Flight Safety Information - October 19 2021 No. 210 In This Issue : Incident: Commut E145 at Houston on Oct 17th 2021, bird strike : Incident: Delta BCS1 at Salt Lake City on Oct 17th 2021, bird strike : Incident: Astana E295 at Almaty on Oct 17th 2021, unreliable airspeed : Incident: KLM A333 near Prestwick on Oct 15th 2021, oven smoke signalling : Accident: LATAM Brasil A321 at Belem and Brasilia on Oct 15th 2021, tail strike : From vaccines to testing: What travelers need to know before the new US travel system on Nov. 8 : Southwest pilots' union asks court to delay vaccine mandate : Up in the Air, Out-of-Practice Airline Pilots Are Looking Error-Prone : ‘This is not some joke’: 56 laser strikes reported on aircraft in Tampa so far in 2021, FAA data shows : Airplane passenger uses microphone to rant about pandemic midflight in viral video : Singapore Airlines to fly A380 on 60-minute flight : Qantas charged for workplace safety law violation : TSA reboots Denver's flight attendant self-defense programs amid spike in unruly, violent passengers : Delta, JetBlue, United give sustainable aviation fuel a lift : Why the demand for helicopter travel is booming post-pandemic : The Worldwide Electric Aircraft Industry is Expected to Reach $27.7 Billion by 2030 : Qantas Faces Accusations Of Underpaying Pilots : Saab opens Indiana plant building sections for Air Force jet : Challenges abound as Tata draws up a flight plan for Air India : Fledgling European space businesses still lacking the funds to fly : RTCA: UAS Panel: Routine Operations in Controlled Airspace Incident: Commut E145 at Houston on Oct 17th 2021, bird strike A Commutair Embraer ERJ-145 on behalf of United, registration N12163 performing flight UA-4320 from Mobile,AL to Houston Intercontinental,TX (USA), was on approach to Houston when the aircraft sustained a bird strike but continued for a safe landing on Houston's runway 08R. The FAA reported: "AIRCRAFT STRUCK LARGE BIRD DAMAGING LEADING EDGE", the damage was unknown and the occurrence rated an incident. The aircraft is still on the ground about 22 hours after landing. http://avherald.com/h?article=4eed8766&opt=0 Incident: Delta BCS1 at Salt Lake City on Oct 17th 2021, bird strike A Delta Bombardier C-Series CS-100, registration N122DU performing flight DL-2775 from San Jose,CA to Salt Lake City,UT (USA), was on approach to Salt Lake City's runway 16R when the aircraft encountered a bird strike against its nose. The aircraft continued for a safe landing on runway 16R about 3 minutes later. The FAA reported: "AIRCRAFT SUSTAINED NOSE DAMAGE AFTER STRIKING BIRDS", reported the damage was unknown and the occurrence rated an incident. The aircraft returned to service about 13 hours later. http://avherald.com/h?article=4eed8660&opt=0 Incident: Astana E295 at Almaty on Oct 17th 2021, unreliable airspeed An Air Astana Embraer ERJ-195-E2, registration P4-KHE performing flight KC-9530 from Almaty to Nur-Sultan (Kazakhstan), was climbing out of Almaty when the crew requested to stop the climb at FL270 reporting unreliable airspeed, the airspeeds disagreed by 20 knots. The aircraft returned to Almaty for a safe landing about 35 minutes after departure. A replacement Embraer ERJ-195-E2 reached Nur-Sultan with a delay of about 6 hours. The regular flight KC-953 had departed Almaty about 20 minutes prior to P4-KHE and was flown by an Airbus A321-200 registration EI-KDB arriving on time. P4-KHE had been scheduled to perform flight KC-969 on Oct 12th, rejected takeoff from Almaty's runway 05R at about 95 knots over ground for so far unknown reason and returned to the apron. The aircraft had not flown until this further occurrence flight. The occurrence aircraft is still on the ground in Almaty about 28 hours after landing back. http://avherald.com/h?article=4eed7ddf&opt=0 Incident: KLM A333 near Prestwick on Oct 15th 2021, oven smoke signalling A KLM Airbus A330-300, registration PH-AKA performing flight KL-677 from Amsterdam (Netherlands) to Calgary,AB (Canada), was enroute at FL340 about 130nm west of Prestwick,SC (UK) when an oven in the middle galley began to emit smoke prompting the crew to turn around and divert to Prestwick for a safe landing on runway 12 about 25 minutes after the decision to divert. The aircraft remained on the ground for about 4:10 hours, then continued the journey and is currently enroute to Calgary without the offending oven. The airline reported a technical defect prompted the diversion. http://avherald.com/h?article=4eeb782e&opt=0 Accident: LATAM Brasil A321 at Belem and Brasilia on Oct 15th 2021, tail strike A LATAM Airlines Brasil Airbus A321-200, registration PT-MXF performing flight LA-3377 from Belem,PA to Brasilia,DF (Brazil), departed Belem's runway 06, climbed to FL330 enroute and landed on Brasilia's runway 29R at 19:05L (22:05Z). The aircraft taxied to the apron. A post flight inspection revealed the aircraft had struck its tail onto a runway surface. Sources also providing the photos had told The Aviation Herald, that the damage had occurred on landing in Brasilia. On Oct 18th 2021 the airline reported that the tailstrike occurred on takeoff from Belem but went unnoticed, an investigation by Brazil's CENIPA has been opened. http://avherald.com/h?article=4eec3a8b&opt=0 From vaccines to testing: What travelers need to know before the new US travel system on Nov. 8 The United States is about to make it much easier for vaccinated international travelers to visit. The White House announced Friday that a new air travel system will take effect Nov. 8, allowing entry for fully vaccinated foreign tourists. The system is set to launch more than 20 months after the U.S. began imposing travel restrictions to prevent the spread of COVID-19. The move by the White House will essentially have the U.S. drop its travel ban on dozens of countries while also making entry more challenging for the unvaccinated. The new system will allow entry for foreign nationals only with vaccinations approved by the World Health Organization and would add testing requirements for unvaccinated Americans. Here’s what we know about the new travel requirements: A new international air travel system will go into effect Nov. 8, allowing entry into the United States for fully vaccinated foreign tourists. What are the entry requirements for foreign nationals? Starting Nov. 8, vaccinated foreign air travelers will need to show proof of full vaccination as well as a pre-departure negative coronavirus test taken within three days of travel before they can board a plane to the U.S. Airlines will collect personal information, including a phone number and email, from all U.S.-bound travelers for contact tracing. Airlines are required to keep the information on hand for 30 days so health officials can follow up with travelers who may have been exposed to COVID-19. Masking will be required, but there will be no quarantine mandate. The change will make entering the U.S. possible for travelers from countries now listed on the U.S. travel ban, which prohibits entry for travelers who have been in any of the regions within the past 14 days. The travel bans took effect in early 2020 and include: China Iran United Kingdom Republic of Ireland Brazil South Africa India The European Schengen area (Austria, Belgium, Czech Republic, Denmark, Estonia, Finland, France, Germany, Greece, Hungary, Iceland, Italy, Latvia, Liechtenstein, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Slovakia, Slovenia, Spain, Sweden, Switzerland, Monaco, San Marino and Vatican City) Travelers arriving from countries not included in the ban will face stricter entry requirements come Nov. 8. Currently, the U.S. asks international air passengers only to get tested within three days of their flight to the U.S. and show either the negative test result or proof of recovery from COVID-19 before boarding. What about the land borders with Mexico and Canada? New travel rules will also take effect for foreign nationals arriving by land or passenger ferry. Starting Nov. 8, fully vaccinated foreign nationals can cross the land borders for nonessential reasons such as tourism or visiting friends and family. Entry rules along the border will change again in early January, with all travelers – including those traveling for essential purposes – required to show proof of full vaccination. Foreign travelers will be able to show vaccination status in either a paper or digital format, and U.S. Customers and Border Protection will spot-check travelers’ vaccination documents. Foreign nationals will also need appropriate travel documentation to enter the country. Which vaccines does the US accept for travel? The Centers for Disease Control and Prevention has announced that vaccines approved for emergency use by the U.S. Food and Drug Administration and World Health Organization will be accepted for air travel. White House officials expect the CDC to approve the same vaccines for travelers entering the U.S. by land or ferry. The FDA has authorized three COVID-19 vaccines for emergency use during the pandemic: Moderna, Johnson & Johnson and Pfizer-BioNTech, the last of which has received the FDA's full stamp of approval. Vaccines with WHO approval include: Johnson & Johnson Moderna Pfizer-BioNTech Oxford-AstraZeneca/Covishield Sinopharm Sinovac The CDC confirmed Friday that it would accept a mix-and-match approach to vaccinations. Travelers who have any combination of FDA- or WHO-approved vaccines will be considered fully vaccinated. The agency has yet to release information on how U.S. citizens who are foreign residents with vaccines not yet