Flight Safety Information - November 2, 2021 No. 220 In This Issue : Accident: unknown AN26 at Juba on Nov 2nd 2021, lost height after takeoff : Incident: RAM B738 near Casablanca on Oct 30th 2021, loss of cabin pressure : Incident: United A320 at Newark on Oct 31st 2021, bird strike : Incident: Southwest B38M at Oakland on Oct 29th 2021, bird strike : Incident: Azimuth SU95 at Pskov on Nov 1st 2021, deer strike : de Havilland Canada DHC-6-300 Twin Otter-Engine Failure/Emergency Landing (Canada) : Boeing 787-9 Dreamliner - Fuel Leak/Diversion (India) : Accident Offers Lesson in Combating Pilot Complacency : SkyWatch and Global Aerospace Launch On-Demand Aviation Renters Insurance : Kuwait's Jazeera Airways in talks with Airbus, Boeing for 30-jet order : Ryanair slams 'delusionary' Boeing in 737 jet price row : RESEARCH SURVEY - Women in Aviation Maintenance Workforce Survey : Position Available: Aerospace (Pro Pilot), Tenure-Track Faculty Accident: unknown AN26 at Juba on Nov 2nd 2021, lost height after takeoff A so far unknown Antonov AN-26, registration TR-NGT performing a flight from Juba to Maban (South Sudan) with 5 crew, was climbing out of Juba when the crew declared emergency about 3 minutes after departure. The aircraft went down near the runway 13 end across river White Nile. Rescue efforts are under way. http://avherald.com/h?article=4ef8aede&opt=0 Incident: RAM B738 near Casablanca on Oct 30th 2021, loss of cabin pressure A RAM Royal Air Maroc Boeing 737-800, registration CN-ROR performing flight AT-931 from Geneva (Switzerland) to Casablanca (Morocco), was enroute at FL390 near Casablanca nearing the top of descent when the crew initiated an emergency descent due to the loss of cabin pressure. The aircraft levelled off at 10,000 feet 8 minutes later (average sink rate 3625 fpm) and continued to Casablanca for a safe landing on runway 35R about 30 minutes after leaving FL390. The occurrence aircraft is still on the ground in Casablanca about 50 hours after landing. http://avherald.com/h?article=4ef85263&opt=0 Incident: United A320 at Newark on Oct 31st 2021, bird strike A United Airbus A320-200, registration N463UA performing flight UA-2454 from Newark,NJ to Fort Meyers,FL (USA), was climbing out of Newark's runway 22R when the crew stopped the climb at about 11,000 feet following a bird strike right onto the windshield at about 8000 feet MSL and returned to Newark for a safe landing on runway 22L about 20 minutes after departure. The FAA reported: "AIRCRAFT STRUCK A BIRD AFTER DEPARTURE DAMAGING NOSE CONE, NEWARK, NJ.", the damage was unknown and the occurrence was rated an incident. https://flightaware.com/live/flight/UAL2454/history/20211031/1810Z/KEWR/KRSW http://avherald.com/h?article=4ef833aa&opt=0 Incident: Southwest B738M at Oakland on Oct 29th 2021, bird strike A Southwest Airlines Boeing 737-8 Max, registration N8701Q performing flight WN-377 from Oakland,CA to San Diego,CA (USA), departed Oakland's runway 30, climbed to FL390 enroute and landed on San Diego's runway 27 about 65 minutes after departure. The FAA reported however: "AIRCRAFT STRUCK A BIRD ON TAKEOFFF AND POST FLIGHT INSPECTION REVEALED DAMAGE TO ENGINE, OAKLAND, CA.", reported the damage was substantial and rated the occurrence an accident. The aircraft returned to service on Nov 1st 2021. http://avherald.com/h?article=4ef831a7&opt=0 Incident: Azimuth SU95 at Pskov on Nov 1st 2021, deer strike An Azimuth Sukhoi Superjet 100-95, registration RA-89180 performing flight A4-101 from Krasnodar to Pskov (Russia) with 96 passengers and 6 crew, landed on Pskov's runway 19 when the aircraft collided with a deer. The aircraft rolled out without further incident. Rosaviatsia reported the aircraft collided with a roe deer and received damage to the right hand wing and engine (SaM146). http://avherald.com/h?article=4ef81a4e&opt=0 de Havilland Canada DHC-6-300 Twin Otter-Engine Failure/Emergency Landing (Canada) Date: 01-NOV-2021 Time: c. 18:30 Type: de Havilland Canada DHC-6-300 Twin Otter Owner/operator: Air Tindi Registration: MSN: Fatalities: Fatalities: 0 / Occupants: 5 Other fatalities: 0 Aircraft damage: Unknown Location: Bluefish Creek area, about 12km N of Fort Providence, NT - Canada Phase: En route Nature: Passenger Departure airport: Yellowknife Airport, NT (YZF/CYZF) Destination airport: Fort Simpson Airport, NT (YFS/CYFS) Narrative: An Air Tindi de Havilland Canada DHC-6-300 Twin Otter, performing flight TIN223, made an emergency landing in the Bluefish Creek area, about 12km north of Fort Providence, Northwest Territory. The crew tried to divert to Fort Providence Airport (CYJP) due to an engine failure but didn't make it. All five POB were safe. https://aviation-safety.net/wikibase/269308 Boeing 787-9 Dreamliner - Fuel Leak/Diversion (India) Date: 01-NOV-2021 Time: 04:08 LT Type: Boeing 787-9 Dreamliner Owner/operator: El Al Israel Airlines Registration: 4X-EDA MSN: 63548/590 Fatalities: