Flight Safety Information - May 27, 2022 No.102 In This Issue : Incident: United B764 near Boston on May 21st 2022, engine overheat : Incident: El Al B738 at Tel Aviv on May 26th 2022, hydraulic failure : Incident: United B738 at San Francisco on May 24th 2022, could not retract gear : Incident: Uzbekistan B788 near Trabzon on May 25th 2022, engine shut down in flight : Air Force changes formation approach rules — again — after fatal training jet crash : Pilot's disorientation, weather led to Lafayette plane crash that killed five, NTSB says : Oshkosh to welcome 10,000 aircraft during annual fly-in : FAA Inspector Took 'Money and Hookers' To Ignore Violations : Cabin safety: the invisible part of service : New Airbus facility to research cryogenic fuel systems for next-gen hydrogen planes : EULEN America Receives ISAGO Certification from the International Air Transport Association (IATA) : Aerolíneas Argentinas To Give Simulator Training To Aeromexico Pilots Incident: United B764 near Boston on May 21st 2022, engine overheat A United Boeing 767-400, registration N68061 performing flight UA-120 from Newark,NJ (USA) to Barcelona,SP (Spain) with 238 people on board, was enroute at FL310 about 100nm east of Boston,MA (USA) when the crew reported the left hand engine (CF6) overheated. The aircraft descended to 17000 feet, dumped fuel and returned to Newark for a safe landing on runway 22R at a slightly higher than normal speed (reduced flap setting). The flight was cancelled. The occurrence aircraft returned to service about 31 hours after landing back. https://www.avherald.com/h?article=4f967c27&opt=0 Incident: El Al B738 at Tel Aviv on May 26th 2022, hydraulic failure An El Al Boeing 737-800, registration 4X-EKT performing flight LY-224 from Nice (France) to Tel Aviv (Israel) with 170 people on board, was descending towards Tel Aviv when the crew received indications of a hydraulic failure affecting the landing gear. The aircraft entered a hold at FL080 for about 15 minutes, then continued for a safe landing on runway 26 about 30 minutes after levelling off at FL080. The aircraft vacated the runway and stopped on the parallel taxiway. The aircraft is still on the ground in Tel Aviv about 7 hours after landing. https://www.avherald.com/h?article=4f967498&opt=0 Incident: United B738 at San Francisco on May 24th 2022, could not retract gear A United Boeing 737-800, registration N12216 performing flight UA-574 from San Francisco,CA to Houston Intercontinental,TX (USA), was climbing out of San Francisco's runway 01R when the crew stopped the climb at 7000 feet reporting the retraction of the landing gear had failed. The crew worked the related checklists trying to resolve the problem but ultimately needed to decide to return to San Francisco for a safe landing on runway 28L about 35 minutes after departure. A replacement Boeing 737-800 registration N39297 reached Houston with a delay of 7.5 hours. The occurrence aircraft returned to service about 14 hours after landing back. https://www.avherald.com/h?article=4f965538&opt=0 Incident: Uzbekistan B788 near Trabzon on May 25th 2022, engine shut down in flight An Uzbekistan Airways Boeing 787-8, registration UK78702 performing flight HY-273 from Tashkent (Uzbekistan) to Istanbul (Turkey) with 240 people on board, was enroute at FL400 about 90 eastsoutheast of Trabzon (Turkey) when the crew decided to divert to Trabzon due to technical reasons. The aircraft landed safely on runway 11 about 40 minutes later. The airline reported the aircraft diverted to Trabzon due to technical reasons. A replacement aircraft was dispatched, the passengers were taken to hotels. A passenger reported they were diverting on single engine (GEnx). A replacement Boeing 767-300 registration UK67003 was dispatched from Tashkent to Trabzon as flight HY-3273, resumed the flight and reached Istanbul with a delay of about 14 hours. The occurrence aircraft is still on the ground in Trabzon about 22 hours after landing. https://www.avherald.com/h?article=4f9649e3&opt=0 Air Force changes formation approach rules — again — after fatal training jet crash Investigation report released Wednesday finds miscommunication, instructor mistakes led to student’s death in Texas Second Lt. Anthony D. Wentz, 23 of Falcon, Colo., was killed Nov. 19, 2021, in a T-38 mishap at Laughlin Air Force Base, Texas. The Air Force has revised its rules for practicing tandem runway approaches in fighter pilot training, after a collision between two T-38C Talon jets killed one pilot and injured two others last November. It’s the second time in two years that the Air Force has changed its flight protocols regarding formation flights, in which two aircraft fly side-by-side before one or both jets touch down. Both updates were spurred by the deaths of airmen who crashed while attempting the