approved by WHO can enter the U.S. Additionally, U.S. officials have not given any indication that proof of recovery from COVID-19 can be used in lieu of proof of vaccination. How do the new rules affect kids? Children will generally be exempt from the vaccine requirements, a White House official not authorized to speak on the record told USA TODAY. White House press secretary Jen Psaki said last month that unvaccinated children of U.S. citizens and foreign nationals would be subject to the stricter new testing requirements. Currently, all air passengers 2 or older, including U.S. citizens and permanent residents, need to show a negative coronavirus test to fly to the U.S. What are the entry requirements for Americans? The new travel system adds more stringent testing requirements for unvaccinated U.S. travelers. Starting Nov. 8, unvaccinated Americans will need to take a test one day before departure and test again upon arrival in the U.S. Entry requirements will not change for vaccinated Americans. They will still need to show proof of a negative coronavirus test taken no more than three days before departure. Americans will not need to be fully vaccinated to board international flights to the U.S. https://www.yahoo.com/news/vaccines-testing-travelers-know-us-202115155.html Southwest pilots' union asks court to delay vaccine mandate A hearing on temporary restraining order has been set for Oct. 22. Frontier Airlines CEO Barry Biffle weighs in on when a normal amount of air travel will resume and the spate of bad passenger behavior on flights. The Southwest Airlines Pilots Association (SWAPA) has asked a federal court in Texas for a temporary restraining order to prevent the airline from implementing its COVID-19 vaccine mandate for employees on Nov. 24. SWAPA, which represents approximately 9,000 Southwest Airlines pilots, filed a lawsuit on Aug. 30, claiming that Southwest has made unilateral changes that violate the "status quo" provision of the the Railway Labor Act (RLA), which governs relations between airlines and unions, by not maintaining terms of an existing contract during negotiations. In addition to the vaccination requirement, SWAPA is looking to block quarantine rules for pilots and an infectious disease control policy, which it argues has "significantly altered the working conditions, rules, and rates for pay for Pilots", until the two parties can reach a resolution. Southwest's vaccine mandate comes in response to an executive order signed by President Biden, requiring all federal contractors' employees to be fully inoculated by Dec. 8. SOUTHWEST AIRLINES OFFERING ‘GESTURE OF GOODWILL’ FOLLOWING MULTIDAY TRAVEL DISRUPTIONS "The injunction that SWAPA seeks is extraordinary," Southwest said in a legal filing Saturday. The airline argues that an approved injunction would "put SWA’s business, employees, and customers at risk because SWA would be forced to retract policies that implement basic CDC guidance and quarantine protocols." It also says the move would jeopardize its contracts with the federal government, its largest single customer, causing "substantial harm" for Southwest's business and all of its employees, including pilots represented by SWAPA. The air carrier noted that the court does not have jurisdiction because the issue constitutes a "minor dispute" under the RLA that can be resolved through binding arbitration rather than a negotiation process that can take years to resolve. It also emphasized that the union has been in talks with SWAPA to establish a process for pilots to request religious or medical exemptions from the mandate. "SWA has taken unilateral action when necessary in order to respond to the circumstances of the pandemic or the EO’s mandate, but SWA has still engaged with SWAPA in a good faith effort to resolve disputes and adjust its policies in a way that would be acceptable to SWAPA and its members," Southwest said. A representative for SWAPA declined to comment on Southwest's latest filing when contacted by FOX Business. A hearing on the union’s request for a temporary restraining order has been set for Oct. 22. The dispute comes after thousands of flights were canceled last week due to disruptions attributed by the airline to weather and air traffic control issues. In response, Southwest issued a LUV voucher, which can be applied to future Southwest travel. It also comes ahead of Southwest's third quarter earnings report on Thursday. In addition to previously asking for clarity on the company's COVID-19 protocols, SWAPA has raised concerns over scheduling issues and a lack of hotels and food availability. The union said in August that it was considering staging multiple picket protests in the fourth quarter if the issues remained unresolved. https://www.foxbusiness.com/lifestyle/southwest-pilots-union-vaccine-mandate Up in the Air, Out-of-Practice Airline Pilots Are Looking Error-Prone Back in the cockpit after time off recovering from Covid-19, an airline pilot forgot to start his plane’s second engine for takeoff, a mistake that could have ended in disaster if he hadn’t aborted the flight. Another pilot, fresh from a seven-month layoff because of the pandemic and descending to land early in the morning, realized almost too late he hadn’t lowered the wheels and pulled out of the approach just 800 feet (240 meters) from the tarmac. Weeks earlier, a passenger plane leaving a busy airport headed off in the wrong direction, flown by a captain who was back on deck for the first time in more than six months. These potentially disastrous errors all took place in the U.S. in recent months as pilots returned to work. In every case, crew blamed their oversight on a shortage of flying during Covid, the most deadly pandemic since the 1918 influenza outbreak and certainly the only one to have wreaked such havoc on what was a burgeoning global aviation industry. The incidents are among dozens of mistakes, confidentially declared by out-of-practice pilots since the start of the pandemic, that are stored on a low-profile database designed to identify emerging safety threats. The monitoring program, funded by the Federal Aviation Administration, is decades old but is now flashing warning signs as planes return to the skies across the world. Deep cuts by airlines left some 100,000 pilots globally working skeleton hours or on long-term leave, according to consulting firm Oliver Wyman. Many haven’t flown for more than 18 months. But as rising vaccination rates allow travel to resume, concerns are growing that a lack of proficiency, confidence, or simply one moment of forgetfulness could lead to tragedy. “It is really a critical situation,” said Uwe Harter, a grounded Airbus SE A380 pilot for Deutsche Lufthansa AG who’s also the executive vice president for technical and safety standards at the International Federation of Air Line Pilots’ Associations. “The last thing the industry needs now is a bad accident.” While some airlines are providing pilots with adequate retraining, others are offering “the bare minimum,” if anything at all, said Harter, who himself hasn’t flown since February 2020. “The regulations that we have aren’t sufficient.” It’s not as if authorities are blind to this. The International Civil Aviation Organization, which sets industry standards, and the International Air Transport Association have seen the risks looming for months. Both bodies, as well as Europe’s top aviation regulator, have published detailed training guides to help airlines transition out-of-practice pilots back into the air. But interviews with pilots from Asia and Europe — and the database of anonymous accounts in the U.S. — reveal varying degrees of ability and confidence among those who have returned to duty, including pilots who have completed retraining programs. That’s partly because no amount of classroom or virtual theory, or practice in a flight simulator, can replicate the real-life pressures of a cockpit. Nor do these preparations fully take into account the psychological, emotional and financial stresses from the pandemic weighing on airline crew. Aviation has largely been defined by its colossal financial losses — $138 billion last year alone and another $52 billion expected in 2021 — since Covid brought travel to a standstill. As the industry tries to claw back some of its lost revenue, managing the safety risks posed by returning pilots is an additional burden and one that airlines with stronger balance sheets have the luxury of handling more proficiently than others. The scale of the problem is partly documented on the U.S. Aviation Safety Reporting System, the database of safety incidents voluntarily reported by pilots, crew and air-traffic controllers. The pilot who tried to get airborne on one engine in December last year said in his report that his recovery from a Covid infection was “heavy on my mind” and contributed to his “lack of focus.” The ASRS reports don’t name the crew, airlines or airports involved. Flight Safety Foundation, a Virginia-based not-for-profit group that advises the aviation industry, said it’s aware of the incidents on the ASRS database and is monitoring the situation globally. “The more we know about potential safety issues, the better we are able to mitigate the risk,” Flight Safety Foundation President and Chief Executive Officer Hassan Shahidi said. In a line of work where there’s little room for professional error, the dangers become stark. While most of the mistakes are minor — they include flying momentarily at the incorrect altitude or speed, or taxiing across a runway in the wrong place — some of the worst