Flight Safety Information - November 23, 2021 No. 235 In This Issue : Incident: Voyager CRJ2 at North Bay on Nov 12th 2021, engine shut down in flight : Incident: NORRA AT72 enroute on Oct 30th 2021, smell of smoke in cockpit : EVAS - Cockpit Smoke Protection : Nobody hurt when Yute plane burns after emergency landing in Bethel (Alaska) : US warns pilots of weapon fire as war nears Ethiopia capital : What EMS can learn from the airline industry : Canada Limits 5G To Protect Air Travel : Dubai 2021: Airbus received orders for 408 aircraft : Brussels Airlines Expands Its Fleet With A 9th Airbus A330 Jet : From pilots to ramp agents - U.S. airlines go all out to staff up : Voyager Space acquires majority stake in Space Micro : Southern California Safety Institute Upcoming Courses : Position Available: Analyst, Safety/Flight Operations Quality Assurance : Position Available: Specialist - Flight Safety Investigations Incident: Voyager CRJ2 at North Bay on Nov 12th 2021, engine shut down in flight A Voyager Aviation Canadair CRJ-200, registration C-GIXT performing flight VC-200 from North Bay,ON to Muskoka,ON (Canada) with 2 crew, was climbing out of North Bay when the right hand engine (CF34) failed at about 8000 feet MSL indicated by a rapid ITT rise and a compressor stall. The crew worked the severe engine damaage checklist and shut the engine down. The aircraft returned to North Bay for a safe landing on runway 26. Emergency services confirmed there was no fire or smoke, the aircraft subsequently taxied to the apron. The Canadian TSB reported the aircraft had undergone a heavy maintenance check just prior to the flight. Following the flight the engine intake variable guide vanes were found in full open position. The operator is investigating the occurrence. http://avherald.com/h?article=4f0923b4&opt=0 Incident: NORRA AT72 enroute on Oct 30th 2021, smell of smoke in cockpit A NORRA Nordic Regional Airlines Avions de Transport Regional ATR-72-212A, registration OH-ATG performing flight AY-1074 from Riga (Latvia) to Helsinki (Finland), was enroute when the crew detected the smell of smoke in the cockpit, donned their oxygen masks, declared emergency and continued to Helsinki for a safe landing on runway 15. Finland's Onnettomuustutkintakeskus (AIBF) rated the occurrence a serious incident and opened an investigation. No injuries and no damage were reported. http://avherald.com/h?article=4f05e561&opt=0 Nobody hurt when Yute plane burns after emergency landing in Bethel (Alaska) Nov. 23—As smoke filled the cockpit, the pilot of a Yute Commuter Air plane turned back after taking off Saturday evening in Bethel and made an emergency landing, authorities say. The Cessna 207 took off just before 6 p.m. and landed again within minutes, according to the National Transportation Safety Board. "They got a smell of smoke to begin with and then got smoke in the cockpit, so they returned immediately," said Clint Johnson, Alaska chief for the agency. The pilot got all the passengers off safely before the plane burst into flames, Johnson said. The plane sustained significant damage. The Cessna was pulled off the runway that evening and secured, he said. The cause of the fire wasn't clear. A Yute representative said the company had no comment Monday. The air service has been involved in a number of aviation incidents in recent years. Five people died in the February 2020 crash of a Yute Commuter Service plane about 12 miles southwest of Tuntutuliak. A preliminary NTSB report found the pilot had been with the company for less than a month and took off in low clouds before visibility dropped as low as a half-mile in light snow, mist and freezing fog. No one was injured when a Yute Piper PA-32 lost power after departing Aniak Airport in April 2019. The pilot told investigators he observed a loss of engine oil pressure before turning toward the closest airport at Akiak and landing off-airport on tundra, damaging the right wing, according to an investigation docket. In November 2019, a pilot and a pilot in training waited for rescue in waist-deep water when they crashed into Goodnews Bay after takeoff. The pilot reported a loss of engine power, according to an investigation docket. Bethel-based Yute provides scheduled passenger and cargo service as well as charters to Yukon-Kuskokwim communities, according to its website. The company is operated by Paklook Air. https://www.yahoo.com/news/nobody-hurt-yute-plane-burns-050100823.html US warns pilots of weapon fire as war nears Ethiopia capital NAIROBI, Kenya (AP) — The United States is warning pilots that planes operating at one of Africa’s busiest airports could be “directly or indirectly exposed to ground weapons fire and/or surface-to-air fire” as Ethiopia’s war nears the capital, Addis Ababa. The Federal Aviation Administration advisory issued Wednesday cites the “ongoing clashes” between Ethiopian forces and fighters from the northern Tigray region, which have killed thousands of people in a year of war. The U.S. this week urged its citizens in Ethiopia to “leave now,” saying there should be no expectation of an Afghanistan-style evacuation. Diplomatic efforts to stop the fighting have met resistance, but Kenya’s president told visiting U.S. Secretary of State Antony Blinken on Wednesday that Ethiopia’s prime minister in a meeting on Sunday gave the impression he was ready to consider several proposals to ease tensions and reduce violence, a senior State Department official said. Those include opening humanitarian access to Tigray and restoring government services to the region. Such steps, combined with a ceasefire agreement, could set the stage for more comprehensive peace talks, the U.S. official said. Diplomatic efforts by an African Union envoy, former Nigerian president Olesegun Obasanjo, and U.S. envoy Jeffrey Feltman continue. Ethiopia’s Foreign Ministry spokesman, Dina Mufti, told reporters that both are in Ethiopia but didn’t give details. The Addis Ababa international airport is the hub for the state-owned Ethiopian Airlines, a symbol of Ethiopia’s former status as one of the world’s most rapidly growing economies before the war. The airline in recent years became Africa’s largest and best-managed