maneuvers. “Shortly after this mishap, Air Force officials expanded pilot training guidance concerning practice formation approaches that have one aircraft landing and the other performing a low approach,” service spokesperson Capt. Lauren Woods told Air Force Times Wednesday. The changes raise the minimum altitude required for the maneuver, standardize radio protocols, flesh out mission briefing requirements and stress the importance of deconfliction, Woods said. She did not specify how high the jets must be or when the policies were updated. The service’s multi-month inquiry found the mishap on Nov. 19, 2021, at Laughlin Air Force Base, Texas, was caused by faulty communication and an instructor’s negligence. Second Lt. Anthony Wentz, 23, died while attempting a two-jet formation approach with two instructor pilots on a runway at Laughlin, one of the service’s pilot training hubs and home of the 47th Flying Training Wing. Air Education and Training Command banned formation landings in March 2020 following another fatal mishap that killed two T-38 pilots in 2019. However, landing at the same time on the same runway is still allowed in emergencies, and airmen can still practice formation approaches as long as one jet swoops low but does not touch down. One instructor is still recovering from multiple life-threatening injuries six months later and could not be interviewed for the investigation, while the other’s minor injuries have healed. Both remain on active duty. Wentz was practicing his fourth formation approach of undergraduate pilot training in the T-38C, according to the results of an Air Force investigation published Wednesday. Talon jets prepare airmen to fly fighter and bomber aircraft. One teacher flew in the backseat while Wentz commandeered the T-38, and the other flew their jet alone in what was deemed a low-risk sortie. The two instructors, called Mishap Instructor Pilots 1 and 2 in the report, failed to adequately communicate and confirm which of the pair of planes would land, investigators said. Instructors further complicated the situation by using conflicting techniques to position the jets, as did the student’s confusion about which planes used which call signs at various points in the flight. “MIP2 failed to recognize a precarious situation developing … and failed to intervene and prevent [their aircraft] from impacting [the other aircraft],” the report said. Formation flights allow two planes to offer mutual support during a mission, and can come in handy in situations ranging from quick airborne refueling to aiding a malfunctioning aircraft. “Practicing formation approaches during pilot training, both in the lead and wing position, remains important as it prepares pilots for the potential situation where an aircraft in the formation is unable to return to an airfield without assistance,” the report said. But there’s no guidance or standards to define the “one up/one down” maneuver, as a formation approach with only one landing is called, either at Laughlin or in pilot instructor training, the Air Force said. Investigators also found that instructors have different ideas about how to deconflict landings, even though official guidance does exist on that issue. Wentz graduated in 2020 with a bachelor’s degree in mechanical engineering from the U.S. Military Academy at West Point, New York, where he also met his wife, Cori. They wed four months before his death. Records showed he was an average T-38 student who was well-regarded by his community. He was “the kind of guy you aspire to be,” one student told investigators. In a preflight briefing that morning, Instructor 1 and Wentz decided that Wentz and the second instructor would approach but not land, while the first instructor would come down on the runway. The second instructor who would later fly with Wentz was late to arrive and missed the discussion of which jet would land. Both instructors were considered qualified, though the airman who flew with Wentz had received comments from their own teachers that they were “slow to intervene with student instruction” and would unnecessarily “handcuff” students to certain flight techniques, the report said. Their training mission went as planned until the formation prepared to return to base. What followed was a slew of miscommunications between Wentz, the instructors and air traffic control: Crucial questions of who would lead the formation went unanswered amid confusion about fuel levels, and mixing up call signs added to the uncertainty. Shortly before 10:15 a.m. local time, Wentz told air traffic control that his plane would continue flying and the other would land, though the instructor behind him had told Wentz to land because of fuel levels. The instructor in Wentz’s plane also told him to stay to the left of the other jet, despite the student wanting to swap