Flight Safety Information - July 22, 2022 No.141 In This Issue : Incident: LOT B789 enroute on Jul 19th 2022, brakes failure : Accident: Envoy E175 near Birmingham on Jul 20th 2022, turbulence injures 6 passengers and 2 crew : Incident: GoAir A20N at Delhi on Jul 20th 2022, cracked windshield : Military aviation crashes are again on the rise. Are ongoing safety and training issues to blame? : Exhausted Airline Workers Are Putting Passenger Safety in Jeopardy Warns Britain’s Largest Aviation Union : Japan Airlines To Shift Thousands Of Employees To Subsidiary Businesses : Boeing projects demand for more than 41,000 new airplanes by 2041 : Positions Available: Flight Attendant : Regional airline Rex plans to go electric with aircraft conversion (Australia) : Air Force Testing Autonomous Control on Transport Planes amid Pilot Shortage : NASA prepares return to the moon with new mission set for August launch : POSITION AVAILABLE: Manager, Emergency Response : Position - Safety Manager : Now Hiring: Director of Safety at flyExclusive in Kinston, NC : GRADUATE RESEARCH SURVEY - 1 : GRADUATE RESEARCH SURVEY - 2 Incident: LOT B789 enroute on Jul 19th 2022, brakes failure A LOT Polish Airlines Boeing 787-9, registration SP-LSB performing flight LO-6297 from Prague (Czech Republic) to Zanzibar (Tanzania), was enroute at FL350 about 190nm southsoutheast of Prague when the crew decided to divert to Warsaw (Poland) due to an indication, that the brakes system had failed. The aircraft landed safely on Warsaw's runway 15 about 100 minutes later. A replacement Boeing 787-9 registration SP-LSE departed Warsaw about 3.5 hours after SP-LSB landed and reached Zanzibar with a delay of about 6 hours. The occurrence aircraft remained on the ground in Warsaw for about 24 hours, then returned to service. https://avherald.com/h?article=4fbf1c49&opt=0 Accident: Envoy E175 near Birmingham on Jul 20th 2022, turbulence injures 6 passengers and 2 crew An Envoy Embraer ERJ-175, registration N270NN performing flight MQ-3609/AA-3609 from Tampa,FL to Nashville,TN (USA) with 56 people on board, was enroute at FL370 about 80nm south of Birmingham,AL (USA) when the aircraft encountered severe turbulence causing minor injuries to two cabin crew and 6 passengers. The aircraft diverted to Birmingham for a safe landing on runway 24 about 20 minutes later. 7 of the injured were taken to local hospitals with neck and back pain. A replacement Embraer ERJ-175 registration N203NN reached Nashville with a delay of about 6 hours. The occurrence aircraft remained on the ground in Birmingham for about 20 hours before returning to service. https://avherald.com/h?article=4fbf1470&opt=0 Incident: GoAir A20N at Delhi on Jul 20th 2022, cracked windshield A GoAir Airbus A320-200N, registration VT-WGP performing flight G8-151 from Delhi to Guwahati (India), was climbing out of Delhi when the crew stopped the climb at FL290 due to a cracked windshield. The crew decided to return to Delhi, however, needed to abort the approach to Delhi at about 1500 feet due to weather. The aircraft climbed to FL220 and diverted to Jaipur (India) for a safe landing about 2:15 hours after departure. The aircraft is still on the ground in Jaipur about 10.5 hours after landing. https://avherald.com/h?article=4fbe836c&opt=0 Military aviation crashes are again on the rise. Are ongoing safety and training issues to blame? Recent crashes in Southern California and beyond are just the latest in a worsening problem, experts say A spate of military aircraft crashes over recent months is again raising questions about the Pentagon’s approach to safety and training across military branches. In June, six service members died in two Southern California crashes — a Lemoore, Calif.-based F/A-18E pilot on June 3 in San Bernardino County and five Camp Pendleton-based Marines in an MV-22B Osprey that crashed in Imperial County June 8. The next day, June 9, a San Diego-based MH-60 Seahawk helicopter also crashed in Imperial County, with all aboard surviving with minor injuries. The Marine Osprey crash was the second such fatal crash this year. Four Marines were killed in March when their Osprey crashed during a training exercise in Norway. After the crashes — categorized as “mishaps” by the Pentagon — both the Navy and Marine Corps ordered aviation units to “pause” and “stand down” for one day to conduct additional training and review procedures. The causes of the crashes remain under investigation. Other than the training pauses, neither the Marines nor the Navy have instituted any changes in the aircraft or operations. A