Fatalities: 0 / Occupants: Other fatalities: 0 Aircraft damage: None Location: S of Goa, India - Indian Ocean Phase: En route Nature: Passenger - Scheduled Departure airport: Bangkok-Don Muang International Airport (BKK/VTBD) Destination airport: Tel Aviv-Ben Gurion International Airport (TLV/LLBG) Narrative: El Al Israel Airlines flight LY82, a Boeing 787-9 Dreamliner, was en route from Bangkok, Thailand, to Tel Aviv, Israel, when the flight crew elected to divert to Goa, India. While en route at FL340 the flight crew received a fuel leak indication. One engine was shut down and the flight diverted, landing safely at Goa at 04:43 LT (23:13 UTC). https://aviation-safety.net/wikibase/269298 Accident Offers Lesson in Combating Pilot Complacency When pilots gain more experience, some let their guard down—to chilling effect. Earlier this year, the NTSB determined that the cause of an accident in Addison, Texas, in June 2019, was the result of pilot error. Specifically, the report noted that the pilot of Beechcraft King Air 350 experienced a left engine failure on liftoff, and responded with left rudder input, the very opposite of what was needed. The pilot, his co-pilot and eight passengers on board were killed. According to the report, if the pilot determined the need for right rudder and used that instead, the airplane would have been controllable. I was keen to read this report because during my time introducing engine failures to students in multiengine airplanes, I would review the harrowing video of said crash, which was taken from multiple cameras around the airport, showing the airplane’s final moments. My goal in using it wasn’t to scare them, but frame by frame to examine the engine failure, and discuss the corrective actions that should have been taken. We would discuss the mechanics of flying through the engine failure after liftoff—the tested “dead foot, dead engine, identify, verify, feather” method. However, this report now points out a swiss-cheese series of lapses that lead to this outcome. I think all these things are compounded by the fact that the pilot flying had 16,000 hours, according to the report. It seems sadly ironic that while I’ve used this incident to instruct new students, there is a trend worth exploring where more experienced pilots find ways to create and mismanage emergencies. I suspect that at the root of these incidents is complacency. The irony of gaining more flight experience is that pilots let their guards down. On the other hand, no one wants to constantly be on the edge, so it seems that the best hedge against complacency comes from putting up systematic guard rails to keep us in line. Larger flight departments and airlines obviously have robust safety management systems and recurrent training programs to do this, and this should be a sign to GA pilots how consequential the lack of these structures can be. Here are some observations and lessons from the accident that more experienced pilots should consider. Startle… Again When the NTSB reviewed the audio from the cockpit voice recorder, they discovered that the crew had not discussed an emergency brief prior to departure, and during the emergency, the pilot was startled, and failed to run any checklists. The report noted that “the pilot’s confused reaction to the airplane’s performance shortly after takeoff supports the possibility that he was startled by the stall warning that followed the propeller speed divergence, which may have prompted his initial, improper rudder input.” When I wrote about combating the startle effect, one thing I encouraged was slowing down as a way to hedge against our initial instincts. Despite having enough time for the point of initial failure to impact—17 seconds—the report noted that it would have been possible to maintain directional control of the airplane after the loss of thrust in the left engine if the pilot used the right rudder instead of the left rudder. Don’t Skip the Pre-brief The cockpit recorder also revealed that the pilot and co-pilot did not go over preflight checklists or discuss emergency procedures. “As a result, they did not have a shared understanding of how to respond to the emergency of losing thrust in an engine during takeoff,” the report says. Briefings are low-cost, high-leverage elements that hedge against complacency because they refocus the mind to the possibilities ahead. Briefings simply put you in the frame of mind of what to expect for the next phase of flight and help root out the invulnerability of “it could never happen to us.” Furthermore, the extra time they require, especially on the ground, is nothing any pilot in distress wouldn’t trade off for being ready for any likely emergency. If you’re a GA pilot operating independently, or flying solo, I encourage you to come up with a standardized briefing framework per phase of flight. This will improve both the quality and safety of your missions. Good Pilots Use