places so the other plane could go to a left-hand runway. The first instructor pilot thought that staying to the right meant they should land. The airmen confirmed they were looking at the runway ahead and began their descent. “At any point during the recovery, either [instructor] could have clarified who was landing and who was performing a low approach, thus alleviating any potential confusion,” the report said. Investigators concluded that it would have been hard for the first instructor to tell whether the other jet was leveling off or climbing while their own plane was landing, and that the second instructor was focused on landing their own plane instead of watching out for the other jet. Both jets tried to simultaneously land on the same runway and collided on the center line. The landing gear on Wentz’s jet hit the first plane and tilted it nose-up, entangling the two aircraft and turning the student’s plane upside-down on the ground. Then the instructor with Wentz tried to eject them both. The older airman shot out parallel to the ground, but didn’t separate from the ejection seat and was severely injured. “Interference with the ground damaged numerous gas connections, causing failure of [the instructor’s] ejection seat parachute deployment and the seat-occupant separation function,” the report said. Wentz’s ejection seat fired second while he was flipped over in the cockpit; he died upon hitting the ground. The first instructor’s plane spun across the runway and came to a stop. The airman escaped with minor injuries. Though the T-38s had many documented maintenance issues, investigators said none of the required fixes contributed to the accident. Neither did alcohol, drugs, rest or other lifestyle factors play a role. T-38 operations were not grounded and continued as normal following the crash, the Air Force said at the time. The incident marked the seventh death in a T-38 accident since fiscal 2018 and the second fatal Talon mishap in 2021. “Losing teammates is unbelievably painful, and it is with a heavy heart I express my sincere condolences,” wing commander Col. Craig Prather said in November. “Our hearts, thoughts and prayers are with our pilots involved in this mishap and their families.” https://www.airforcetimes.com/news/your-air-force/2022/05/26/air-force-changes-formation-approach-rules-again-after-fatal-training-jet-crash/ Pilot's disorientation, weather led to Lafayette plane crash that killed five, NTSB says The pilot of a plane that crashed in Lafayette and killed five of the six people aboard in December 2019 became spatially disoriented and lost control of the plane, the National Transportation Safety Board concluded in its final report. The small passenger plane was bound for Atlanta to watch the Louisiana State University football team play a semifinal game in the Peach Bowl when it crashed on Dec. 28, 2019, shortly after taking off from Lafayette Regional Airport. The crash killed pilot Ian Biggs and passengers Carley McCord, Vaughn Crisp, Gretchen Vincent and Michael Walker Vincent. The sixth passenger, Stephen Wade Berzas, was treated for burns that covered 75% of his body. A bystander, Danielle Britt, who was in the post office's parking lot, where the plane first made impact with the ground, also was injured and suffered burns to 30% of her body. About the victims:A 15-year-old, a mother, a pilot, a 'great friend,' At the time of the crash, visibility was low, at about three-quarters of a mile in mist and there was vertical visibility of 200 feet above ground level. “In summary, postaccident examination of the airplane structures and systems revealed no anomalies that would have precluded normal operation," the NTSB wrote in its final report released Thursday. "The weather conditions at the time of takeoff were conducive to the development of spatial disorientation. The lack of visual references and the airplane’s increasing pitch attitude likely caused the pilot to become spatially disoriented during the initial climb, as evidenced by the airplane’s continuing and tightening turn to the left away from the intended course. "Thus, the pilot’s spatial disorientation led to his loss of control of the plane." What did the NTSB's investigation find? The Piper PA-31T, which was owned by technology management company Global Data Systems, was cleared by air traffic control to take off from LFT at 9:18 a.m. Michael Walker Vincent was a student pilot and was in the plane's right front seat. The 15-year-old was issued his student pilot certificate on Sept. 29, 2019. Berzas, the crash's only survivor, and Crisp sat behind Biggs while McCord and Gretchen Vincent sat behind Michael Walker Vincent, Berzas told investigators. Previous coverage:NTSB documents reveal more details into fatal Lafayette plane crash bound for Peach Bowl When the plane took off, it