Marine spokesperson told the Union-Tribune any lessons from the two Osprey crashes would only be implemented after the investigations are complete. Such investigations often take months. When five San Diego sailors were killed in an MH-60S Seahawk helicopter crash off the coast last August, it took more than eight months to learn that a bad damper hose in the aircraft’s rotor was to blame. Data from the Naval Safety Command, which tracks Navy and Marine Corps accidents, shows that “class A mishaps” — ones that occur in-flight and cause loss of life, permanent total disability or more than $2.5 million in damage — are up so far this fiscal year. Priscilla Kirsh, a spokesperson for the Naval Safety Command, said that nine months of data currently show a higher accident rate, which is calculated using the number of accident incidents and total flight hours. However, if the service experiences no further mishaps through September it would be consistent with the last two fiscal years, she said. The Navy’s rates are calculated using an upper and lower confidence interval — simply put, a rate between the upper and lower intervals would not be statistically significant, according to the service. For the Navy, with eight class A flight mishaps so far this year, its rate is 1.29 per 100,000 flight hours. For all of 2021, its rate was 1.09 per 100,000 flight hours. Both years’ rates are above the service’s 10-year average of .97 class A mishaps per 100,000 flight hours. They are not statistical outliers, however, according to the Navy’s calculations. Marine Corps’ flight mishap numbers are also up from the last two years but are also not statistically significant, Navy data shows. In fiscal year 2022, so far, the Marines are experiencing 2.25 class A mishaps per 100,000 flight hours — almost double the rate of the Navy, data shows. The numbers show a steep increase after two years of well-below-average flight mishap numbers in the Corps — just two mishaps in fiscal year 2020 and none in 2021. The Marine mishap rate is just below its 10-year-average of 2.38 class A flight mishaps per 100,000 flight hours. Inherent risks Despite the draw-down from active conflicts in Iraq and Afghanistan over the last decade, recent independent reports say aviation safety and training problems have been present for years across the military and have increased. It’s a reminder that even outside of war, military operations are risky, said Dan Grazier, a defense analyst at the nonprofit watchdog group Project on Government Oversight. “Any kind of military operation is inherently dangerous (and) there are going to be mishaps and people killed in the normal course of business,” Grazier said. While data for the Navy and Marine Corps shows 2022 mishap rates within its “normal” range, Grazier said they are indicative of a larger aviation safety problem across the services in recent years. “It’s definitely getting worse,” he said. Grazier pointed to two recent studies — one from the conservative think tank The Heritage Foundation and another commissioned by Congress — that found pilots across the military are not getting enough flying hours in their aircraft. “The lack of flight hours is a big problem,” Glazier said in an interview. “The fact we are buying increasingly complex aircraft is just going to exacerbate the flight-hour problem. The more complex the aircraft, the more training the pilot needs.” The congressionally-mandated report from the National Commission on Military Aviation Safety, published in December 2020, made a series of recommendations to the Pentagon for ways to streamline and improve flight safety. It recommended the services allow for more flight time for pilots; stop sending maintenance personnel to assignments outside of their aviation maintenance specialties, and said the Pentagon should establish a Joint Safety Council answerable directly to the defense secretary. That council was established June 28, according to Army Maj. Charlie Dietz, a spokesperson for Defense Secretary Lloyd Austin III. The Pentagon will send a detailed implementation plan of the commission’s recommendations to Congress at the end of August. “The DoD generally concurred with the 25 recommendations within the National Commission on Military Aviation Safety report and all recommendations for Department action are already underway,” Dietz said in an email. Included in those actions is program budgeting for more flight hours to improve “proficiency and currency for aircrews and maintainers,” Dietz said. Training and safety problems in the military are not limited to