Checklists Another hedge against complacency? Checklists. Throughout the report, investigators pointed out a series of events—ranging from the airplane’s improper configuration to recovery procedures—that checklists would’ve aided. In my own experience conducting check rides, if I quizzed the applicant on abnormal scenarios and they began guessing the right things to do, I would generously remind them that someone—the manufacturer—probably anticipated the scenario in question and wrote steps down for them to follow. This would prompt them to finally consider the checklist. Who’s flying? Who’s monitoring? The breakdown—or lack—of crew resource management in the incident is important to mention. The report pointed out that the 28-year-old co-pilot, despite some experience in the airplane, was not allowed to operate the airplane with passengers on board, which might be reasonable for various reasons. This may have contributed to the breakdown in crew dynamics that could have provided the pilot flying the support he needed when things went awry. More chilling, the CVR recorded the co-pilot correctly identifying that the left engine had failed, but it is likely he didn’t take over, possibly because of the pilot’s practice of being the sole operator of flight controls with passengers. Relating back to the briefing tip, it would be beneficial for crews to identify who the pilots flying and monitoring are, and how the crew will work together when things go wrong. In training, I would discuss on the ground with my student the exact verbiage we would use to practice engine failures for each phase of flight, and we would rehearse the task that each of us would be expected to complete. This is something you could do as well if you operate independently. Help on the way: Smart Rudder Bias While it’s sad to see findings of this incident, I am encouraged by recent technology advances that will hopefully eliminate accidents like this in the future. With Garmin’s recent release of their Smart Rudder Bias technology, it seems the industry is thinking about these incidents more broadly. “Smart Rudder Bias provides additional assistance against hazardous effects of a one-engine inoperative (OEI) event when appropriately equipped,” according to Garmin. “It also provides pilots assistance in maintaining control of the aircraft while determining the next course of action, simultaneously reducing workload in a high-stress and time-critical flight environment.” Perhaps more advanced technology might be the ultimate hedge against complacency. https://www.flyingmag.com/story/training/wildes-column-complacency/ SkyWatch and Global Aerospace Launch On-Demand Aviation Renters Insurance The InsurTech offering will empower pilots of light aircraft to customize plans according to their time in the sky. Palo Alto, CA — November 2, 2021 — SkyWatch, the leading InsurTech company for aviation, announced today that it has launched a usage-based insurance product for rented light aircraft that offers yearly, monthly, weekly, and daily coverage options. The launch is in collaboration with Global Aerospace, Inc., a leading provider of aviation insurance and risk management solutions for the aviation and aerospace industries. SkyWatch will distribute the product - available in most US states - directly to pilots and via select partners, while Global Aerospace will provide underwriting expertise and prompt claims handling. Most pilots across the US are renters, which means that flying in an irregular and spontaneous fashion is common. However, available insurance policies run on a yearly or monthly basis, so many of these pilots, from leisure enthusiasts to young students and their instructors, end up paying insurance costs even when they are not flying. SkyWatch is the first to offer not only annual and monthly options but also weekly and daily plans, better-enabling pilots to pay only for their time in the sky. “Together with Global Aerospace, we’re providing pilots with flexibility and freedom through this usage-based insurance product,” said Tomer Kashi, CEO and Co-Founder of SkyWatch. “SkyWatch is committed to providing the best value to all aviators and leveraging data is key to offering flexible and cost-effective insurance options. The difference we make for aviators inspires us to keep innovating on all fronts.” “We are excited to partner with SkyWatch to provide an industry-first offering. The decision to build an easy-to-use, technology-based platform to provide pilots of rented or borrowed aircraft with flexible and affordable usage-based coverage options aligns with our commitment to drive innovation and simplify the process of buying insurance,” said Jeff Bruno, President and Chief Underwriting Officer of Global Aerospace. Pilots can get covered in 90 seconds for as little as $5 a day by visiting www.skywatch.ai and entering just a few details. About SkyWatch SkyWatch has established itself as an InsurTech