started by following the flight path given by the air traffic controller. The plane reached its highest altitude at 925 feet at 9:20 a.m. and crashed seconds later. There was no mayday alert issued from the cockpit, the NTSB said. Lafayette plane's flight track overview before it crashed on Dec. 28, 2019. Berzas later told the investigator the airplane ride felt as he had experienced it before. He said the airplane “pitched up like the pilot was trying to get above or over the clouds” and that a “harder than normal pitching movement" had occurred. Michael Walker Vincent said they were going up. A few moments later, Vincent said "we are going down people," Berzas said. The airplane did not have, nor was it required to have, a cockpit voice recorder or flight data recorder. The plane struck trees and powerlines before striking the ground, traveled across a parking lot and struck a car, according to the report. The car rolled several times and came to rest upside down before bursting into flames. The airplane shredded as it traveled through a field next to a U.S. Post Office. The right wing, outboard left wing, left and right engines, left and right elevator controls, rudder, instrument panel and forward cabin separated from the body of the plane, which was fragmented and exposed to heat and fire. Because of the low visibility the day of the crash, which the NTSB said were "conducive to the development of spatial disorientation," and Berza's description of the pitch of the plane, the NTSB said Biggs likely experienced spatial disorientation. It also said the airplane's continuing and tightening turn to the left away from the intended course also indicated Biggs had become spatially disoriented. Spatial disorientation is defined by the Federal Aviation Administration as a “loss of proper bearings; state of mental confusion as to position, location or movement relative to the position of the earth.” The FAA’s handbook for flying states that the vestibular sense, which is motion sensing by the inner ear, can and will confuse the pilot creating false sensations that lead the pilot to believe the attitude of the plane has changed, even though it hasn’t. Because of that, a pilot “needs to believe what the flight instruments show” regardless of what their senses tell them. Biggs, 51, had about 1,530 hours of flight experience, about 730 of those were in the plane that crashed, according to the NTSB. The owner of the company that owned the plane told investigators Biggs was “proficient” in the airplane. The owner of the plane told investigators Biggs had “a lot of involvement” with the plane and “wanted to be the very best that he could be” at operating it. Biggs had training in April 2019, but the instructor’s FAA-issued flight instructor certificate had expired in February 2019. The NTSB said Biggs may not have been aware of the instructor pilot’s expired license. The NTSB said it could not tell from the pilot log book if Biggs met the regulatory requirements for instrument experience. The NTSB did not find anomalies that would have prevented normal operation of both engines. Both had impact and fire damage after the crash. Weight and balance calculations showed that the airplane’s total weight and center of gravity were within limits. Damage to the propellers was consistent with impact forces, according to the report. There also were no abnormal propeller sounds on recordings provided by neighbor houses after the crash. Autopilot was not likely engaged during the flight, the NTSB found. It also found that an aerodynamic stall did not occur. There was no recorded data to show the NTSB the attitude and heading information that would have been displayed to Biggs during the flight. The Daily Advertiser has reached out to Global Data Systems for comment. Britt; Berzas; relatives of Crisp, McCord and the Vincents; and some bystanders who witnessed the crash are seeking damages against the insurance companies, the plane's owners and pilot. They filed lawsuits in Lafayette's U.S. District Court in the Western District of Louisiana. https://www.theadvertiser.com/story/news/2022/05/26/lafayette-plane-crash-pilots-disorientation-led-crash-ntsb-said/9940504002/ Oshkosh to welcome 10,000 aircraft during annual fly-in OSHKOSH — The 69th Experimental Aircraft Association (EAA) fly-in convention is returning to Oshkosh July 25-31! The event is expected to draw in 600,000 flight enthusiasts and 10,000 aircraft. According to a news release from the EAA, the event will make Wittman Regional Airport the busiest airport in the world. Everyone under the age of 18 will get in for free thanks to The Boeing Company. The event will commemorate the 75th anniversary of the Air Force, with all branches represented through flybys, static displays, and presentations. The aircraft to be featured in this year's