aviation. Seventeen sailors were killed in two ship collisions in the western Pacific in 2017, and investigations showed high work tempo combined with poor maintenance and equipment contributed to those crashes. In 2020, eight Marines and a sailor were killed when their assault amphibious vehicle broke down and sank near San Clemente Island. Investigations showed the vehicle was in poor condition and the troops were not fully trained in swimming or waterborne evacuation and that Navy and Marine leaders failed to make sure they were prepared to go into the water. Land-based armored vehicle rollovers have also cost service members’ lives in recent years. In 2021, the Government Accountability Office found that lapses in supervision and training contributed to crashes in the Army and Marine Corps. Family frustration For the families affected by these accidents, the Pentagon’s handling of known problems are a continued source of frustration. Sometimes it is the advocacy of these families that finally push the military to change. When Air Force 2nd Lt. Travis Wilkie, 23, of San Diego, was killed in 2019 attempting a risky tandem landing in a T-38C Talon during flight training in Oklahoma, his family pushed the service to ban the maneuver, which involved two jets landing simultaneously, side-by-side. Wilkie’s instructor, Lt. Col. John Kincade, 47, was also killed. In 2020, the Air Force banned the maneuver but allowed students to perform a variation on the formation landing in which two jets would approach the runway but only one would touch down. In November, at Laughlin Air Force base in Texas, another Air Force pilot in training was killed attempting the modified tandem approach when two instructor pilots failed to establish which of the two jets would be the one to land, and they collided, an Air Force investigation found. Second Lt. Anthony Wentz, 23, was killed and two other pilots were injured. In May, the Air Force again revised protocols for the tandem approach maneuver, raising the minimum altitude and standardizing radio protocols, according to the Air Force Times. Don Wilkie, Travis Wilkie’s father, told the Union-Tribune that Wentz should still be alive. “That (the Air Force) had to change (the protocols) again is evidence they shouldn’t have been doing it,” Wilkie said. “Supposedly, they do not do (tandem landings) in the functional Air Force, so why are they doing it in training?” The Air Force T-38C is a 1960s-era supersonic jet with relatively short wings that make the aircraft more difficult to control at lower speeds. Since Travis Wilkie’s death in November 2019, three more Air Force pilots have been killed in two separate crashes, including Wentz. The jet will be replaced by Boeing’s new T-7 Red Hawk. The first production T-7 was unveiled in April, and the first squadron is scheduled to activate in 2024, according to Air Force Magazine. The families of those killed in the 2020 AAV sinking pressured the Marines into banning the vehicles from waterborne operations completely in 2021, although the service said they could return to the water in a crisis. Osprey challenges Technology issues are not limited to old aircraft, said Grazier. Ospreys, which fly both like a helicopter and a propeller-driven aircraft via an advanced tiltrotor function, present unique challenges to pilots. “With the Osprey, there are known problems,” Grazier said. A crash that killed 19 Marines in 2000 was caused by a phenomenon called “vortex ring state” in which the aircraft descended into its own rotor wash and lost lift. “The issue wasn’t well known (at the time) and it’s a tricky problem for pilots to deal with,” Grazier said. “But now it is and they can adjust operations and train for it, but if a pilot isn’t getting enough training time, they’re definitely not going to have enough time to react in the cockpit if something goes wrong.” More than 50 service members have died in MV-22 crashes since the aircraft’s early development period in the 1990s. Since coming into full service in 2007, eight Ospreys have crashed. The aircraft is flown by the Marine Corps, Air Force and Navy. For the Navy, the latest branch to put the Osprey in operation, the aircraft is a key component in its modern air wing. The service has spent billions upgrading its aircraft carriers to fly its version of the trillion-dollar F-35 Lightning II, but the jets cannot deploy on carriers unless Ospreys are part of the package, officials have said. That’s because the jet’s engines are too heavy for Navy helicopters to ferry to and from the ships and too large for the service’s