aviation disasters are rooted in seemingly inconsequential missteps. And worryingly, the number of incidents tied to a lack of pilot proficiency climbed almost immediately after the pandemic began to disrupt commercial flying schedules, according to a February study by the Embry-Riddle Aeronautical University in Arizona. Rajee Olaganathan, an assistant professor at the university, found one such ASRS report in the eight months before March 2020, then 10 in the next eight months. All of them referred to problems landing the aircraft. In one, a pilot described approaching the runway with too much altitude. “I wasn’t at the comfort level I would have liked,” he wrote. Olaganathan said her findings show airlines need to educate pilots about skill deterioration and build suitably tailored training programs. But crew also need to be candid about their abilities. “Pilots need to make an honest assessment of their skills and confidence upon returning to work,” she said in an interview. The obvious dangers posed by poor pilots, even before Covid, have made the job one of the most strictly controlled on the planet. United Nations agency ICAO usually requires pilots undergo two proficiency checks every 12 months and perform three takeoffs and landings every 90 days. They’re also subject to examinations from doctors specializing in aviation medicine. When the pandemic began, ICAO allowed airlines flexibility in meeting these rules because the virus was devastating enough, as long as carriers incorporated other safeguards. But with flying on its way back, the Montreal-based agency says it’s becoming less lenient. “There’s going to be a point beyond which you can’t stretch standards,” said Ian Knowles, a technical officer within ICAO’s air navigation bureau, which leads the agency’s response to crises. “Standards are there for a reason.” Even so, ICAO is still offering 41 exemptions from the standards in 11 countries including Cambodia, Nigeria and Pakistan, according to its website. Air Niugini in Papua New Guinea, for example, has been allowed to stretch its pilot-proficiency checks to 12-month intervals because Covid restrictions make it difficult to access flight simulators in nearby Australia and Singapore. Pilots at the airline must instead undergo more theoretical and practical training to compensate, details of the exemption show. Knowles, who was a British Airways pilot before joining ICAO, concedes that just meeting ICAO requirements is no guarantee of performance. “You could still be needing that extra edge,” he said. “There is a certain loss of confidence and ability that comes with even maintaining the very bare minimum.” It’s this element of human variation that makes it hard for regulators to get a handle on the risks posed by recently returned pilots, and the many who are yet to make a comeback. While commercial flying in the U.S. is 17% off normal levels, activity in Western Europe remains down 35%, according to OAG. The shortfalls are even greater in the Middle East, Southern Africa and Southeast Asia, where many international borders remain shut. In interviews, some pilots who have returned to work report a loss of the muscle memory that once helped them follow procedures on the flight deck without pause. Others wonder if they still possess the clear-mindedness to handle a mid-air crisis. A senior pilot for Qantas Airways Ltd., who spoke on condition of anonymity, said colleagues who haven’t flown for six months typically make one or two minor procedural errors on their return. They might forget to enter data into the flight computer at the appropriate time, or land the plane harder than normal, the pilot said. Actions that were once immediate and instinctive require more time and thought. That’s after refresher sessions in a flight simulator, the pilot said. “If there’s an engine failure or a fire, then you have to implement that procedure,” said Amit Singh, a former head of pilot training at Indian airline IndiGo who founded not-for-profit organization Safety Matters. “If you haven’t flown for a long time, it may take you a few minutes or seconds extra.” Despite the mistakes made by pilots since the pandemic, IATA, major regulators and some of the largest airlines insist the risks are under control. “As the crisis has continued, mitigations to risks that emerged over the past 18 months are getting stronger and more robust,” IATA’s safety director Mark Searle said. The FAA said in a statement that its “comprehensive data-driven safety oversight system enables the agency to detect risks and address problems early, including any that may result from pilots returning to work after Covid-related furloughs.” And American Airlines Group Inc. and Delta Air Lines Inc., two of the biggest U.S. carriers, say their pilot training exceeds regulatory requirements. The European Union Aviation Safety Agency, meanwhile, said it had identified “a small number” of incidents potentially linked to pilot proficiency. Although it warned of the dangers when pilots lose even a little flying ability in August, EASA said in a statement it sees no need for further action. Yet crew who have come back on duty with little recent flying experience have already come close to disaster. In September last year, a Lion Air Group plane carrying 307 passengers veered off the runway after landing at Medan in northern Indonesia. The pilot had flown less than three hours in the previous 90 days. No one was injured and it’s true that serious incidents in aviation in general remain very rare. There was just one major accident for every 5 million jet flights between 2016 and 2020, according to IATA’s latest Safety Report. Evidence, however, suggests more oversight is needed in certain regions. Many of the safeguards against a lack of proficiency, such as rostering more-experienced crew in the cockpit and running additional simulator sessions, represent an additional cost — one that airlines under financial stress may struggle to foot. Read more: One Airline Is Set to Emerge From Covid Stronger Than Ever Sydney-based Qantas, which has one of the strongest balance sheets of any airline despite the pandemic, dedicated an entire team to addressing pilot rustiness. Staff combed through research on other professions with similar skill sets to pilots and eventually found helpful parallels in surgery. The research showed that the fine motor skills of surgeons withstood long periods out of theater. But it was different when surgeons had to complete a list of procedures or apply previously acquired knowledge. With that evidence, Qantas now puts its Boeing Co. 737 pilots through a six-day course before they get back in the sky, and a senior training captain sits in on their initial flights. The airline’s A380 pilots have two days of training on the ground and in the simulator every 90 days, even though Qantas hasn’t yet resumed flying the enormous jets. “We realized very early on that we needed to think differently,” Qantas Chief Pilot Dick Tobiano said. “The data has shown that our pilots are coming back with the skills and confidence to do their job safely.” At Indonesia’s Lion Air, however, a senior captain speaking on condition of anonymity said he’s so concerned about his colleagues’ flying ability that he’s scaled back his own flying hours. Indonesia has one of the world’s poorest safety records with 105 accidents and 2,356 related fatalities, worse than Mexico and Venezuela, Aviation Safety Network data from 1945 through October show. The captain said he had to take over the controls approaching Semarang’s Ahmad Yani International Airport in Central Java during a flight mid last year. The junior pilot flying the plane hadn’t worked for three months and failed to notice the aircraft wasn’t locked into the airport’s landing guidance system. Lion Air didn’t respond to a request for comment. That may sound minor but the number of badly executed landings worldwide — coming in too high and too fast, for instance — almost tripled from pre-pandemic levels to 35 out of every 1,000 by May 2020, according to the U.K.’s own confidential safety incident reporting program. It’s important because more than half of all fatal commercial-jet accidents from 2011 through 2020 occurred on a plane’s final approach to landing or the landing itself, research from Boeing shows. At lower altitudes, pilots have limited height and therefore less time to recover from an error or mechanical failure. Indeed, some of the errors declared by pilots in the ASRS database have echoes in the most grim airline disasters. In June last year, a first officer for an airline in the U.S. who hadn’t flown in nearly three months forgot to switch on the anti-icing mechanism for the plane’s airspeed sensors. In 2009, those same sensors iced up and triggered the crash of Air France Flight 447 on its way to Paris from Rio de Janeiro, killing all 228 people aboard. The solution, according to Lufthansa pilot Harter, involves going beyond the pre-pandemic standards of pilot proficiency. Rather than prescribing enough training to meet requirements, airlines and regulators must give crew whatever they need to feel comfortable again, whether that’s more time in a simulator or the acknowledgment there may be a mental component that extra rules can’t always adequately address. “That’s the way forward,” he said. “And that’s not written in any regulation.” https://www.insurancejournal.com/news/national/2021/10/19/637771.htm ‘This is not some joke’: 56 laser strikes reported on aircraft in Tampa so far in 2021, FAA data shows TAMPA, Fla. (WFLA) — Data from the Federal