event include the C-5 Galaxy, C-17 Globemaster III, F-16 Fighting Falcon, KC-46 Pegasus, HH-60 Pavehawk, AH-64 Apache, UH-60 Blackhawk, MH-47 Chinook, AH-6 Little Bird, and T-38 Talon. Oshkosh's fly-in will also celebrate the 30th anniversary of Young Eagles, the largest youth aviation program ever created, according to a news release. In the last 30 years, the program has flown nearly 2.3 million young people. Several other anniversary celebrations are happening that week as well, including Dyke Delta and Fly Baby brands (60 years) as well as Acro Sport, KR-1, VariViggen, and Van’s RV (50 years). Attendees will have the chance to pull rivets and be part of the team that builds an aircraft in one week, thanks to One Week Wonder, which is returning to the event this year. Attendees and a group of volunteers with One Week Wonder will build a Sonex Waiex kit plane. The week-long event will also include displays of new aviation technology including a group of vertical takeoff and landing vehicles, as well as the world's top air show performances. “The world of flight literally comes to Oshkosh for this weeklong celebration,” said Dick Knapinski, EAA’s director of communications. “Whether you’re seeking innovation, history, family fun, or just the excitement of aerobatic flight, you’ll find it gathered at Oshkosh unlike any other place on earth.” There will be specific areas at the event showing off women in aviation. KidVenture will also return, offering kids the chance to learn about flying a radio-controlled airplane and experience flight simulators. https://www.tmj4.com/news/local-news/oshkosh-to-welcome-10-000-aircraft-during-annual-fly-in FAA Inspector Took 'Money and Hookers' To Ignore Violations On Thursday, a former FAA safety inspector admitted taking bribes in the form of shirts, dinners, money, prostitutes, and an airplane from key executives of Guam-based Hansen Helicopters. During Day 19 of the trial of USA v. John D. Walker (owner and CEO) and Hansen Helicopters, witness Timothy Cislo, formerly a $102,000-a-year FAA Honolulu FSDO Aviation Safety Inspector, said he took these bribes in exchange for falsifying multiple airworthiness certificates for Hansen’s fleet of more than 50 Hughes 369 turbine single-engine helicopters. The company leased them out for $40,000-a-month each through a collection of Hansen-controlled, third-country offshore entities for use as tuna boat-based spotting aircraft in the vast Northern Western Pacific. Cislo also said he handled paperwork to help Walker, a licensed FAA A&P mechanic, to qualify for renewal of his FAA aircraft inspector authorization. Federal prosecutors have alleged that Hansen operated a fleet of “Frankenstein helicopters,” assembled for as little as $82,000 each, and replete with unapproved parts, falsified logbooks, and mismatched data plates belonging to scrapped aircraft retrieved from salvage yards. The U.S. government suggested that these practices were at least in part responsible for 30 accidents that killed nine over two decades. Walker has pleaded not guilty. Earlier in the trial, Marvin Reed, formerly Hansen’s executive v-p and a defendant in separate, related proceedings, acknowledged that the company had been using unapproved parts for years. “Yes, that’s correct,” he told Marie Miller, the special assistant U.S. attorney leading the prosecution. Reed, along with Hansen’s operations director Kenneth “Rufus” Crowe and maintenance director Phillip “Turner” Kapp had their cases severed in March and are expected to plead guilty to reduced charges during proceedings now scheduled for mid-June. Charges against another co-defendant, Frank F. Litkei Sr., owner of Spares Inc. in Florence, Oregon, were dropped after he died before the trial. Under questioning from Miller on Thursday, Cislo admitted taking “money and hookers” from Hansen between 2009 and 2017. Hansen also shipped Cislo, who lives in Hawaii, a vintage Taylorcraft single-engine airplane, which he assembled and flew. Miller produced a collection of emails, primarily between Cislo and Hansen’s Crowe, which the prosecution said showed a clear and ongoing criminal conspiracy and a mutually beneficial, informal, and personal relationship. Cislo typically used his personal email address for these communications and admitted to visiting Walker at his home hangar in Missouri. In connection with the case, in 2018 Cislo pleaded guilty to three felony counts of honest services wire fraud. He has yet to be sentenced but could face penalties of up to 20 years imprisonment and $250,000 in fines on each count. He no longer works at the FAA. During his testimony, Cislo characterized his relationship with Hansen as “completely unprofessional and unacceptable. Any regard for safety was thrown out the window, in the garbage can. I allowed them [Hansen] to operate. I looked