carrier, turning Addis Ababa into the gateway to the continent. Addis Ababa is also the continent’s diplomatic capital as home of the AU. The FAA advisory notes no reports of disruptions at Bole International Airport and “no indication of an intent to threaten civil aviation,” but it says the risk to approaching and departing planes could increase if the Tigray fighters encircle the capital. The Tigray fighters “likely possess a variety of anti-aircraft capable weapons, including rocket-propelled grenades, anti-tank weapons, low-caliber anti-aircraft artillery, and man-portable air-defense systems,” or MANPADS, which could reach up to 25,000 feet above ground level, the FAA advisory says. In an acknowledgment of Bole airport’s importance for onward travel for the African continent and beyond, the U.K. Minister for Africa Vicky Ford last week told reporters that Britain now advises against all travel to Ethiopia apart from the airport for departures and transfers. The Tigray forces who had long dominated the national government before current Prime Minister Abiy Ahmed took office in 2018 have approached Addis Ababa in recent weeks and joined up with another armed group, the Oromo Liberation Army, with the aim of pressing Abiy to step aside. The Tigray forces also say they are pressuring Ethiopia’s government to lift a months-long blockade on the Tigray region, which includes an Ethiopian government restriction on flights over Tigray. No food, medicine or other humanitarian aid has entered Tigray, a region of some 6 million people, for more than a month since Ethiopia’s military resumed airstrikes there for the first time since June. Ethiopian Airlines seized the world’s attention in 2019 when the crash of a Boeing 737 Max shortly after takeoff from Addis Ababa killed 157 people. That and the earlier crash of another brand-new 737 Max off the coast of Indonesia had far-reaching consequences for the aeronautics industry as it brought about the grounding of Boeing 737 Max jets until late last year. https://www.denverpost.com/2021/11/18/us-warns-pilots-of-weapon-fire-as-war-nears-ethiopia-capital/ What EMS can learn from the airline industry Crew resource management, quick reference handbooks and fatigue management strategies can improve patient care and enhance safety It may surprise you that flying a 30 ton airliner and working on an ambulance have many similarities. Both industries require decisions under pressure, teamwork, clear communication and resource management. One of the first things a pilot will learn in training is “aviate, navigate, communicate.” No matter what situation or emergency comes up, fly the airplane first. Make sure the plane is stabilized before addressing any failures. Perhaps the most famous example of failure to fly the airplane was Eastern Air Lines Flight 401. In this accident, the flight crew were distracted, dealing with a burnt-out lightbulb. The flight crew failed to recognize the airplane was slowly descending and eventually crashed into the Florida Everglades. Make sure the airplane is going in the direction you want it to, before you address the issues at hand. In EMT training, we learned early to always first address “airway, breathing, circulation.” We can sometimes get distracted by larger, more obvious traumatic injuries or symptoms and fail to assess the ABCs. Let’s assume we have a scenario where a pedestrian was hit by a car and presents with an open tibia fracture. Naturally, our eyes will likely see this first and instinctively want to address it. However, we may fail to realize that the patient is having uneven chest rise and dyspnea, possibly suggesting a pneumothorax. Any compromise to the ABCs will cause a fatality quicker than any other injury. Both the aviation and emergency service industries require decisions under pressure, teamwork, clear communication and resource management. Both the aviation and emergency service industries require decisions under pressure, teamwork, clear communication and resource management. (Photo/Getty Images) Let’s switch back to the cockpit of the airliner. You’ve just taken off when suddenly a master warning comes on and you hear over the speaker “engine fire.” Of course, you will be startled when you see the warning and it takes a lot of training and discipline to temporarily ignore the alert and fly the plane. Every flight instructor will tell you to just sit back and wait until you get the aircraft stabilized. Flying an airplane into a telephone tower near the departure will kill you much faster than that engine on fire. It may seem like an obvious point, but when that stressful moment hits, you need to always remember to address those fundamental lifesaving elements. At many airlines, the top line of the emergency checklist usually reads “Fly the airplane.” I once heard of a great example of this principle being used in EMS. During the start of the opioid epidemic, many services were administering naloxone and reactively waiting for respiratory rates to increase. One service decided to tape their naloxone spray to the BVM as a reminder that while naloxone may help reverse the overdose, assisting ventilations will certainly address the root problem. CHECKLISTS/QUICK REFERENCE HANDBOOKS For every flight, there are nine different checklists I have to complete between pushing back at the gate and returning after landing. Prior to a checklist being complete, we do what's called a “flow.” The flow is a memorized pattern of steps that configure the airplane for a particular phase of flight. After the flow is done, the other crew member calls for the checklist which verifies everything has been done correctly. A phrase pilots know too often is “checklists are written in blood.” There are numerous incidents/ accidents attributed to either a checklist not being followed or incorrectly written. In 1988, a Delta Air Lines Boeing 727 crashed shortly after takeoff. One of the causes of the crash was that the flaps were not extended prior to take off. Flaps assist in the airplane’s takeoff performance and without the correct setting, the plane may not be able to climb safely from the runway. You may ask yourself, how does a professional flight crew forget to do such a