older C-2 Greyhound carrier on-board delivery planes. Over the next several years, the Osprey will replace the Navy’s fleet of C-2s. Ospreys completed their first carrier deployment in February on the San Diego-based Carl Vinson. https://www.sandiegouniontribune.com/news/military/story/2022-07-22/military-aviation-crashes Exhausted Airline Workers Are Putting Passenger Safety in Jeopardy Warns Britain’s Largest Aviation Union Supply Chain Woes Are Still Pummeling American and United Airlines With Pillows, Blankets, Plastic Cups, and Even Food In Short Supply One of Britain’s largest unions has warned that it is becoming “increasingly concerned” about the safety of airline passengers because workers are exhausted and suffering from extreme tiredness or fatigue after months of dealing with chronic staff shortages. “The aviation sector is being held together by the sticking plaster of workers undertaking excessive amounts of overtime,” warned Unite general secretary Sharon Graham on Friday. The union has discovered some workers in safety-critical roles are working between 80 and 90 hours a week to keep the airline industry moving. There is a deep-seated fear that the industry’s reliance on overtime to cover staffing shortages poses a safety issue for passengers and workers. The union claims cabin crew are occasionally being ordered to work beyond mandatory ‘flight time limitations’ that are meant to be enforced to prevent aircrew from becoming fatigued. Studies have found that fatigue is one of the biggest causes of preventable human factor accidents in the aviation industry. Some cabin crew are also being made to work without sufficient rest and are being denied breaks that they are entitled to receive. In the majority of cases, employees are working around 20 hours of overtime per week with some ground handling agents paying workers £320 per day to pick up extra shifts. “Sadly further disruption across the aviation sector is inevitable this summer,” commented Unite’s national officer for the aviation sector, Oliver Richardson. “Too many workers were cut during the pandemic and the reductions to pay and conditions for those that remained made the industry unattractive to new starters.” On Wednesday, Heathrow airport slammed airlines for refusing to offer ‘market rate’ pay for ground handling roles which, in turn, was exasperating the staffing crisis. The airport claimed baggage handlers cut during the pandemic were able to earn more as delivery drivers from companies like Amazon and didn’t want to return to the sector. Despite desperate recruitment campaigns, airlines have been unable to increase the net level of ground handling staff since January. In some parts of the industry, staff turnover has hit 27 per cent claims Unite. British Airways has admitted that it is struggling to recruit ground staff, although the airline says there are currently plenty of people who are signing up to become cabin crew. The problem, however, is getting these new recruit’s security vetted and trained. Disruption is expected to last for the next few months at the very least and some parts of the industry could be suffering staffing woes for much longer. “This is simply not sustainable,” warned Graham. “The sector can’t recruit the workers it needs, many existing staff are leaving and those who remain are becoming exhausted and ill due to the long hours and stress they experience.” https://www.paddleyourownkanoo.com/2022/07/22/exhausted-airline-workers-are-putting-passenger-safety-in-jeapoardy-warns-britains-largest-aviation-union/ Japan Airlines To Shift Thousands Of Employees To Subsidiary Businesses Rather than losing employees, Japan Airlines is farming out around 3,000 of them to non-aviation-related business units and subsidiary airlines. Japan Airlines is eyeing transferring around 3,000 employees to subsidiary airlines and non-aviation business areas. The airline had over 35,000 employees on its books at the end of March, with the reshuffle impacting less than 10% of the airline's overall workforce. Japan Airlines says the move reflects a shift in focus at the airline and is a matter of putting its people where the growth and highest revenue earning opportunities are. A shift in focus at Japan Airlines Japanese news outlet Nikkei Asia broke the story this week. The outlet says because Japan Airlines is focusing on tourist demand in the short to medium term future, rather than the traditional more premium corporate market, the 3,000 workers will move from the "core" Japan Airlines aviation business to non-aviation business units like airport