the other way.” https://www.ainonline.com/aviation-news/general-aviation/2022-05-26/faa-inspector-took-money-and-hookers-ignore-violations Cabin safety: the invisible part of service The Cabin Ops Safety Conference, hosted by TAP Portugal, will discuss the key trends in cabin safety. Jonathan Jasper, Senior Manager, Cabin Safety, IATA, says three challenges stand out and will likely generate lively sessions at the in-person event—the first time this customer and people-oriented sector has been able to gather for three years. Skills shortage “Skills shortage is a huge issue,” he says. “The industry recovery has been strong, and it takes time to get crew back into service.” Many staff were furloughed or laid off during the pandemic. Swathes of experienced crew have left aviation, their skills highly prized by other industries. And even those that return effectively have to start again. “Airlines must interview thousands of people, decide on the successful applicants, and then run the relevant security checks,” says Jasper. “That can take a long time. Even ex-crew returning to the fold will need to renew security clearances. And then you have to work out how to train such large numbers at once. Airlines aren’t used to doing that and don’t have the capacity.” Some fundamental changes to service, such as how food is served, health requirements, and so forth, add to the complexity of the issue. It has even been reported that some airlines are considering blocking seats or even removing them altogether to reduce their cabin crew requirements and still comply with safety regulations. Masks Of the many new tasks facing cabin crew, easily the most difficult is getting passengers to understand mask requirements where they still exist. Passenger confusion is understandable. Jasper describes the plethora of rules that vary from country to country as “chaos.” IATA position is clear. Mask requirements on board aircraft should end when masks are no longer mandated in other parts of daily life, for example in theatres and offices or on public transport. In Europe, for example, the European Aviation Safety Agency’s recommendation to relax the mask mandate has been welcomed as a step on the road back to normality. And in the United States, a federal judge ruled that the mask mandate was illegal. But such clarity is rare. Nevertheless, airlines must comply with regulations, and it is the crew’s job to ensure compliance. The issue led to an enormous rise in unruly passenger incidents. Crew wellbeing Not surprisingly, unruly passengers and an increasing workload are among the factors that have made cabin crew mental health and wellbeing an emerging challenge. But it is the pandemic that really brought the issue to the fore. Perhaps a crew member has been out of work for some time and is having financial issues, or maybe they are struggling to implement the confusing array of health measures. The pressure in providing customer service under these circumstances is enormous. It can lead to safety-critical failings. It is possible that the crew member may not be as vigilant as usual if they are distracted by personal issues. Or they could forget to report something they have noticed. Fatigue is a part of this although that is already covered by existing safety regulations. Rather, it is about the unquantifiable effects of mental health concerns. “And that is why it is so difficult to get regulation in this area,” says Jasper. “Mental health is a broad area, and it is difficult to define and combat the variety of problems. But this goes beyond normal employee duty of care legislation. It can affect safety.” Most airlines are considering a peer support program as the best way forward. It would give cabin crew the opportunity to talk openly and honestly about any issues affecting them or their performance. IATA is also supporting International Flight Attendant’s Day through social media. “This is our chance to demonstrate that we care about cabin crew, and to reinforce the positive aspects of the role,” says Jasper. “In turn, this will help support interest in applying for cabin crew jobs, which will help our members with their recruitment shortages, and positively affect the passenger experience.” https://airlines.iata.org/analysis/cabin-safety-the-invisible-part-of-service New Airbus facility to research cryogenic fuel systems for next-gen hydrogen planes • Airbus says the Zero Emission Development Centre in Filton, Bristol, has already begun working on technology development. • The ZEDC in the U.K. will join other similar sites in Spain, Germany and France. The environmental footprint of aviation is significant, with the World Wildlife Fund describing it as “one of the fastest-growing sources of the greenhouse gas emissions driving global climate change.” Airbus is launching a U.K.