just couldn’t really talk about it.” Skylus said Ravn X will be capable of transporting cargo around the world and deploy rockets to space “simply by swapping out the type of payload module it carries on its belly.” The autonomously operated Ravn X weighs 55,000 pounds, is 80 feet in length with a 60-foot wingspan. For package deliveries, the cargo module could deploy up to 264 smaller drones, Skylus said. He noted that the aircraft will be able to fly from any airport or spaceport that has a mile-long runway, a hangar and regular jet fuel. Aevum knew from the beginning that it needed other sources of revenue besides space launch, said Skylus. “What matters is asset utilization. For any reusable flying machine, it doesn’t generate revenue on the ground. My machines will fly around the clock, every day.” Ravn X’s cargo capacity per flight is 15,000 pounds, comparable to an 18-wheeler traveling by road. Skylus said Ravn X will fly for the first time later this year. Aevum has not yet set a target date for its first orbital space launch. Aevum currently has one Ravn X non-flight capable airframe for ground tests, which the company unveiled in December. Skylus said two more aircraft are in production and will be used for flight testing. The company does not disclose the sources of its private funding. Skylus said Aevum has won classified intelligence community and DoD space launch contracts, including a $4.9 million deal in 2019 to deploy a 100-kilogram military satellite called the Agile Small Launch Operational Normalizer (ASLON)-45. An uncrewed aircraft as the carrier platform for rockets is an attractive option for the military, Skylus said, because the vehicle is not restricted to specific launch sites and missions can be scheduled on short notice. In an interview with SpaceNews, Skylus said the company likely could not survive as just a small satellite launcher. “Eight launches for $40 million is not an attractive business for most people,” he said. “Now we can claim that we can be sustainable because we’re not just doing those eight launches, we’re flying air cargo.” He noted that a drone as large as Ravn X has never been certified by the FAA for commercial operations. The company is now pursuing both FAA airworthiness certification and commercial space launch licensing. https://spacenews.com/aevums-autonomous-aircraft-will-deliver-cargo-and-occasionally-launch-rockets/ Position Available: Maintenance Controller/Maintenance Technician FlightWorks, Inc. is growing, and we are seeking an experienced Maintenance Controller/Maintenance Technician to join our team for a high-volume full-time Part 91 and 135 opportunity based in Kennesaw, Georgia. This is a great opportunity to join one of the most trusted management companies in the industry with career growth potential. Must reside in or be willing to locate to Georgia. FlightWorks is not your typical aircraft management company. Our core values focus around Safety, Safety and FAA compliance are our top priorities, with exceptional service being a close second! Please see below for more details on our benefits package. The responsibilities consist of any and all tasks generally recognized as, but not limited to, a mechanic's work on or in reference to aircraft, its component parts and related equipment performed at line stations, major stations and shops. Mechanic/Technicians may be required to inspect and test systems, component parts used in their work and sign for the work performed. Must be capable of performing their work satisfactorily to our company standards. Sensitive material or subject matter may be discussed in your presence. Strict confidentiality must be adhered to. Mechanics/technicians may be required to instruct less experienced employees. Responsibilities: · Maintaining the many different types of aircraft operated by the company, in accordance with current FAA regulations, manufacturer's maintenance manuals, FlightWorks General Operations Manual (GOM) and FlightWorks General Maintenance Manual (GMM). · Maintain adequate tools necessary to perform all tasks on aircraft. The company will supply aircraft specific specialty tools. · Maintain a clean and orderly work area. This includes cleaning up after completion of a job and general housekeeping of hangar, shop, and office areas. · Completing all required documentation in accordance with current FAA regulations, FlightWorks General Operations Manual (GOM), and FlightWorks General Maintenance Manual (GMM). · Communicating aircraft discrepancy information, aircraft status, and changes in a timely manner to direct supervisor. · Performs all maintenance and repairs on aircraft for which s/he is assigned and qualified. · Approves aircraft for return to service after scheduled or unscheduled maintenance for which s/he is authorized and qualified. · Returns all equipment and tools checked out at end of work shift and reposition equipment in assigned area after use. · Reports all inoperative or faulty equipment to the Maintenance Supervisor in charge. · Performs duties of Maintenance Coordinator as qualified when assigned to that position by an authorized person. · Completes all paperwork for the maintenance s/he performs. · Assures that hangar workshops, and other areas assigned are maintained in an orderly manner. · Will have adequate tools to perform work. FlightWorks is not your typical aircraft management company. Our core values focus on Safety, Compliance and Service. As an example, all of our flight crews receive real prospective duty and rest assignments every duty day. We do not believe in the 24/7/365 on-call scheduling that so many other companies offer. Safety and FAA compliance are our top priorities, with exceptional service being a close second! Please see below for more details on our benefits package. Because FlightWorks cares about the health and well-being of our employees and their families, we offer a comprehensive benefits package. Full-Time Employee Benefits · Competitive salary · 401(k) retirement plan · Medical and dental insurance · Prescription drug plan · Vision care plan · Healthcare Reimbursement and Flexible Spending Accounts · Employee Assistance Program · Basic life and accidental death insurance, with optional elective coverage · Optional spouse and dependent life insurance · Short-term disability coverage and basic long-term disability insurance, with optional “buy-up” coverage. · Legal Shield and Identity Theft insurance · Pet Insurance Time Away From Work · Paid time off · Holiday pay (qualified employees) Qualifications · Must hold a valid A & P Certificate, IA preferred. · Must travel as necessary, for company business. · Must be able to be reached by telephone, cellular phone, and report to work at all times, except when prior arrangements have been made with maintenance supervisor. · Experience with Bombardier preferred. · Part 135 experience preferred. · Must stay up to date with current FlightWorks Policies and Procedures. · Must stay up to date with current Federal Aviation Regulations. · Must be willing to work nights, weekends and holidays. · Display initiative, integrity, and an overall positive attitude. · Be able to independently identify tasks that need to be accomplished. · Ask questions as they arise. · Be a "Team Player". This is a Safety Sensitive position and is subject to Random Drug and Alcohol testing. APPLY AT: www.flightworks.com/about/careers Graduate Survey My name is Pierre DION, I am an airline Captain and student at City, University of London doing an MSc in Air Safety Management. Department of Mathematics of City, University of London We are looking for volunteers to participate in a study of "Artificial Intelligence in Safety Management System". As a participant in this study, you would be asked to answer 18 questions for an anonymous questionnaire. Your participation would involve one session of approximately 10 minutes of your time. Please follow the link below. Thank you. Survey Link: https://cityunilondon.eu.qualtrics.com/jfe/form/SV_4UCz8cT2NDRdIxg Thank you. Pierre DION Curt Lewis