critical thing like lower the landing gear or set the flaps? While it may seem like a simple situation, hindsight is always 20-20. Distractions or out-of-the-ordinary circumstances can result in missed checklist items. Checklists are the last line of defense to ensure all the critical items are accomplished. Pilots are taught that any interruption of the checklist requires a redo. There are many sequences and procedures in EMS that require certain steps to be done in a correct order. Chances are you have done a few of them. An example many operators use includes “the five rights of medication.” Prior to administering medication, there is a list of five things we check. During ambulance checkout, our service uses a digital checklist to make sure all the required items are onboard. Nothing would be more unprofessional than showing up to a cardiac arrest to find the AED battery is dead. On board every jet aircraft is a manual/card called “The Quick Reference Handbook” or commonly called “QRH.” The QRH contains a step-by-step checklist that deals with a specific emergency. It is laid out in an easy to navigate format. In the case of an engine fire, after verifying the plane is in a safe trajectory, the pilot would say, “QRH, engine fire.” The co-pilot would pull out the book and follow the steps. When a patient is unable to maintain their airway, you decide to intubate. A seasoned medic will likely have this procedure memorized. Yet, medical errors still happen. Between 2000 and 2008, a John Hopkin’s Study showed that 250,000 deaths were attributed to medical errors. While human error does not account for all of these deaths, we can help to reduce the fatalities associated by the use of improper procedures. So, if our medic is about to perform this intubation – why not ask the other EMT to pull out the “Medic Reference Handbook” and read/confirm the steps. The less you have to rely on memory, the better. CREW RESOURCE MANAGEMENT (CRM) In 1978, a United Airlines jet was circling over Portland, Oregon, troubleshooting a landing gear problem. They circled for over an hour, burning all their reserve fuel and ended up crashing due to fuel starvation. While the other pilots informed the captain of the deteriorating fuel situation, the captain failed to recognize and act on the situation. This was a monumental moment in the airline industry. After this accident, airlines moved away from the a captain is all-powerful mentality to inviting other members to voice their concerns. This lesson taught us that no matter how experienced you are, people make mistakes. It’s OK to make mistakes, but it’s not OK to ignore them. When flying an airliner, the captain and the first officer become a team. In order to have an effective team, we need to communicate. Every time I change the path of an aircraft, I confirm it with the other pilot. Open communication acts as a barrier against mistakes. When coming in to land, only one pilot physically lands the airplane, while the other monitors speed, altitude, configuration, etc. Sometimes, the pilot landing can get fixated on one detail and fail to recognize another, e.g., that the speed is decaying. It’s the other pilot’s responsibility to speak up and say “airspeed low.” This is not taken as a criticism of the landing pilot, but a joint responsibility for safety. EMS organizations also have to ensure a culture is created where people can freely express concerns and work as a team. Part of CRM is knowing how to delegate responsibilities. A message often conveyed to new airline pilots is “expand your team.” When dealing with a chaotic situation, both pilots and EMTs can get very task saturated. Instead of trying to multitask multiple issues, think of other agencies that can assist. When an emergency happens in flight, we have resources such as dispatchers, air traffic controllers, flight attendants and off-duty pilots all at our disposal. Instead of trying to do everything, I can ask them to work for me. If I need weather information, runway data or rescue equipment, I’ll simply ask ATC to coordinate that for me while I deal with the emergency on hand. I want almost all my focus to be inside the cockpit – not on minor distractions. If you are on scene, providing patient care, do not hesitate to bring additional resources. You will be able to operate more efficiently and provide better patient care by removing distractions such as crowd control, traffic flow, extrication, etc. TRAINING, TRAINING AND MORE TRAINING Every year, all airline pilots are required to go back to the simulators to practice emergency procedures and other non-standard operations. In addition, many airlines have quarterly eLearning modules that cover topics such as aircraft systems, weather, airport ops, company procedures, etc. Pilots are also required to maintain currency in the number of landing and instrument approaches they conduct. But currency and proficiency are two separate issues. Many EMS services require monthly continuing education requirements as a means to maintain certification. Depending on the type of service, some rescue crews don’t use some pieces of equipment for long periods of time. Most pilots will never experience an engine failure in their careers. This doesn’t give us an excuse to not be prepared. Each year, pilots get a new scenario to deal with to make sure they are fully capable to handle any emergencies. Training teams in EMS services can create new scenarios with the goal of practicing with different pieces of equipment or apparatus. Scenario-based training is an excellent way to remain competent in our skills. Perhaps the most valuable part of the training is the debrief. In flight simulators, instructors have the ability to replay the flight with data and provide insight as to how the lesson went and what improvements could be made. In EMS, you can designate an observer to watch the drill to provide some highlights or suggestions. FATIGUE MANAGEMENT One of my first days of Airline training, the instructor told us very bluntly, “no one should die because you were too tired to fly.” Studies have shown that flying fatigued has the same effect as drunk driving. The danger with fatigue is that small errors can start to accumulate