-based facility focused on hydrogen technologies, a move which represents the firm’s latest attempt to support the design of its next generation of aircraft. In a statement Wednesday, Airbus said the Zero Emission Development Centre in Filton, Bristol, had already begun working on the development of the tech. One of the site’s main goals will center around work on what Airbus called a “cost-competitive cryogenic fuel system” that its ZEROe aircraft will need. Details of three zero-emission, “hybrid-hydrogen” concept planes under the ZEROe moniker were released back in Sept. 2020. Airbus has said it wants to develop “zero-emission commercial aircraft” by the year 2035. The ZEDC in the U.K. will join other similar sites in Spain, Germany and France. “All Airbus ZEDCs are expected to be fully operational and ready for ground testing with the first fully functional cryogenic hydrogen tank during 2023, and with flight testing starting in 2026,” the company said. The environmental footprint of aviation is significant, with the World Wildlife Fund describing it as “one of the fastest-growing sources of the greenhouse gas emissions driving global climate change.” The WWF also says air travel is “currently the most carbon intensive activity an individual can make.” Just this week, environmental groups launched legal action against KLM, saying the Dutch aviation giant was misleading the public over the sustainability of flying. KLM was notified of the lawsuit on the same day as the firm’s annual general meeting. A spokesperson confirmed the group had received the letter and said it would study its contents. Hopes for hydrogen In an interview with CNBC earlier this year, Airbus CEO Guillaume Faury said aviation would “potentially face significant hurdles if we don’t manage to decarbonize at the right pace.” Faury, who was speaking to CNBC’s Rosanna Lockwood, laid out a number of areas his firm was focusing on. These included ensuring planes burned less fuel and emitted less carbon dioxide. In addition, the aircraft the company was delivering now had a certified capacity for 50% sustainable aviation fuel in their tanks. “We need to see the SAF industry moving forwards, being developed, being grown to serve airlines and to be able to use that capacity of 50% of SAF,” he said. “We’ll go to 100% by the end of the decade.” The above represented a “very important part of what we’re doing” Faury explained. “The next one is looking at the mid-term and long-term future to bring to the market the hydrogen plane because this is really the ultimate solution,” he said, noting that a lot of engineering, research and capital commitments would be required. Described by the International Energy Agency as a “versatile energy carrier,” hydrogen has a diverse range of applications and can be deployed in a wide range of industries. It can be produced in a number of ways. One method includes using electrolysis, with an electric current splitting water into oxygen and hydrogen. If the electricity used in this process comes from a renewable source such as wind or solar then some call it green or renewable hydrogen. The vast majority of hydrogen generation is currently based on fossil fuels. Airbus is not the only company looking at using hydrogen in aviation. Last October, plans to operate commercial hydrogen-electric flights between London and Rotterdam were announced, with those behind the project hoping it will take to the skies in 2024. At the time, aviation firm ZeroAvia said it was developing a 19-seater aircraft that would “fly entirely on hydrogen.” In September 2020, a six-seater hydrogen fuel cell plane from the company completed its maiden flight. https://www.cnbc.com/2022/05/27/airbus-sets-up-uk-facility-to-focus-on-hydrogen-tech-for-aircraft.html EULEN America Receives ISAGO Certification from the International Air Transport Association (IATA) After an extensive audit during the Covid-19 pandemic, EULEN America is certified for IATA Safety Audit for Ground Operations (ISAGO), aiming to ensure continuation of Ground Services Registrations and Station Accreditations MIAMI , May 26, 2022 /PRNewswire/ -- EULEN America, a leader in providing services and innovative solutions to companies, including aviation services, has announced that the company has been credited with the ISAGO certification. This International certification authenticates the compliance of operation safety standards for organization and management (ORM), load control (LOD), passenger and baggage handling (PAB), aircraft handling and loading (HDL), aircraft ground movement (AGM) as well as cargo and mail handling (CGM). The certification is valid for two years, due for renewal in November 2023. "We are committed to providing the highest level of quality of service and safety standards to our clients," said Larry Massaro, Senior Vice President of Aviation