leader with its innovative insurance solutions for the world of aviation. From light aircraft to drones, its data-driven, usage-based insurance products are designed to provide the highest coverage at the absolute lowest price. SkyWatch has offices in Tel Aviv, Israel and in Palo Alto, and is a licensed insurance broker in all 50 US states and in Canada. SkyWatch is a part of VOOM, a leading provider of usage-based insurance products for the future of mobility. See more at www.skywatch.ai. About Global Aerospace Global Aerospace is a leading provider of aerospace insurance with a worldwide portfolio of clients who are engaged in every aspect of the aviation and space industries. Headquartered in the UK, we have offices in Canada, France, Germany, Switzerland and throughout the United States. Across the world, we employ over 300 people. With experience dating back to the 1920s, the company’s underwriting is backed by a pool of high-quality insurance companies representing some of the most respected names in the business. For additional information about Global Aerospace, please visit www.global-aero.com. To learn more about the company’s SM4 safety program, please visit sm4.global-aero.com. . Media Contact Lazer Cohen lazer@westraycommunications.com +347-753-8256 http://www.global-aero.com/ Aircraft startups scramble to develop cleaner, faster, cheaper planes Electric air taxis might someday leap from rooftop to rooftop, delivering cargo or ferrying passengers above congested roadways — but not until they can solve a host of technical and regulatory hurdles. A less complex e-plane under development could bring many of the same benefits by hopping among underused airports. Get market news worthy of your time with Axios Markets. Subscribe for free. Why it matters: Aviation is on the cusp of a revolution as significant as the jet age, with advanced air mobility — i.e., flying vehicles — promising a cheaper, faster and cleaner mode of transportation, according to Morgan Stanley. It pegs the potential value of the market at $9 trillion by 2050. Where it stands: Investors have pumped $5 billion into electric vertical takeoff and landing aircraft (eVTOLs) in the past two years, per data compiled by Phystech Ventures, an early-stage VC firm. Startups in this space include Joby Aviation, Archer and Lilium — all of which have debuted on public markets through SPAC mergers at multibillion-dollar valuations. But their prototype planes aren't yet certified to fly, and experts say it could be a decade or two before eVTOLS are widely adopted. The intrigue: Airbus and Boeing are working on vertical aircraft too, but the former leaders of those respective efforts both struck out on their own to establish companies that take different approaches. Those companies, Airflow and Electra, are developing electric planes that need just a short rolling start to get airborne — about the length of a football field — and can fly longer distances. The planes, dubbed eSTOLS (electric short takeoff and landing aircraft) are cheaper and less risky than trying to invent a new type of aircraft from scratch, say the aviation veterans behind both companies. "The problem [with eVTOLS] is, you’re looking at a billion dollars and don’t even know if it’s going to be enough," Airflow CEO Marc Ausman tells Axios. "And you don’t know the market opportunity, because it doesn’t exist." Details: Unlike vertical aircraft, which use much of their battery power to get airborne, Airflow's and Electra's ultra-short takeoff and landing planes are more efficient and thus can carry larger payloads. They have a series of small electric propellers that rapidly blow air over the wings, creating an aerodynamic technique called "blown lift" that allows takeoff in as little as 100 feet. That means they can take off or land on warehouse rooftops, parking lots or soccer fields — runways aren't required, says John Langford, CEO of Electra. A turbine engine acts as an onboard generator, producing electricity that turns the propellers and can also recharge the battery in flight, meaning longer range flights and less time on the ground for recharging. What they're saying: Ultra-short takeoff and landing planes have some advantages over vertical aircraft, including larger payloads and a clearer path to certification, says Pitchbook mobility analyst Assad Hussain. But Hussain and others say there's room for both types of electric aircraft as advanced air mobility takes off. "There is no right solution to air mobility," Sergio Cecutta, a partner at SMG Consulting, tells Axios. What to watch: While air taxi companies will likely focus on short urban routes under 50 miles, look for companies like Airflow and Electra to fly longer routes by taking advantage of underused regional airports. https://news.yahoo.com/aircraft-startups-scramble-develop-cleaner-093044924.html Kuwait's Jazeera Airways in talks with Airbus, Boeing for 30-jet order