before the crew may notice. Federal law dictates how much a pilot can fly and there is an entire department at the airline monitoring our duty/flight time to ensure we don’t exceed our limits. Even if we haven’t exceeded our legal limit but feel that we are too fatigued to fly, airlines have a “call in honest” policy. We will be removed from flying or delayed at the hotel if we do not feel adequately rested for the flight. Pilots and first responders both work 24/7 and often start/stop work at odd hours. To mitigate the effects of fatigue, EMS organizations should provide areas for crews to nap/ rest and offer other ways to combat acute fatigue, such as workout spaces or caffeine stations. Below many major airports, airlines have crew lounges set up where crew members can nap, relax, drink coffee and, in some airports, workout. The nature of EMS and flying does not make us immune to fatigue, but there is a way to mitigate it. EMS supervisors should also be cognizant of how much their members work and offer education on how to avoid chronic fatigue. QUALITY ASSURANCE Most people know that airplanes contain a black box which records data of the aircraft used in the investigation of an accident. However, the latest trend in safety is to be proactive rather than reactive. Airlines routinely download this data and run reports on safety trends at the airline. This process is called “Flight Operational Quality Assurance” (FOQA). The data is analyzed by a special team called gatekeepers, who will reach out to the crew in a non-punitive way to ensure they remedy any issues. QA is a very powerful tool. For example, let's say an airline noticed airplanes were landing 10 knots faster than usual at a particular airport. The increased landing speed can increase the risk of the airplane over running the runway. Through the analysis process, the airline can see if the problem was caused by training, procedure, air traffic control, environmental reasons, etc. At the airline I work for, we get monthly newsletters highlighting the safety trends and some potential ways to mitigate these issues. QA teams in both EMS and aviation have the ability to boost safety and make sure that teams are correctly following set guidelines. Sometimes people are following procedures, but the procedure could be incorrect, outdated, confusing, etc. QA is the only way to catch these errors and continuously improve the operation. QA members need to constantly exercise data discretion and emphasize to members that the data cannot be used for disciplinary action. BEST OUTCOMES Hopefully by now you have seen how the structure of the airline industry can assist the EMS community in providing the best outcomes for patients. Many of the lessons learned in aviation are a result of accidents or incidents – some of which were very avoidable. So next time you board a flight, take a second and think about the careful coordination being done up front and think to yourself, how can we adopt this philosophy? https://www.ems1.com/ems-management/articles/what-ems-can-learn-from-the-airline-industry-dJXwYDVRjBblEE6B/ Canada Limits 5G To Protect Air Travel Canada’s Department of Innovation, Science, and Economic Development (ISED) has decided to restrict certain 5G services because they would interfere with radio altimeters, a crucial component of aircraft navigation systems. Radio altimeters tell pilots where their planes are relative to Earth. If radio altimeters are not functioning properly, then aircraft could crash upon landing, or fly into mountains or hills. No one wants a loved one to be on a plane with a malfunctioning radio altimeter. On Thursday, ISED, acting on the results of a study initiated in August, concluded that without further restrictions, 5G services in the 3.45 -3.65 GHz band would pose dangers to radio altimeters, which operate in the 4.2 - 4.4 GHz band. The Canadian restrictions include “exclusion zones” around 26 airports where outdoor 5G base stations would not be permitted to operate—but indoor 5G operations would be allowed. ISED has also established “protection zones” where 5G operations would be allowed, with restricted power. Furthermore, ISED requires, until it decides otherwise, that the 5G antennas tilt down, rather than horizontally or upward, so as not to interfere with the radio altimeters. These restrictions would be in effect until both domestic and international studies have come to a definite conclusion about the scope of the problem. ISED’s concerns about the potential interference with altimeters by 5G operations in the 3.45 - 3.65 GHz band in Canada emerge the same week that the FCC completed the auction of licenses in the 3.45 – 3.55 GHz band in the United States for more than $20 billion. The FCC order authorizing the auction has no mention of altimeters, much less potential interference. Similar discussion is going on in the United States, following the planned rollout of 5G in the 3.7 - 4.2 GHz section of spectrum known as the C-Band, originally due on December 5, now postponed until January 2022. Last year the Federal Communications Commission auctioned the rights to licenses in the C-Band to, among others, Verizon, AT&T, and T-Mobile to use for 5G services. These companies paid over $80 billion for spectrum that would help provide consumers with faster mobile Internet services. The C-Band is much closer to the spectrum used for altimeters, and consequently the C-Band would reasonably pose greater interference concerns than the 3.45 - 3.55 GHz band. The FCC order authorizing the C-Band auction mentions altimeters but makes no specific accommodation for them. ISED’s notice concerning interference with altimeters coincides with a Friday letter to Federal Communications Commission Chair Jessica Rosenworcel from House Transportation and Infrastructure Chairman Peter DeFazio (D-OR) and Chairman Rick Larsen (D-WA) of the Subcommittee on Aviation. They wrote, “with the FCC’s administrative process mostly complete, we’re now on the precipice of a dangerous situation in which the safety of flight hangs on the telecom industry’s decision regarding when to switch on its 5G networks.” The Federal Aviation Administration warned airlines and aircraft