at EULEN America. "This new certification covers all our stations and provides a high standard in terms of safety for our organization." EULEN America received the Head-Office license, which covers all stations where the company operates. Additionally, they are certified for the Miami International Airport license. Although the company has been certified since 2010, the Miami-Dade Aviation Department requires compliance with this certification, and periodic renewals to operate in Miami. The audit streamlines procedures by establishing a uniform set of standards. Also, it assesses the management and oversight systems in place at the Ground Service Provider's Corporate Headquarters, as well as the consistency at the station level. "Receiving this ISAGO certification is tremendously important to our organization, particularly during the challenging times the Covid-19 pandemic presented to our industry," said Mr. Massaro." This allows us to guarantee the highest standard of safety in the services we provide at airports." As part of EULEN America's renewed management, Massaro is responsible for contract negotiation and resolving issues to ensure processes, systems, products, regulations, and data are delivered seamlessly to all aviation customers. He is also in charge of day-to-day oversight of the EULEN Aviation operations, strategic planning, leadership development, and employee engagement. SOURCE EULEN Americas https://www.prnewswire.com/news-releases/eulen-america-receives-isago-certification-from-the-international-air-transport-association-iata-301556341.html Aerolíneas Argentinas To Give Simulator Training To Aeromexico Pilots Aeromexico’s pilots will receive training at the Aerolíneas Argentinas training center. The Mexican Federal Civil Aviation Agency (AFAC) has certified Aerolíneas Argentinas, allowing it to train Mexican pilots at its Pilot Training and Education Center of the Republic of Argentina (CEFEPRA). According to the State carrier, it will now be able to train pilots from Aeromexico. Let’s investigate further. Training Aeromexico pilots Following the certification, Aerolíneas Argentinas received the first order from Aeromexico, locking 50 instruction turns to train its pilots during the next two months. Aerolíneas will train Aeromexico’s Embraer pilots. The Mexican carrier currently has 42 Embraer E190 aircraft in its fleet. Aerolíneas Argentinas will lease Aeromexico its simulators, but Aeromexico will bring its own Mexican instructors, according to the pilot’s union (ASPA). In order to carry out the training work, the simulator had to be adapted to the needs of Mexican pilots, introducing modes and routes that they usually fly in their country of origin. Pablo Ceriani, Aerolíneas Argentinas CEO, said, "This is good news because it speaks to us of an industry recovery that benefits us both directly and indirectly, being able to perform this type of work and others, such as aircraft maintenance for other companies. This allows us to continue to gain reputation and generate long-term agreements in all matters related to services to third parties." In 2021, the CEFEPRA earned revenues of almost US$2 million in third-party training. It also allowed Aerolíneas Argentinas to save more than US$20 million, by carrying out the training for more than 6,000 employees in-house. Globally, the flight simulator market was around US$3.5 billion in 2020 and it is expected to grow at a 5.99% rate between 2021 and 2028 until it reaches a market of US$5.7 billion. Aerolíneas Argentinas’ CEFEPRA consists of 3,950 square meters of covered space and 5,600 m2 of the parking lot, with seven classrooms for courses, an auditorium for 120 people, bays, and rooms to house the dynamic and static simulators, respectively, and their corresponding preparation rooms. It also has a fire simulator, which allows simulating emergencies and rehearsing the use of fire extinguishers in a real and safe way, and a Mock-up simulator (replica of an airplane cockpit) where emergencies and services are rehearsed, as well as the assembly and opening of doors of the different fleets. Aerolíneas has simulators for its fleet composed of Embraer E190, Boeing 737 (NG and MAX), and an Airbus A330 aircraft. Currently, Aerolíneas Argentinas has a fleet of 77 aircraft, including nine A330-200, 37 Boeing 737 NGs (between -700s and -800s), five Boeing 737 MAX 8, and 26 Embraer E190. Aerolíneas Argentinas also expects to receive one additional Airbus A330 and nine Boeing 737 MAX jetliners in the future. Meanwhile, Aeromexico closed the 2022 first quarter with a fleet composed of 134 aircraft, including 18 Boeing 787s, 37 B737 NGs (one -700 and 36 -800s), 37 B737 MAXs (27 MAX 8 and ten MAX 9), and 42 Embraer E190s. https://simpleflying.com/aerolineas-argentinas-aeromexico-simulator-training/ TODAY'S PHOTO Curt Lewis