Aviation Administration shows there’s been an increase in the number of people shining lasers at aircraft. Historically, Florida ranks among the worst places for laser strikes. In the Tampa Bay area alone, there have been 56 laser strikes so far this year, data shows. That’s an average of one incident every five days in 2021. Commercial planes and private aircraft, as well as medical and law enforcement helicopters, have all been a target of blinding green light, authorities say. Last month, the Tampa Police Department released video and mugshots of accused suspects after back-to-back laser strikes one weekend. “People need to understand this is not some joke,” said Chris Shepherd. Shepherd is the chief pilot of the Tampa Police Department’s Aviation Unit. “When they strike the aircraft with the green laser, it hits the plexiglass on the windshield, it illuminates the entire cockpit,” Shepherd explained. “It’s that glare that you can’t see where you’re going.” High-powered lasers can temporarily blind pilots, threatening everyone on board in the air – and in communities below. But it’s not just a dangerous distraction. Shepherd says laser strikes lead to delays and diversions. “Once the lasing is identified by the tower, they divert the traffic so that no one else is struck by it,” he said. FAA data from the past 10 years shows laser strikes dramatically spiked in 2015. Typically, incidents increase in the fall and winter months. According to the data from 2010 to 2020, the greatest number of strikes happen on Saturdays. Often, strikes occur at lower altitudes – close to take-off and landing. Shepherd showed 8 On Your Side the high-definition cameras mounted on his aircraft. Even in darkness, the lens can spot movement and heat from above. “We’re going to get you. If you lase an aircraft and we’re in the air, we’re going to catch you,” Shepherd said. “It’s considered a felony in Florida and that could be up to five years in jail.” On top of the criminal penalty, you’ll take a financial hit as well. If you shine a laser at an aircraft, the FAA can fine you up to $11,000 per violation and up to $30,800 for multiple laser incidents. According to new FAA data, so far this year, there have been 7,186 laser strikes across the country. There were a total of 6,852 laser incidents in the U.S. in 2020. In 2019, a total of 6,136 strikes were reported. The year before that, the number was 5,663. Florida is the third worst state for laser strikes on aircraft, the data shows. https://www.wfla.com/8-on-your-side/this-is-not-some-joke-56-laser-strikes-reported-on-aircraft-in-tampa-so-far-in-2021-faa-data-shows/ Airplane passenger uses microphone to rant about pandemic midflight in viral video The woman's identity remains unknown An unruly woman was captured on video ranting into a microphone about the COVID-19 pandemic during a commercial flight (appeared to be Delta Airlines) – much to the annoyance of her fellow passengers. The video was posted on TikTok by pop musician Jawny. "I bought in-flight Wi-Fi just to post this," Jawny captioned the video. "We are in the air right now." In the video, flight attendants struggle to contain the woman, who is seen wearing a white blouse and dark blue bottoms. "I brought my microphone, I’m going to use it," she says to a dismayed crew. "The pandemic started because humans have lost a little bit of faith." The flight attendants tell her that if she doesn’t go back to her seat, then they will be forced to cuff her. "You’re going to cuff me?" the woman asks repeatedly, sounding offended. "I’m completely harmless." She then surmises that the passengers are enjoying the spectacle because "I’m not terrible to look at." She goes on to argue that the pandemic started because people are too glued to their electronic devices and can’t distinguish between the internet and reality. Passengers can be heard telling the woman she’s just looking for attention. "My dog has better sense than any of you," the woman says as flight attendants escort her to the back of the plane. "In fact, my dog could be a better God for you people." The video has received nearly 2 million views as of Monday evening. The woman's identity remains unknown. https://www.foxnews.com/us/airplane-karen-uses-microphone-to-rant-about-pandemic-during-midflight-in-viral-video Singapore Airlines to fly A380 on 60-minute flight (CNN) — The Airbus A380 is designed for long-haul flying, thanks to its hefty size and famously quiet inflight experience. But come November 2021, Singapore Airlines will deploy a superjumbo on a short-haul flight lasting a mere 60 minutes. Travelers heading on certain flights from Singapore to Kuala Lumpur, Malaysia will board what is believed to be the shortest A380 passenger flight currently in service. Singapore Airlines confirmed to CNN Travel that the A380 will also be deployed on an "ad hoc basis" on flight routes SQ106 (SIN-KUL) and SQ105 (KUL-SIN) three times a week from November 4 to December 2, 2021. The A380 will also be flying on Singapore Airlines' SQ126 (SIN-KUL) and SQ125 (KUL-SIN) route four times a week from November 5 to December 3. Singapore Airlines also recently announced plans to reinstate its grounded A380s on select return flights from Singapore to London from mid-November. A Singapore Airlines' spokesperson said the A380 Kuala Lumpur flights were scheduled "for operational requirements." Return of the superjumbo Announcing the return of the A380 last week, Singapore Airlines' global public affairs head, Siva Govindasamy, told CNN Travel that Singapore Airlines' recognizes the A380s enduring appeal for passengers, and that's partly why the airline's returning the aircraft to rotation. "The A380 is a wonderful aircraft," Govindasamy said. "Some people just book the A380 specifically to fly on it." Singapore Airlines isn't the only airline to be operating one-off short-haul superjumbo flights this fall. From early November 2021, British Airways will send A380s on flights from London to select European destinations, a move the airline said is to "allow for crew familiarization" ahead of the superjumbo's return to transatlantic service. BA has yet to officially confirm which European short-haul flights will be operated by A380s, but its booking website currently indicates that select journeys on London to Frankfurt and Madrid routes will use the aircraft. For a while, Covid-19 seemed to spell the end of the superjumbo -- which is no longer being produced by Airbus. But although airlines including Lufthansa and Air France have retired their superjumbos, carriers such as Singapore Airlines and British Airways, as well as Emirates, Qantas and All Nippon Airways, remain committed to the A380. Check out our guide on where to fly on a superjumbo here. https://www.cnn.com/travel/article/a380-singapore-airlines-singapore-kuala-lumpur/index.html Qantas charged for workplace safety law violation Australian flag carrier Qantas has been charged with breaches of workplace safety law after it laid off and then fired an employee who complained airline that staff could be exposed to COVID-19 when cleaning an aircraft that arrived in Sydney from China early in the pandemic. The airline stood down an elected health and safety representative in February 2020, after he allegedly told colleagues it was unsafe to board and clean an aircraft arriving from Shanghai, according to media reports in Australia. The incident prompted SafeWork NSW to investigate Qantas for possible discriminatory conduct against the health and safety representative, and the watchdog confirmed on Tuesday it had filed charges against the airline in the District Court of NSW, according to the Sydney Morning Herald. The charges were laid under section 104 of the NSW Work Health and Safety Act, which prevents employers from discriminating against a worker for raising safety concerns or carrying out their role as a health and safety representative. “The charges relate to [Qantas] standing down a worker who raised concerns about potential exposure of workers to COVID-19 while cleaning aircraft in early 2020,” a SafeWork spokesman said in a statement. “As the matter is before the court, no further information can be provided at this time.” Qantas has previously said that it instructed the employee not to attend work while it investigated him for violations of workplace policies, including an alleged attempt to incite unprotected industrial action. Following the incident, Qantas said the employee’s concerns about COVID-19 were unjustified and “against the advice of health authorities”. However, three weeks later SafeWork NSW ordered Qantas to do more to protect staff and customers from COVID-19. That came after inspectors saw Qantas using the same cloth to wipe multiple tray tables without disinfectant and handling used tissues and face masks without having to wear protective equipment, according to the Sydney Morning Herald. The stood down employee lost his job when Qantas decided to sack and outsource all 2000 of its in-house ground handlers in November 2020. The Federal Court ruled in July that move was illegal because it was partly motivated by a desire to avoid future industrial disputes with the highly unionised workforce. https://asianaviation.com/qantas-charged-for-workplace-safety-law-violation/ TSA reboots Denver's flight attendant self-defense programs amid spike in unruly, violent passengers As travel numbers return to their pre-pandemic levels, traveler anxiety and unrest has led to a spike in violence towards airline crews. DENVER — The nondescript TSA field office for the Denver International Airport