manufacturers in a November 2 Special Airworthiness Information Bulletin that 5G transmitters could interfere with the radio altimeters. Chairmen DeFazio and Larsen called on the FCC to “prohibit any 5G broadband transmissions in the C-band until the FAA has conducted a robust risk assessment and has concluded either that no mitigations are necessary or that all necessary mitigations are in place.” This issue, although only now making headlines, was raised by the FAA over two years ago. Last year, in December 2020, in a letter to the Commerce Department, U.S. Department of Transportation Deputy Secretary Steven Bradbury and FAA Administrator Steve Dickson wrote, “as the Executive Branch expert on transportation safety, DOT is concerned about the safety impact upon aviation that may result from FCC’s action. Recent testing and analyses reveal the potential for harmful interference to radar altimeters installed in thousands of commercial transport aircraft, general aviation aircraft, business jets, and helicopters.” The Commerce Department chose not to enter this letter into the FCC docket. The safety measures proposed by Canada to protect altimeters from interference from 5G operations in the 3.45 - 3.65 GHz band exceed those in the United States in either the 3.45 - 3.55 GHz Band or the C-Band. It is surprising that the FCC moved forward with 5G licenses in bands that might cause interference to altimeters over the safety concerns of the FAA and now despite the concerns of Canadian government officials. Should the FCC notify auction bidders that there are potential safety concerns before an auction, or only after an auction when bidders have already committed tens of billions of shareholder dollars? These are matters that need to be resolved, preferably before an aircraft experiences harmful interference to its radio altimeter. https://www.forbes.com/sites/dianafurchtgott-roth/2021/11/21/canada-limits-5g-to-protect-air-travel/?sh=17bcf8737247 Dubai 2021: Airbus received orders for 408 aircraft At the first major air show since the COVID-19 pandemic two years ago, customers demonstrated their confidence in the aviation industry’s recovery and indeed in Airbus by placing orders and commitments for a total of 408 aircraft (269 firm orders and 139 commitments). The agreements covered the full range of commercial aircraft families, including a first commitment for the A350F freighter product. At a pre-show event, Airbus presented its latest global market forecast, highlighting the progressive shift in demand from expanding fleet growth to the accelerated retirement of older, less fuel-efficient aircraft, which will result in the need for some 39,000 newly built passenger and freighter aircraft. Of these, 15,250 aircraft (about 40%) are scheduled for replacement. With the UAE Universal Expo set to focus on mobility, sustainability, and opportunity, on the eve of the show Airbus illuminated the Burj Khalifa, the world’s tallest building, displaying its company purpose – «Pioneering sustainable aerospace for a safe and united world» – on the façade of this iconic Dubai building, at a time when connecting with people and cultures is more important than ever. On the opening day of the show, airlines in Indigo Partners’ portfolio placed a firm order for 255 A321neo Family aircraft, including 29 XLRs. The order breakdown is as follows Wizz Air 102 aircraft (75 A321neo + 27 A321XLR); Frontier 91 aircraft (A321neo); Volaris 39 aircraft (A321neo); JetSMART 23 aircraft (21 A321neo + 2 A321XLR). On the second day, Air Lease Corporation signed a commitment for 111 aircraft covering the full range of aircraft families, including the new A350 Freighter (25 A220-300s, 55 A321neos, 20 A321XLRs, four A330neos, seven A350Fs). Along with the orders, ALC and Airbus announced the first joint ESG plan in aircraft procurement – a joint Sustainability Fund – to encourage industry decarbonization solutions. On the third day, Jazeera Airways committed to purchasing 28 A321neos and Nigeria’s Ibom Air became a new Airbus customer with a firm order for 10 A220s. In defense, Airbus sold a further two Airbus A330 Multi Role Tanker Transport (MRTT) Airbus A330s to the United Arab Emirates Air Force and Air Defense and also secured a new export order for two new-generation A400Ms from the Indonesian Ministry of Defense. At the show, Airbus also highlighted its ambition to play a leading role in the development of innovative and sustainable solutions for urban air mobility, building on partnerships and technologies to bring the product to the market by 2025. https://www.aviacionline.com/2021/11/dubai-2021-airbus-received-orders-for-408-aircraft/ Brussels Airlines Expands Its Fleet With A 9th Airbus A330 Jet On November 22nd, Brussels Airlines announced that it will be adding a 9th Airbus A330 to its fleet. However, according to the airline’s statement, this new aircraft won’t be coming anytime soon, with an operational start of June 2022. The new addition rebuilds the Brussels long-haul fleet and facilitates growth in the African market. Seven months’ notice While we’re used to hearing about fleet expansions extremely early when it comes to brand new aircraft (that may not necessarily be produced yet), it’s interesting to have Brussels Airlines announce an additional A330 some seven months in advance. The airline says that its 9th Airbus A330 will “become operational” in the Brussels Airlines fleet as of June 2022. The carrier exclusively operates the -300 variant of the A330, it should be a safe bet that this 9th aircraft will be the same. The additional widebody will be used by the carrier to support its African operations, as it noted in Monday’s statement: “With the extra capacity, the Africa expert of the Lufthansa Group will reopen the West African stations Conakry and Ouagadougou and add frequencies on its routes from Brussels Airport to Freetown, Monrovia, Banjul and Lomé.” -Brussels Airlines Shrinking and growing At this time, Brussels Airlines has a total of eight Airbus A330-300s. However, in previous years, the carrier had as many as 12. This figure went down to 10 just before the global health crisis and was brought further down to just eight due to industry-wide