shopping, e-commerce, and insurance and also to low-cost-subsidiary airlines such as Zipair Tokyo. Japan Airlines wholly owns or has stakes in multiple subsidiary airlines, including Zipair Tokyo, J-Air, Japan Air Commuter, Japan Transocean Air, Jetstar Japan, Hokkaido Air System, and Ryukyu Air Commuter. Nikkei Asia suggests that 60% of the diverted workforce will go to non-aviation business units while the remaining 40% will go to various subsidiary airlines. Around 40% of the transferring workers will head to low-cost subsidiary airlines like Zipair Japan. An eye on snaring a larger slice of the leisure and tourist market The move won't happen overnight. Instead, Japan Airlines says it will take up to three years to complete the employee transfer. The reasoning behind the decision is a mix of changes impacting many airlines and some forces distinctive to the Japanese market. Like many other airlines, the Japan Airlines Group has successfully diversified into non-aviation-related business activities, springboarding off their large frequent flyer program into financial businesses like insurance and retail activities such as online shopping malls. As many other airlines have found, the benefit of these types of businesses is that they don't depend on the amount of flying happening. As such, they've proved good revenue hedges against events like pandemics. Simple Flying is at the Farnborough Airshow this week. For all the latest news from the show click here! There's also a belief at Japan Airlines, as at other airlines, that the domestic and international Japanese tourist and leisure markets will recover far quicker than the corporate market. Tourist and leisure passengers are usually more price sensitive than corporate passengers and are more likely to fly on a low-cost carrier than a traditional full-service airline. That's where the Japan Airlines Group sees its short to medium-term passenger growth, so that's where they are allocating resources. Japan Airlines Online Shopping Non-aviation-related businesses, such as online shopping, have proved financially successful and relatively pandemic resistant for the Japan Airlines Group. Image: Japan Airlines Japan Airlines retains workforce agility Before the pandemic, the full-service Japan Airlines brand earned around 70% of the Japan Airlines Group's overall annual revenues. But the company forecasts this dropping to around 55% by the time the employee transfer is complete. Reassigning employees, rather than losing them through voluntary or involuntary retrenchments/resignations, has been the practice of Japanese carriers throughout the pandemic. If reality defies the forecasts and Japan Airlines unexpectedly roars back to life next year, transferring those employees back to the full-service carrier is a relatively simple process. It also avoids the labor shortages crippling the airline industry elsewhere. Japan Airlines anticipates its domestic flying to return to 90% of pre-pandemic capacity by the end of March 2023. However, international capacity will still only be 50% of pre-pandemic capacity by then. This is mainly because ongoing inbound travel restrictions into Japan for non-Japanese travelers continue to stymie Japan Airlines' international operations. https://simpleflying.com/japan-airlines-to-shift-thousands-of-employees-to-subsidiary-businesses/ Boeing projects demand for more than 41,000 new airplanes by 2041 0 As demand for international air travel rebounds post-pandemic, and with strong recovery ongoing in many domestic markets, Boeing has projected demand for more than 41,000 new airplanes through 2041, underscoring the resilience of the aviation industry. This is also great news for the aircraft interiors industry, as those 41,000 aircraft will require everything from sidewalls to seats, IFE to carpets, lavatories to galleys, and much more. Boeing’s 2022 Commercial Market Outlook (CMO) forecasts a market value of US$7.2 trillion for new airplane deliveries through 2041, with the global fleet increasing by 80% compared to 2019’s pre-pandemic levels. Approximately half of the passenger jet deliveries in the period will replace today’s models, improving the global fleet’s fuel efficiency and sustainability. In addition, Boeing Global Services forecasts some US$3.6 trillion in demand in its market segments by 2041, including strong demand for maintenance and modifications such as converted freighters; digital solutions that increase efficiency and reduce cost; and effective training to enable the supply of pilots and technicians. “Despite the unprecedented disruption