is tucked away in an equally nondescript neighborhood somewhere in Denver. It is designed that way so flight marshals can plan and teach new strategies to subdue threats at 30,000 feet. The building is outfitted with a matted gymnasium and a makeshift airline fuselage to train the air marshals — considered a last line of defense against violent attackers. However, the TSA has recently revamped similar training for what is often considered an airline's first line of defense: its flight attendants. The courses, which they reopened in July, teach flight attendants how to disarm and defend themselves against violent passengers. "It's designed to provide a basic self-defense training for airline crew members and give them more confidence," said Tamra Goldsmith, the supervisory air marshal for the TSA Denver field office. "The self-defense training will help give them the proper mindset that they can use to help protect themselves to do their job to take care of other passengers around them on their flights." The TSA has held more than 50 similar seminars across the country this year. The class was offered before COVID-19, but it has a renewed purpose now with threats to flight attendants and violent altercations instigated by angry passengers on flights spiking. According to the FAA, there have been more than 4,724 reported incidents of unruly passengers on planes this year, and several of them have been violent. The FAA has also investigated more than 882 incidents of violence on planes in 2021. In 2019, that number was 146. "This could be a real situation," said Sherry, a flight attendant who did not share her last name for privacy reasons. "The moment I feel threatened if somebody was to really get in my face... and we have to do whatever we have to to protect ourselves at that point." https://www.thedenverchannel.com/news/local-news/tsa-reboots-denvers-flight-attendant-self-defense-programs-amid-spike-in-unruly-violent-passengers Delta, JetBlue, United give sustainable aviation fuel a lift The pandemic travel reprieve gave airlines the opportunity to refocus their sustainability initiatives. Several rounds of government largesse helped the sector stay afloat before travel began to trickle back earlier this year. Now, as travelers return to the sky again, the race is on to accelerate the market for sustainable aviation fuel (SAF). At the end of September, Delta Airlines signed an estimated $1 billion deal with Aemetis, a renewable fuels company, for 250 million gallons of SAF to be delivered over the next decade. One day before Delta’s September proclamation, JetBlue announced an estimated $1 billion agreement with SG Preston, a bioenergy developer, to bring the largest supply of SAF to New York airports for commercial flights. The deal marked JetBlue’s largest single jet fuel contract to date. The agreement, according to JetBlue CEO Robin Hayes, puts JetBlue ahead of schedule in meeting a 10 percent SAF goal by 2030. It doesn’t stop there. United Airlines earlier in September signed up to buy 1.5 billion gallons of SAF over 20 years — billed as the biggest SAF agreement in history — in a deal with Honeywell and cleantech company Alder Fuels. In the short term, SAF comes at a premium cost, but as production grows and more [federal] incentives are introduced, that price should lower. Aside from their individual efforts, these airlines and others are flying in formation to support the SAF cause: Alongside 30 aviation leaders, Delta and United last week joined Mission Possible Partnership in an initiative that lays out an ambitious pathway for phasing out fossil jet fuel by 2050. The goal is to reach 10 percent SAF by 2030 — a target that requires an estimated $300 billion annual investment, according to the coalition. The SAF flight path Many experts and executives across the airline industry see SAF as the main path forward toward sustainable aviation — even though it will be years before planes can fly exclusively using this sort of fuel. And pressure is mounting to find an alternative flight path. Before COVID-19, airlines contributed about 2 percent of human-induced carbon emissions, and aviation is estimated to be responsible for 12 percent of carbon emissions from all transport sources. "There are no electric planes on the horizon, so the reality is planes will be burning fuel for a long time," Jeremy Baines, president of Neste US, told me. On its website, Neste describes itself as the largest producer of renewable diesel and sustainable aviation fuel. "The choice then becomes, do we burn fossil fuels or do we burn renewable fuels? And we can’t really wait any longer to answer that," Baines said. Neste, which works with both Delta and JetBlue, among other airlines, is projecting it will produce 515 million gallons of SAF by the end of 2023. (For context, the aviation sector used over 18.27 billion gallons of total jet fuel in 2019.) The company says its blend — developed using substances such as agricultural waste and animal fats — can reduce greenhouse gas emissions up to 80 percent compared to fossil fossils-derived jet fuel. Colloquially called "drop-in" fuel, Neste’s MY Sustainable Aviation Fuel can go directly into airplanes without any structural modifications to the vehicle. "We use the same infrastructure at airports, it goes into the same fuel tank, the same engine, and has an immediate impact from the moment you use it," Baines said. The biofuel giant’s 2020 deal with JetBlue allowed the airline to become the first major U.S. airline to claim carbon neutrality on domestic flights through carbon offsets and emission reductions. "We see SAF as the most promising means of directly and rapidly reducing your craft emissions," said Sara Bogdan, head of sustainability and ESG at JetBlue. "But we’re also working to improve fuel efficiency in our ground vehicles, and increase our volume of offsets." Filling an airplane tank entirely with SAF remains years away, however. The fuel technology itself is viable, yet SAF makes up less than 1 percent of available fuel on the market. It also costs four to five times the amount of Jet A-1, or conventional plane fuel. Even though it would be feasible to power an airplane with 50 percent of each fuel, these days, SAF contributes a measly amount per tank due to market limitations. But even if fuel tanks blend in just 1 to 2 percent of SAF, Baines said it can still make a difference because the total volume of nonrenewable fuel is shrinking. That mindset of progress is what companies such as Delta and JetBlue pride themselves on. "Our actions really tell our consumers, 'Hey, we’re doing something right now that should give you confidence to fly sustainably with us,'" said Amelia DeLuca, managing director of sustainability at Delta. The airline, according to DeLuca and Delta’s marketing team, is currently the only carbon-neutral airline on a global scale. Delta directly reduces its emissions through carbon offset project investments intended to combat deforestation. The government factor Although the gas-guzzling airline sector may not be top of mind when it comes to sustainability, a sea change is already underway. "I would venture that Delta and JetBlue make some of the biggest voluntary carbon offsets in the world," Bogdan said. Both companies’ billion-dollar SAF deals have reinforced goals with capital and action, as well as their shared belief that, eventually, the cost to produce SAF will get cheaper. "Yes, in the short term, SAF comes at a premium cost, but as production grows and more [federal] incentives are introduced, that price should lower," she said. "Policymakers need to come out in support of making the whole industry more sustainable," Baines added. "That means smart policies, government incentives and targets for fuel that the whole industry can follow." In June, a group of U.S. Senators introduced the Sustainable Skies Act, which aims to facilitate and promote the transition to sustainable aviation fuel. The legislation, which major airlines applauded, would create a tax credit starting at $1.50 per gallon for "blenders that supply sustainable aviation fuel with a demonstrated 50 percent or greater lifecycle estimate reduction in greenhouse gas emissions compared to standard jet fuel." To Bogdan, incentive programs can help make SAF more affordable for airlines and their customers. Added government support also acts to minimize risk for investors backing sustainability initiatives and sustainable fuel development. The bill, ideally, could help bridge the gap between rising fuel costs and the price customers pay for plane tickets. Producers will be encouraged to make more SAF, and airlines will be encouraged to use more SAF — which can ultimately empower customers to feel as if they, too, can make an impact in sustainable travel. "There’s a lot of customer pressure on airlines," said Sarah Green-Vieux, chief impact officer of Kindred, an executive membership firm that provides ESG consulting. "Customers are now looking more at the environmental practices of the organizations where they spend their dollars, and that external pressure can cause a company to change or the development of a policy response." One example is multinational corporate giant Deloitte, which has made a commitment to SAF from the buyer’s side. Alongside RMI, Microsoft, JPMorgan Chase, Boeing and others, Deloitte is a founding member of the Sustainable Aviation Buyers Alliance (SABA). The coalition’s priority is the development of SAF and SAF-related policy-making through corporate action. "Low-carbon aviation is really important to us," said