challenges. This fleet reduction was part of the carrier’s “turnaround program in 2020.” One route suspended in 2020 was its African service to Conakry (Guinea) and Ouagadougou (Burkina Faso). The inclusion of this 9th jet will allow the carrier to resume this service and will see it operate three weekly flights to the West African nations, “as well as add additional frequencies to Freetown, Monrovia, Banjul, and Lomé.” “We always said that we would go for growth as soon as market conditions permitted. As we see a strong demand in the West African market, we want to take the opportunity to go for growth and invest in an expansion of our African network. –Peter Gerber, CEO, Brussels Airlines Where will this aircraft come from? The airline didn’t specify exactly which aircraft would be its 9th A330. However, the airline’s announcement noted that the jet would be an “allocation,” indicating that it would likely come as a reshuffle within the Lufthansa Group. We do know that the airline “lost” its other A330s to Eurowings over the course of the pandemic. Of course, these jets have been repainted and reconfigured to meet Eurowings’ needs, but it might be more profitable for Lufthansa Group to shift one of these aircraft back to Brussels Airlines. Otherwise, there are a number of SWISS A330-300s stored in Amman (Jordan) at the moment. Ultimately, we’ll have to wait and see where this allocated aircraft will come from. https://simpleflying.com/brussels-airlines-9th-airbus-a330/ From pilots to ramp agents - U.S. airlines go all out to staff up CHICAGO (Reuters) - From offering premium pay to hefty signing bonuses or poaching workers from other airlines, American carriers are scrambling to ramp up staffing for the holiday season and prevent disruptions that marred air travel this summer. After sacking thousands of workers during the depths of the pandemic, the industry is grappling with shortages of pilots, flight attendants and customer service agents. Critics say the staff crunch is of the airline industry's own making as the savage job cuts last year, despite an infusion of $54 billion in federal aid to help cover payroll expenses, left it ill-equipped to handle the snapback in air travel. With willing workers in short supply across the United States and companies frantically vying for them, carriers are being forced to spend more to attract talent. "The reality is that the hiring environment has changed as a result of the pandemic," American Airlines' chief operating officer, David Seymour, told employees in a memo this month. Piedmont Airlines, American's subsidiary, is trying to lure pilots with a $180,000 bonus offer. United Airlines is offering a $5,000 signing bonus for a ramp agent position in Boston. Spirit Airlines has bumped up wages for its ramp agents by 30%. The ultra-low-cost carrier is offering a one-time graduation bonus of $1,250 and up to $4,500 a year in tuition reimbursement to flight attendants. The rush to hire in a tight labor market is driving up costs at a time when soaring jet fuel prices and higher airport charges are also squeezing profits. Southwest Airlines' wage expense as a percentage of revenue is up by 14 points this year versus 2019. There have been similar increases in salary costs at other carriers including United and American. Yet headcount at U.S. scheduled air carriers in October was 14.3% below the pre-pandemic peak. By contrast, employment at restaurants and bars, struck equally hard by pandemic lockdowns, is just 6.4% below its peak before the COVID-19 outbreak. FADING ALLURE Industry experts attribute the sluggish recovery to the fading attraction of jobs with passenger airlines. Wages for some entry-level airline jobs, particularly low-skilled ones, pale in comparison with those in other industries even as the work has become more challenging. The situation is worse at regional carriers, which operate 43% of the flights of American, United and Delta Air Lines Inc . These companies provide connectivity to low-density networks, but their pilots and crews are paid far less. Even at the regional airlines that are subsidiaries of American and Delta, the wage gap is huge. For example, entry-level flight dispatchers at American earn more than twice the amount made by their counterparts at Piedmont Airlines. There is a similar gap between pay scales at Delta and its regional unit Endeavor Air. Keturah Johnson, who heads the union for Piedmont's flight attendants, said a lot of workers have been forced to pick up a second job as the wages at the regional carrier are not high enough to cover living costs. Piedmont's flight attendants last month voted to authorize a strike, demanding better pay and benefits. "We are fighting for a livable wage," said Johnson. A CRISIS LONG IN THE MAKING Analysts say the labor crisis was in the making long before COVID-19 hit the industry. They trace its genesis to a wave of bankruptcies and consolidations after the 9/11 attacks, which made carriers too cost-conscious and excessively focused on productivity. As airlines slimmed down, they became more reliant on employees logging more hours. The Association of Flight Attendants estimates the workload of flight attendants increased by at least 25% after 9/11. The pandemic-induced plunge in air travel prompted the industry to double down on cost cuts, leaving it with the lowest headcount in more than three decades. Meanwhile, quarantine requirements or illness further depleted its resources. "COVID was the tipping point," said Henry Harteveldt, founder of travel consultancy Atmosphere Research Group. "It ripped the protective layer of the airline industry and exposed many of its underlying challenges." Airlines resumed hiring this spring as dipping COVID-19 cases brought passengers back. But the supply of new pilots is limited, and cargo carriers of Amazon.com Inc, United Parcel Service Inc and FedEx Corp are also vying for them. Faye Malarkey Black, head of the Regional Airline Association, said the supply of new pilots fell 60% in 2020. This year, it is about 36% below pre-pandemic levels, she said. Worries about a looming pilot shortage have dogged the industry for years. That did not stop carriers last year from pausing hiring and