KUWAIT, Nov 1 (Reuters) - Kuwait's Jazeera Airways (JAZK.KW) is in talks to buy 30 Airbus (AIR.PA) A320neo or Boeing (BA.N) 737 MAX jets in a deal worth up to $2 billion, the airline's chairman said on Monday. Marwan Boodai told Reuters the budget carrier expected to place the long-considered aircraft order by the end of March. The airline would seek to raise debt to finance part of the purchases, with the remaining to be funded from the company's own cash reserves, which currently stand at 41 million Kuwaiti dinars ($136 million), he said. The disclosure of jet order talks comes just two weeks before the start of the five day Dubai Airshow, which will be this year's biggest aerospace trade show and a spectacle for commercial and military contracts worth billions of dollars. Jazeera, majority owned by Boodai, has for many years mulled an aircraft order to expand and replace its fleet of leased narrow-body Airbus jets, though never placed an order. It currently operates a fleet of 17 Airbus A320 jets. The airline on Monday reported a third-quarter net profit of 11.8 million dinar ($39.15 million), its first quarterly profit in two years, according to Refinitiv data. "We are positive that travel will return stronger to reach 2019 operational performance very soon ... We now believe the worst is behind us," Boodai said in a statement. ($1 = 0.3014 Kuwaiti dinars) https://www.reuters.com/business/aerospace-defense/kuwaits-jazeera-airways-talks-with-airbus-boeing-30-jet-order-2021-11-01/ Ryanair slams 'delusionary' Boeing in 737 jet price row DUBLIN, Nov 1 (Reuters) - The boss of Ireland's Ryanair (RYA.I) on Monday ramped up a war of words with Boeing (BA.N), calling the U.S. planemaker "delusionary" for imposing what he termed a double-digit percentage price hike for 737 MAX 10 jets in talks this year. Chief Executive Michael O'Leary also said Boeing needed to "get its shit together" after what he described as delays in the delivery of 65 jets from an existing MAX order, though he was "reasonably confident" they would arrive for the summer peak. A Boeing spokesperson said it was committed to supporting Ryanair as a long-standing partner, but added it would "continue to be disciplined" in commercial decisions. Industry sources blamed the delays on shipping problems for galleys linked to a worldwide logistics logjam. Europe's largest low-cost carrier in September abruptly ended talks with the U.S. planemaker over an order of 737 MAX 10 jets worth tens of billions of dollars because of differences over price. read more Speaking on Monday following the airline's latest financial results, O'Leary said Boeing's approach was "delusionary". "Boeing out of the blue sought a ... substantial double-digit price increase. I don't understand the strategy," he said, before reiterating that Boeing badly needs Ryanair's business. In a call with investors, O'Leary said he was having a "marital tantrum" with Boeing, Ryanair's long-time sole supplier. O'Leary in September said Ryanair had been in talks to order at least 100 of the 230-seat MAX 10. read more Sources say the dispute over MAX 10 was already rumbling when Ryanair ordered 75 more of the smaller MAX 8-200 version in December last year. Two industry sources said Ryanair had rejected previous lower offers on the MAX 10 since that date. Asked on an investor call whether the price increase was compared to an earlier offer or compared to prices paid in the past, O'Leary declined to comment. NEW ABNORMAL Insiders say brinkmanship and flared tempers are more common in the cut-throat aerospace industry than executives care to admit, in contrast with the polished 'win-win' arguments favoured whenever such hard-fought deals are announced publicly. Ryanair and Boeing have often clashed behind the scenes as Europe's pioneering low-cost carrier insisted on the lowest possible prices, echoing fraught negotiations between Airbus (AIR.PA) and some of its key low-cost customers. But it is unusual for the knockabout to become public. The spat partly reflects two sources of abnormal volatility stemming from overlapping crises, industry sources say. First is uncertainty over the shape of the recovery, with Ryanair and Boeing appearing to bet on different paths. While O'Leary has said Boeing is ignoring reality about prices, he has also said demand is likely to snap back quickly. Second is the uncertainty that swirled around valuations for the MAX - once Boeing's most reliable cash and profit benchmark - in the wake of a two-year safety crisis. The MAX 10 has struggled to keep up with runaway sales of the Airbus A320neo and the industry began the year uncertain how much the market would pay for it. But a deal for United Airlines to order 200 MAX 10 in June encouraged Boeing to set the bar higher, driving up the offer for Ryanair, market sources said. Consultancy Ascend by Cirium said in September MAX values had increased "very slightly" as inventory