Lisa Newman-Wise, senior manager and sustainability and climate chief of staff at Deloitte. "Travel is a significant part of Deloitte’s carbon footprint, so this [coalition] is one way we’re aiming to reach employee emissions reduction." https://www.greenbiz.com/article/delta-jetblue-united-give-sustainable-aviation-fuel-lift Why the demand for helicopter travel is booming post-pandemic The demand for helicopter travel is booming as business meetings, events and tourism increase post-pandemic Helicopters provide a safe, fast way to avoid time-consuming travel between destinations. Like every part of the aviation industry, helicopter operations were severely impacted by the pandemic, but business is back on the rise. Global aircraft operator Air Charter Service experienced an over 150% increase in helicopter flights during summer 2021 compared with the same period last year, emphasizing how better times are ahead. “Like fixed wing aircraft, there was limited activity through the major lockdowns but, as regions open up, the ability to charter helicopters has returned,” says Andy Christie, group private jets director at Air Charter Service. “With limited capacity for commercial flights and the ability to avoid busier airports, helicopters are a good option for flying to and from private residences. Quiet helipads also mean limited human contact. Due to the small cabin size, it is like traveling by car, with all crew and passengers wearing masks and regular cleaning pre and post flight. “The increase we’ve experienced this summer is due to people having travelled less in the prior year and potentially having more disposable income, allowing the option of adding a helicopter charter or transfer to their plans. This is in line with the increase we have seen in the fixed wing market over this summer throughout both the US and Europe.” Castle Air, a helicopter charter business based at London Biggin Hill Airport has experienced a similar uptick in demand, with this summer marking its busiest since the company launched. “Everyone has been locked up for so long, people have got an extra bit of cash and they think, why not take a helicopter to the F1 race at Silverstone this year rather than drive there?” says Joe Finn, head of marketing at Castle Air. “We’ve been doing Silverstone for around 15 years and this year was our busiest on record. Silverstone is the busiest event in Europe for helicopter movement, and Castle Air had its own private terminal there for the week.” Keeping custom Helicopter travel appeals to different markets – many people use it for business, travelling from the airport to a meeting, while others use it for leisure, such as journeying to holiday homes. What is consistent between the two approaches is the need for a seamless, reliable service every time. “Flexibility is key because people’s desired travel times change a lot,” says Finn. “There’s a lot of operators that aren’t flexible and shot themselves in the foot during the pandemic by charging massive cancellation fees, something we paused. “We are rare in that we employ a lot of our pilots. Customers get to know them, which is a huge part of our business offering. “Selecting the right pilot is a big deal because they are the ones who are client-facing every day. They need to have significant customer experience, as they are the ones who bring customers back to us time and time again. “Most of our new business comes from word of mouth. We’ve been working on partnerships recently with brands like Purdey and Bentley – companies that have a similar client base to us – and we often host events together. A lot of our clients are hedge fund managers and within the industry they all know each other and socialize together, which leads to more business for us.” For Air Charter Service communication is the key to creating a strong relationship with its customer base. “There are a number of variables that affect helicopters more than fixed wing aircraft, such as weather, with low cloud, high winds and time of day playing a part,” says Christie. “We work on providing updates to our customers with as much lead time as possible. We also ensure that all helicopters we offer for charter are properly licensed and certified so that they are compliant with the local country’s requirements. “It is important to have multiple machines available to cover demand. Additionally, fixed pricing for specific popular routes – such as to local helipads, other airports and specific events such as to the Royal Ascot or Grand Prix – need to be provided to attract new customers.” Despite its convenience, helicopter use isn’t without its challenges. Noise pollution is an issue that continues to arise in high traffic areas. “Noise pollution, specifically during peak season like summer in the Hamptons is a major issue” says Christie. “Offering customers the ability to beat the heavy traffic is great but it can be at the expense of local residents, which causes tension between operators, regulators and residents in the flight path. “Weather is another major limiting factor. Having to sit out a large storm or delays because of fog can ruin a day trip, but this caution has to be at the forefront of any potential trip.” Heading offshore Using helicopters in a marine environment presents more challenges. Shipboard heliports involve operating in confined areas where the vessel may or may not be stationary in the water. A heliports’ deck could be unstable due to the motion of the sea, or the vessel may be operating in remote areas where there is little or no external support and where the helicopters are operating without suitable land diversions. “Whilst there are ways the helicopter crew can work with the vessel to minimize the effects of challenges, depending on the geographical location and environmental conditions on the day, aspects such as wind speed and direction and deck motion are always a key consideration,” says Jonathan Turner, managing director at Maritime Aviation. “Further to these considerations there are usually many hazards around an aviation-capable vessel that could affect the safe operation of helicopters, such as the ship’s superstructure, which may impact the wind flow over the heliport and may constitute a collision hazard; gunwales and raised kerbing around the heliport could cause dynamic rollover hazard, and loose items around the upper deck – like cushions and covers – which can cause a Foreign Object Debris [FOD] hazard.” Whilst there are no specific qualifications required for pilots to land on shipboard heliports, it is strongly recommended that pilots operating to and from aviation-capable vessels are aware of all the additional considerations and specific hazards associated with flying to vessels and the techniques needed to mitigate their potential impact on safe and efficient helicopter operations. Operating in the Antarctic This year, Arctic and Antarctic cruise company Quark Expeditions partnered with helicopter operators Luxaviation and Starspeed, in addition to Maritime Aviation to launch its new polar vessel, Ultramarine. Maritime Aviation has acted as the ship and aircraft integration specialist, bringing together the vessel owner and helicopter operator in what is a highly specialised and vital role. “If the owner of a commercial vessel – such as a cruise ship – wishes to transfer its fee-paying passengers to or from the vessel via helicopter, the helicopter operations will be Commercial Air Transport operations,” says Turner. “In such circumstances, it is incumbent upon the vessel owner to provide safe shipboard heliports that are certified for commercial operations. “Likewise, the helicopter operator will need to operate under an Air Operator Certificate, which will inevitably require the shipboard heliports on the vessel to be certified for commercial operations. Both aspects will require appropriate civil aviation and maritime inspectorate agencies to inspect and certify the operations for commercial use. “Maritime Aviation facilitates this by working between the relevant agencies to ensure compliance with all requirements to enable the necessary certification is achieved and, over the longer term, maintained.” This level of commercial certification requires several key areas to be addressed. Whilst the vessel operator will be experienced in running guest itineraries and the helicopter operator will be accustomed to operating helicopters, there are times where these two areas need to be brought together to enable safe and efficient helicopter operations. Examples of this include the development of the technical requirements of the shipboard heliports to specified industry standards; the management of safety, including Aviation Safety Audits and production of a bespoke Shipboard Heliport Operations Manual for the vessel, and the provision of specialist equipment for the safe operation of helicopters onboard. “Most of the technical elements are consulted on during the design and build phase of a project and involve working with internal and external agencies to ensure that the heliports will meet the requirements when they are built,” says Turner. “The other areas come towards the end of the build when the vessel is approaching operational status. This is the time when the facilities have been built, the equipment is delivered and the vessel is fully crewed.” Helicopters offer an effective way to travel to difficult to reach places quickly. There are many considerations necessary to ensure the highest level of safety and service for customers, creating an ongoing challenge for operators to consistently be