offering buyouts and retirement packages to thousands of aviators. SOARING ATTRITION RATE Faced with a crunch, they are now heavily poaching from regional carriers. SkyWest Inc, which operates flights for Delta, American and United, last month said its attrition rate is running into double digits. To be sure, regional airlines have been losing pilots to major carriers for years. But Black said that trend is now "on steroids." Subodh Karnik, chief executive of Georgia-based ExpressJet Airlines, likened the demand for pilots to the frenzy in the U.S. housing market where houses are getting flooded with offers within days of their listing. He said one-fifth of the pilots at regional airlines are getting snatched away by big passenger and cargo carriers even before they can complete their mandatory training. Inadequate staffing runs the risk of causing operational meltdowns of the kind that have led to a spate of high-profile flight cancellations in recent months. Carriers such as American and JetBlue are offering bonuses, higher pay and other incentives to ensure they have enough workers for what is shaping up as the busiest holiday season in two years. If the shortages persist, Karnik warned that major carriers could stop servicing less profitable routes. United has decided to drop eight routes in the U.S. Midwest and South from its network. The airline's chief executive, Scott Kirby, told travel news industry website Skift last week that the cuts were the result of a pilot shortage. "We don't have enough pilots to fly all the airplanes," he said. https://www.yahoo.com/finance/news/pilots-ramp-agents-u-airlines-110505511.html Voyager Space acquires majority stake in Space Micro SAN FRANCISCO – Voyager Space Inc. is acquiring a majority stake in Space Micro Inc. as part of a deal designed to help the San Diego-based supplier of space electronics and satellite components expand operations to meet demand. Terms of the deal were not disclosed in the Nov. 22 news release. Space Micro is the sixth acquisition by Voyager, a firm established in Denver in 2019 to create a vertically integrated, publicly-traded space exploration company. “Today marks a huge step in our growth trajectory,” David Strobel, Space Micro co-founder and chairman, said in a statement. “The satellite constellation market stands at the tipping point of explosive expansion and now, with the Voyager team and operational functions by our side, we will be prepared to scale our technologies to meet these market needs.” Space Micro, founded in 2002, supplies NASA, the U.S. military and commercial space companies with computers, image-processing subsystems, software-defined radios and other space components. In recent years, the firm has won contracts and established partnerships with government agencies and companies seeking access to its optical communications technology and software-defined radios. “Expanding our already rapidly growing laser and optical communications systems is a top priority going forward,” David Czajkowski, Space Micro co-founder and CEO, said in a statement. “We have an unbeatable record of zero in-orbit failures since our first launch, and that’s a record we seek to maintain as we continue to grow these critical, high-demand satellite technologies.” Space Micro customers include NASA, the U.S. Space Force, U.S. Air Force, U.S. Space and Missile Systems Center, U.S. Special Operations Command and the German space agency DLR. In addition, Space Micro announced a contract in October to deliver ten of its Nanocom software-defined radios to Lockheed Martin for inclusion in the satellites Lockheed Martin is building for the Space Development Agency’s Transport Layer Tranche 0 satellite communications constellation. Matthew Kuta, Voyager president and chief operating officer, said in a statement, “What Space Micro has accomplished on their own is outstanding – and they have a diverse customer base to prove it. Now in partnership with Voyager, Space Micro will have the opportunity to expand its technology footprint and remain at the forefront of innovation for advanced satellite and communications systems.” Voyager previously acquired Valley Tech Systems, NanoRacks, The Launch Company, Altius Space Machines and Pioneer Astronautics. https://spacenews.com/voyager-acquires-space-micro/ Analyst, Safety/Flight Operations Quality Assurance Job Locations US-TX-Irving ID 2021-4254 Category Safety/Security Position Type Regular Full-Time Overview Who we are: Would you like to work for a stable, secure, and fast-growing airline where you will be stimulated, challenged, and have the opportunity to develop your career? If so, read on! Come and work with the best of the best at Envoy Air where you will join a team committed to providing outstanding service. We offer: · Amazing employee flight privileges within the American Airlines global network · Training and development programs to take your career to the next level · Comprehensive health and life benefits (subject to location) Responsibilities How will you make an impact? Responsibilities · Assist in the continued development of the FOQA Program · Support Manager of Flight Safety with the daily administration of the FOQA Program · Coordinate FOQA data collection with Maintenance Planning · Manage data processing and storage (including processing by the analysis system) and screen the data for accuracy and integrity · Track external media and aircraft recording conditions to maintain un-interrupted flow of data · Interface with senior management, ALPA and FAA representatives · Work with engineers and vendors to troubleshoot and diagnose problems, evaluating and implementing actions · Assist Manager of Flight Safety with data analysis as assigned · Create monthly preparation of FOQA trend analysis reports for FOQA Monitoring Team (FMT) · Support Manager of Flight Safety with facilitation of FMT meeting · Present FOQA information to various internal and external groups such as senior management, pilots, industry, and government agencies · Contributes to internal newsletters as well as external safety related publications, communicating significant trends to internal and external audiences · Maintain records of FOQA corrective