declines. read more With hundreds of MAX yet to be delivered after the grounding and COVID-19 crisis, sources say Ryanair believes prices should be set lower than previous MAX 10 offers, but the planemaker has drawn a line on the grounds that it would be uneconomic to produce and industry sources say the talks remain deadlocked. Boeing declined comment on confidential talks. A Ryanair spokesman said it had nothing to add to O'Leary's comments. https://www.reuters.com/business/aerospace-defense/ryanair-says-boeing-set-delusionary-double-digit-price-increase-2021-11-01/ RESEARCH SURVEY Women in Aviation Maintenance Workforce Survey Dear Aviation Maintenance Professional, You are being asked to participate in a research study of your experience in aviation maintenance. This study is expected to take less than 15 minutes of your time. In order to participate, you must be female, at least 18 years old, a resident of the U.S., actively employed in the U.S., and an FAA-certificated mechanic or repairman. Participation in this study is voluntary, and you may choose to opt out of the study at any time. If you choose to opt out, your data will be immediately destroyed. I appreciate your consideration and time to complete this study. Please click on or copy and paste the URL below: https://forms.gle/mSGMdZiv6f8NZZgM9 For more information, please contact: Danita Baghdasarin baghdasd@my.erau.edu Position Available: Aerospace (Pro Pilot), Tenure-Track Faculty Department Aerospace University Expectation MTSU seeks candidates who are committed to innovative teaching, robust research/creative activity, and meaningful service. We also seek to attract a culturally and academically diverse faculty who value working with a diverse student body. Salary Salary and rank commensurate with education and experience Job Summary/Basic Function The Department of Aerospace at Middle Tennessee State University invites applicants for two full-time, tenure-track faculty positions at the rank of assistant/associate professor. The start date for the positions is August 1, 2022. The positions are contingent upon funding. Successful candidates will be expected to teach classes in the Professional Pilot concentration, undertake collaborative and multi-disciplinary research within the department and university, and be actively involved in university and professional service. Required Education Master’s degree in Aerospace, Aviation or closely related field by appointment date Required Related Experience One year of aerospace or aviation industry experience is required. Required License/Registration/Certification Applicants must have : 1) FAA Commercial - Multi-Engine, and valid Flight Instructor Certificates (CFI, CFII, MEI) OR 2) FAA ATP with 14 CFR Part 121 or Part 135 Pilot-in-Command (PIC) experience. Other Desirables Candidates who possess industry or collegiate teaching experience and those with a terminal degree or ABD in Aerospace, Aviation, Education, Business, or other industry-related fields will receive special consideration. Documents Needed to Apply In order to successfully apply, applicants are required to include the following documents as separate attachments at the time of online application submittal: a cover letter, their curriculum vitae, a statement of Teaching Philosophy, and their Research Statement or Creative Activities (as appropriate to the discipline). NOTE: In addition to the REQUIRED documents listed above for successful application, applicants must include copies of FAA Certifications held attached as Other Document 1. Special Instruction to Applicants If you need help in applying, please contact the Faculty Recruitment Specialist at (615) 898-5128. If you have position-specific questions, please contact Dr. Chaminda Prelis at Chaminda.Prelis@mtsu.edu. MTSU is an equal opportunity, affirmative action employer that values diversity in all its forms. Women, minorities, individuals with disabilities, and protected veterans are encouraged to apply. Proof of U.S. citizenship or eligibility for U.S. employment will be required prior to employment (Immigration Control Act of 1986). Clery Act crime statistics for MTSU are available at http://www.mtsu.edu/police/docs/2021AnnualSecurityReport.pdf or by contacting MTSU Public Safety at (615) 898-2424. MTSU is a Tobacco & Drug-Free campus. This position requires a criminal background check. Therefore, you may be required to provide information about your criminal history in order to be considered for this position. For individuals requiring a reasonable accommodation to apply: In compliance with the Americans with Disabilities Act Amendments Act (ADAAA), if you have a disability and would like to request an accommodation in order to apply for a position with MTSU, please call 615-898-2929 or email emp@mtsu.edu. Application Review Date: 11/22/2021 APPLY HERE: https://careers.mtsu.edu/en-us/job/496571/aerospace-pro-pilot-tenuretrack-faculty Curt Lewis