at the top of their game. But, meeting this challenge maximizes the potential for repeat business in a sector re-emerging from the struggles of the pandemic. https://www.businessairportinternational.com/features/why-the-demand-for-helicopter-travel-is-booming-post-pandemic.html The Worldwide Electric Aircraft Industry is Expected to Reach $27.7 Billion by 2030 DUBLIN, Oct. 18, 2021 /PRNewswire/ -- The "Global Electric Aircraft Market by Platform (Regional Transport Aircraft, Business Jets, Light & Ultralight Aircraft), Type, System (Batteries, Electric Motors, Aerostructures, Avionics, Software), Technology, Application, and Region - Forecast to 2030" report has been added to ResearchAndMarkets.com's offering. The global market for electric aircraft is estimated to be valued at USD 7.9 billion in 2021, and is projected to reach USD 27.7 billion by 2030, rising at a CAGR of 14.8% during the forecast period. The growth of this market is mainly driven by the deployment of urban air mobility aircraft and the increasing use of electric aircraft for cargo applications and different aerial mission-specific activities. Impact of COVID-19 The sudden outbreak of the COVID-19 has taken a toll on various industrial sectors, with aviation being one of the worst affected. However, the electric aircraft market did not seem to have been impacted by the pandemic as much as the aviation industry as a whole. Electric UAVs were widely used by militaries for a variety of missions like border security, while governments and law enforcement agencies used them on an experimental basis. Civil & commercial applications of electric aircraft include transportation of medical supplies by companies like Zipline and mostly for aerial photography. Retail and other logistics companies are increasingly looking towards the usage of electric UAVs to distribute essential items due to intermittent lockdowns and the imposition of social distancing protocols worldwide. In the US, companies like Amazon and USP have already scaled up their usage of electric drones for their deliveries. Electric drones are also witnessing an increased application in Africa, as they are being used as the art of EMS services to supply medicines and amenities as well as transport organs and blood across cities. These factors have helped the electric aircraft market to sustain the overall impact of the COVID-19 pandemic on the global economy aircraft for cargo applications and different aerial mission-specific activities. The Light & Ultralight Aircraft segment is expected to grow the largest, based on platform of electric aircraft Various technological advancements and aircraft modernization programs are expected to boost the market for electric aircraft. Low noise electric UAVs are increasingly adopted in civil and military applications. An increase in corporate activities and the need for aircraft with low carbon footprints are to drive demand for electric aircraft. The Hybrid Wing segment is projected to witness the highest CAGR during the forecast period Based on type, the rotary wing segment is projected to be the highest CAGR rate for the electric aircraft market during the forecast period. The evolution in the missions' complexity of both military aircraft and unmanned aerial vehicles (UAVs) and the increase in civilian air traffic, with limited runways, will lead to increasing adoption of these wing type. The Battery segment is projected to witness the highest CAGR during the forecast period Based on the system, the battery segment is projected to grow at the highest CAGR rate for the electric aircraft market during the forecast period. Batteries are the most common onboard energy storage components of electric aircraft due to their relatively high storage capacity. Modern batteries are mostly rechargeable and are lithium-based. Advancements in battery power density would be the driving factor for this segment. The VTOL segment is projected to witness the highest CAGR during the forecast period Based on the technology, the VTOL segment is projected to grow at the highest CAGR rate for the aircraft landing gear market during the forecast period. Large deployment in civil applications, including air taxi and ems services, will drive this segment. Most of the civil eVTOL aircraft are designed for urban air mobility, air taxis, medical assistance, and personnel passenger transportation. The Civil segment is projected to witness the highest CAGR during the forecast period Based on application, the Civil segment is projected to grow at the highest CAGR rate for the aircraft landing gear market during the forecast period. As urban planners, public transit agencies, and walking and biking advocates work to steer cities away from a future congested with cars and as others discuss ethics, realities, and regulations of autonomous vehicles, increasing developments in urban mobility applications will drive this segment. The North American market is projected to contribute the largest share from 2021 to 2026 Electric Aircraft market in North America is projected to hold the highest market share during the forecast period. North America accounted for the largest share of 34.3% of the electric aircraft market and is expected to grow at a CAGR of 16.1% during the forecast period. The US has the largest UAV fleet used in military and civil applications. Early adoption of electric aircraft for urban air mobility is also being witnessed in the US. These factors are expected to drive the market in North America. https://www.prnewswire.com/news-releases/the-worldwide-electric-aircraft-industry-is-expected-to-reach-27-7-billion-by-2030--301402203.html Qantas Faces Accusations Of Underpaying Pilots A former Qantas long-haul 747 captain is suing the airline, alleging he was shortchanged over US$68,000 after losing his job last year. The pilot, Andrew Hewitt, began action in the Federal Court of Australia last week. Former pilot says Qantas owes him annual leave and long service leave entitlements According to a report in The Australian on Monday, Captain Hewitt alleges he is owed around US$33,500 in annual leave entitlements and approximately US$34,700 in untaken long service leave entitlements. Adding a certain frisson to the case is Andrew Hewitt’s ties with Qantas. He’d worked for Qantas for 40 years and was reportedly fourth on the airline’s pilot seniority list when Qantas made the retirement offer last year. His father, Sir Lenox Hewitt, was Qantas Chairman between 1975 and 1980. This is the second legal case Captain Hewitt has lodged against Qantas after losing his job last year. Captain Hewitt was one of 55 career pilots aged 63 and above offered the early retirement package last year. At the time, Andrew Hewitt was 63. Qantas said it was unlikely to return to normal long-haul flying before Captain Hewitt turned 65, after which he would no longer be allowed to pilot international flights owing to the so-called “Rule of 65.” Differences in payout amounts Aside from the understandable chagrin at losing his job, Captain Hewitt objected to younger pilots made redundant getting a bigger payout. His payout package offered four months’ pay, whereas younger pilots were offered 12 months’ pay. In total, pilots aged under 63 were offered redundancy packages worth three times more than pilots aged 63 years and over who were offered early retirement packages. Captain Hewitt refused his early retirement offer. Alledging age discrimination, he and Qantas were due to duke it out in the Federal Court of New South Wales, but both parties settled the matter several months ago. Papers filed in the Federal Court last week confirmed Captain Hewitt lost his longstanding job with Qantas on July 5, 2021. After a long association, there’s not much love left these days between the Hewitts and Qantas. Potential consequences for other former Qantas pilots Captain Hewitt is now objecting to Qantas calculating his annual leave and long service leave entitlements based on the minimum number of hours he flew, rather than the actual number of hours he flew. According to The Australian, Captain Hewitt claims he consistently worked more than the 160-hour minimum for each 56-day bid period. The former Qantas pilot claims Qantas has shortchanged him on his accrued annual leave and long service entitlements. He states he is owed approximately US$68,200 plus a pecuniary penalty. Aside from Captain Hewitt’s backstory, this new legal challenge captures attention because scores of other pilots took redundancy and early retirement packages and may have been similarly impacted. Qantas says it has met its obligations to Captain Hewitt and will defend the matter. The airline notes all pilots in Captain Hewitt’s age bracket were treated in the same manner. https://simpleflying.com/qantas-underpaid-pilot-accusations/ Saab opens Indiana plant building sections for Air Force jet WEST LAFAYETTE, Ind. (AP) — Swedish manufacturer Saab has opened a new Indiana facility where it will build sections for a new U.S. Air Force training jet. Company executives joined state officials and others for a ceremony this past week for the facility at Purdue University’s Discovery Park research and business district in West Lafayette. Saab will use it to manufacture airframe sections for the T-7A Red Hawk trainer program. Saab is a top supplier to Boeing for the new jets, with its sections being sent to Boeing’s St. Louis assembly plant for joining with the front section, wings and tail. Saab announced plans for the new $50 million facility in 2019. The company said it now has about 60 people working at the