action items · Performs administrative functions as assigned to maintain program efficiency · Others tasks as assigned · Requires planned and unplanned overnight travel Qualifications Who are we looking for? Requirements · Minimum age: 18 · Bachelor Degree or equivalent amount of Commercial Aviation work experience · Ability to effectively use Microsoft Word, Excel, Outlook, WBAT, Intelex and PowerPoint · Possess the legal right to work in the United States · Ability to read, write, fluently speak and understand the English language · Experience with data analysis and trending preferred · Experience in working effectively under extreme deadline pressure preferred · Knowledge and proficiency in the Austin Digital EMS software, Google Earth, and CEFA flight animation preferred · Possession of a Commercial Pilot, Dispatcher or A&P Certificate is preferred Please note: The description is intended to provide a brief overview of the position. It’s not intended to be an exhaustive list of all responsibilities, duties, expectations, and skills required of those in this position. Duties and expectations may be subject to change at any time. Envoy Air is an Equal Opportunity Employer – Minorities/Women/Veterans/Disabled. Envoy Air Inc., a wholly owned subsidiary of American Airlines Group, provides regional flight service to American Airlines under the American Eagle brand and ground handling services for many American Airlines Group flights. The company was founded in 1998 as American Eagle Airlines, Inc., following the merger of several smaller regional carriers to create one of the largest regional airlines in the world. Envoy is headquartered in Irving, Texas, with hubs in Dallas/Fort Worth, Chicago and Miami, with a large ground handling operation in Los Angeles. Connect with Envoy on Twitter @EnvoyAirCareers, on Instagram @EnvoyAirCareers, and on Facebook at Facebook.com/envoyaircareers and Facebook.com/EnvoyPilotRecruitment. APPLY HERE Specialist - Flight Safety Investigations UNITED STATES, GEORGIA, ATLANTA CORP. SAFETY, SECURITY & COMPLIANCE 10-NOV-2021 REF #: 10815 HOW YOU'LL HELP US KEEP CLIMBING (OVERVIEW & KEY RESPONSIBILITIES) The Specialist - Flight Safety Investigations reports to the Manager - Safety Investigations and functions as a member of the Flight Safety Accident/Incident Investigation Team. In that capacity, the Specialist will be the primary safety investigator on-call for Delta Air Lines with an on-call rotation every three to four weeks. As the investigator on-call, the Specialist will generally lead all Flight Safety investigations and NTSB coordination efforts during their on-call period. In addition to acting as an investigator, the Specialist will be a primary point of contact in Flight Safety for safety-related issues. The Specialist practices safety-conscious behaviors in all operational processes and procedures. Job Responsibilities: · Acts as a primary investigator for operational accidents, incidents, irregularities, and trends. · Acts as investigator or assisting investigator, on an as-needed basis, for other operational accidents, incidents, irregularities, and trends. · Acts as ICAO Annex 13 airline representative, or assisting representative, for accident, incident, and irregularity investigations. · Develops and publishes Flight Safety investigation reports. · Regularly reviews operational reports and data to identify incidents and irregularities for follow-up investigation. · Develops safety recommendations in conjunction with all operational divisions. · Interfaces with Line Safety Coordinators during applicable safety investigations. · Reviews, develops, and coordinates the publication of safety articles. · Reviews and evaluates applicable research material and results of industry seminars of interest to Flight Safety and Corporate Safety, Security, and Compliance. · Acts as an alternate Investigation Team Coordinator and assists the Manager - Safety Investigations with coordinating Investigation Team activities. · Provides assistance to the NTSB during non-Delta Air Lines local or national investigations. · Provides technical assistance to Delta Air Lines partners and personnel regarding investigation procedures and techniques. · Practices safety-conscious behaviors in all operational processes and procedures. · Develops both strategic & tactical plans that create a safety-conscious environment resulting in employee safety & well-being. WHAT YOU NEED TO SUCCEED (MINIMUM QUALIFICATIONS) · Must possess a Bachelor’s degree, or higher, or have compatible work experience. · Should have a general understanding of the operational divisions of a Part 121 major air carrier, including Flight Operations, Technical Operations, In-Flight Service, Airport Customer Service, and Cargo Operations. · Should have an understanding of the role of a Flight Safety department at a Part 121 major air carrier. · Must have a detailed understanding of NTSB accident/incident investigation procedures and techniques. · Must be able to efficiently and effectively investigate major air carrier accidents and incidents. · Should be able to write clear, concise, technical reports, and articles. · Should be able to speak effectively to diverse audiences. · Should be able to work effectively with fellow employees as well as outside agencies and organizations. · Should have PC-based computer skills, including the use of common database and Microsoft Office software. · Must be able to travel worldwide at short notice. · (If applying Internally) Must be performing satisfactorily in present position. · Where permitted by applicable law, must have received or be willing to receive the COVID-19 vaccine by date of hire to be considered for U.S.-based job, if not currently employed by Delta Air Lines, Inc. · WHAT WILL GIVE YOU A COMPETITIVE EDGE (PREFERRED QUALIFICATIONS) · Should have successfully completed an accredited training course in safety, or compatible work experience, that includes accident investigation procedures and techniques. · Hands-on experience during NTSB, ICAO Annex 13, or military accident investigations is desired. · FAA pilot certificate, maintenance certifications, or equivalent military experience are desired. Curt Lewis