plant. It expects that workforce to grow to about 300 employees by 2027, including assemblers, engineers and system administrators. Purdue President Mitch Daniels said Saab’s arrival was a boost for the city and the university. “A great development like this begins to build on its own momentum as the success of one company convinces the next that it might be a good venue for them,” Daniels said. https://www.militarytimes.com/news/2021/10/18/saab-opens-indiana-plant-building-sections-for-air-force-jet/ Challenges abound as Tata draws up a flight plan for Air India NEW DELHI (Reuters) - Tata Sons' $2.4 billion purchase of debt-ridden, government-owned Air India will give the conglomerate immediate access to valuable flying rights and landing slots that will help it claw back market share from foreign rivals. But industry executives warn any success will be a long and complicated process that could cost it more than $1 billion and require fixing myriad problems, including its worn-out fleet, poor service and the lack of a charismatic leader. Air India, with its maharajah mascot, was once renowned for its lavishly decorated planes and stellar service championed by the airline's founder, JRD Tata, India's first commercial pilot. But since the mid-2000s, its reputation has fallen as financial troubles mounted. It flew widebody planes with business class seats in poor repair and grounded some of its new Boeing Co 787 Dreamliners to use for spare parts. Customers faced many delays and staff and suppliers were not always paid on time, executives said. "If you don't have newer airplanes or airplanes that are reliable, no matter what you do, you are going to have a problem," said a veteran aviation industry executive who was not authorised to speak publicly about the matter. The ownership transfer from the government to Tata is expected to go through by the end of the year. The company will then have until summer 2022, when a post-COVID demand surge is expected, to fix the issues, the person added, estimating it would cost more than $1 billion to refurbish Air India's 141 planes and up to $300 million to retrain staff and improve operations and service. The figures do not include the purchase or lease of new aircraft. Tata and Air India declined to comment. POINT TO POINT Air India's biggest competitive advantage is its ability to fly non-stop to destinations like the United States and Europe, where it enjoys lucrative landing rights. Foreign hub carriers such as Emirates and Etihad Airways can only compete with one-stop options. Many industry experts predict that after the pandemic, non-stop flights will become even more popular, particularly with lucrative business travellers. "I'm a big believer if a passenger has a choice their strong preference is to fly point to point," Robert Martin, chief executive of lessor BOC Aviation said at a CAPA Centre for Aviation event last week. Foreign carriers dominated international traffic to and from India before the pandemic hit, with Air India holding a 19.3% share, including its low-cost arm Air India Express, in the final quarter of 2019, according to government statistics. If an improved Air India can win back even 20% from other global carriers it would be a big boost to the bottom line, the industry executive said. TAJ LEVELS OF SERVICE Air India also needs a charismatic and experienced leader along the lines of JRD Tata or Richard Branson to help rebuild a service culture at the airline, experts said. Tata's experience of building India's largest hospitality chain, with Taj hotels as the flag-bearer, could help with the staff and service, said Dilip Cherian, an image consultant. The company also owns the luxury car brand Jaguar as well as information technology firms, steel concerns and other businesses. "The hospitality businesses will help them hugely in setting the image right. The Taj fits in very well with the kind of Air India culture of early years," Cherian said. Tata also owns majority stakes in Vistara, a premium joint venture with Singapore Airlines and AirAsia India, a low-cost carrier with AirAsia Group. Tata has benefited from its partners' expertise but neither venture is profitable. Having three airlines is likely to put Tata in a strong bargaining position with aircraft manufacturers, engine makers and lessors, as well as with suppliers, airport operators and fuel companies, analysts say. Air India had about $2.1 billion of unpaid bills, which the government took over before the airline's sale to Tata. The carrier enjoys goodwill in the international market because of its legacy, said Anuj Trivedi, partner at law firm Link Legal, which assisted Air India on the deal. "It won't be easy and there will be challenges, but with Tata the hope is Air India will take off again," he said. https://www.yahoo.com/finance/news/challenges-abound-tata-draws-flight-060345969.html Fledgling European space businesses still lacking the funds to fly The space industry is set to play a major role in helping the European Union meet ambitious climate, digital and sustainability goals. TAMPA, Fla. — A lack of accessible financing options is holding European space startups back as supply shortages and price rises risk derailing the industry’s post-pandemic recovery, warns a white paper from the Access Space Alliance (ASA) small satellite industry group. The European Union has been making more funding available for the sector, recently approving its space program’s largest-ever budget of €14.88 billion ($17.3 billion) for 2021-2027. However, ASA founder and board member Betty Bonnardel said European space startups face many challenges in securing public and private investments, which are still larger in the U.S. and other markets outside Europe. “The funding itself is one thing — increasing funding is important, but beyond that you need to facilitate the access to that funding for the small companies,” Bonnardel said in an interview. “If you have a small startup that has to really scour through a lot of programs to be able to fund, or apply for a funding scheme where the chances of success are extremely low, it makes their life very difficult because it’s not time effective and it creates an extra risk. It’s about finding the right balance.” Among its recommendations, ASA’s white paper suggests following an approach taken in the U.S. to set up a website that grants access to all European public funding instruments, including from the European Union and European Space Agency. More innovative financing models are also needed to synchronize the timing and scope of investments between public and private entities, added Bonnardel. Space startups in Europe often lack the customer contracts they need to sustain their businesses until they can generate revenues, the white paper notes. Early commitments from potential government customers can provide an essential bridge between research and sales for startups. But there is a dearth of space public-private partnerships (PPPs) and mechanisms enabling public bodies to act as anchor customers in Europe, according to the white paper. Existing support mechanisms also tend to focus on short-term goals for growth. “There are little synergies in terms of public and private instruments, civil and defense, space and non-space sectors and virtually no synchronization in terms of the timing of such investments,” the white paper adds. According to Bonnardel, more synergistic PPPs would help stimulate investor demand and accelerate these companies by distributing risk more effectively, while also playing to Europe’s strengths. “In such a large continent, where you have this open market, there is also an opportunity to get a lot of government customers,” she said. Big hurdles Low success rates for public support programs in Europe risk undermining the legitimacy of these projects, however, discouraging new applications. The last advanced grant success rate in Europe’s Horizon 2020 research and innovation program was around 8%, according to the white paper, while the success rate under the European Innovation Council (EIC) 2021 accelerator program is less than 3%. Even still, ASA believes government support remains vitally important for the space ecosystem, which it says supports about 10% of Europe’s gross domestic product, as the pandemic disrupts supply chains and hike up raw material costs. “It may be the only option to avoid irreparable damages,” the white paper warns. https://spacenews.com/fledgling-european-space-businesses-still-lacking-the-funds-to-fly/ UAS Panel: Routine Operations in Controlled Airspace RTCA invites you to attend a virtual panel discussion on October 20 at 1pm ET. Panelists from Reliable Robotics, ICAO, FAA, and Thales join moderator Brandon Suarez from General Atomics Aeronautical Systems, Inc., Co-Chair of RTCA Special Committee-228. Did you know that the FAA has already endorsed a set of standards that enable Beyond Visual Line of Sight (BVLOS) Uncrewed Aircraft (UA) operations in Controlled Airspace? One of the objectives of RTCA SC-228 has been to develop MASPS and MOPS to enable safe and efficient UAS operations in the National Airspace System. Most recently, SC-228 published DO-304A to lay out a new set of Use Cases that have been proposed by different segments of industry and the standardization work that will enable them. This webinar provides the industry with an update on the upcoming work of SC-228 that has applicability not just to UAS, but also Advanced Air Mobility and legacy NAS users such as General Aviation and Business Aviation. REGISTER Free: https://bit.ly/3al293X Curt Lewis