over the past two years, the aviation industry has shown incredible resilience adapting to the challenge,” said Ihssane Mounir, Boeing’s senior vice president of commercial sales and marketing. “The 2022 CMO draws upon our expertise forecasting market trends to demonstrate the strong demand for new airplanes and related services in the coming decades, providing a waypoint as the industry continues to navigate its recovery.” The 2022 CMO includes these regional projections over the next 20 years: Continuing their strong growth trends, Asian markets account for roughly 40% of long-term global demand for new airplanes. Europe and North America each account for just over 20% of demand, with 15% of deliveries going to other regions. South Asia’s fleet continues to lead global growth, at 6.2% annually. Led by India, the region’s fleet will nearly quadruple, from 700 airplanes in 2019 to more than 2,600 airplanes through 2041. Southeast Asia is projected to see the second-fastest growth, with a near-tripling of its commercial fleet to 4,500 airplanes. This year’s CMO does not include a forecast for airplane deliveries to Russia due to sanctions against aircraft exports. This change reduces global 20-year demand by about 1,500 airplanes compared to last year’s CMO. Single-aisle airplanes will account for 75% of all new deliveries, unchanged from last year’s CMO, and totalling nearly 31,000 airplanes. Through 2041, new widebody airplanes will account for around 18% of deliveries, at more than 7,200 airplanes, enabling airlines to serve new and existing markets, passenger and cargo, more efficiently. The CMO also predicts continued robust demand for dedicated freighters to support global supply chains and growing express networks. Boeing says that carriers will need 2,800 additional freighters overall, including 940 new widebody models in addition to converted narrowbody and widebody freighters over the forecast period. New deliveries (2022-2041) Regional jets 2,120 Single-aisle aircraft 30,880 Widebody aircraft 7,230 Freighters 940 Total 41,170 The full CMO can be accessed HERE. https://www.aircraftinteriorsinternational.com/news/boeing-projects-demand-for-more-than-41000-new-airplanes-by-2041.html Positions Available: Flight Attendant Air Canada Rouge is looking for fun and dedicated people who have a passion for travel to join our Toronto base. / Air Canada Rouge est à la recherche de personnes souriante, dévouées et passionnées par le voyage de joindre notre base de Toronto. Candidates must be willing to live or relocate within 90 minutes of Toronto Pearson Airport. Primary Flight Attendant responsibilities include: · Preparing the aircraft for customer boarding and ensuring a keen awareness of the service and safety plan for the flight · Communicating with customers through one-on-one interactions and general intercom announcements in a warm, friendly and professional manner · Welcoming customers and engaging with them throughout the flight to create a comfortable, friendly environment · Ensuring mandatory safety procedures are followed · Liaising with the flight deck crew (pilots) to ensure a smooth and well operated flight with excellent customer communications · Provide inflight snack, meal, and beverage service and the sale of onboard products · Operation of and assistance with the inflight entertainment system · Assisting customers with a variety of needs including carryon baggage stowage, seating arrangements and general comfort · Handling onboard incidents and emergencies · Handling a medical incident or emergency, including providing First Aid as required · Ensuring the general orderliness of the aircraft · Ensuring customer feedback is shared with management and taking an active role in helping management operate and evolve Air Canada Rouge to provide the best possible customer experience · Completing and submitting required safety reports · Requirements: · Minimum 18 years of age · Possess at least a high school diploma · Hold a valid Canadian Passport without restrictions · Live within 90 minutes of Toronto Pearson Airport or willing to relocate · Able to obtain a Transport Canada security clearance · Able to access the internet for last minute changes and communications · Comfortable working at high altitudes in a pressurized cabin · Customer service experience an asset · Mandatory Covid-19 Vaccination Required · Language Skills: · Candidates who speak both English and French fluently are preferred. · Preference will also be given to candidates who speak the following languages in addition to English: French, Spanish, Portuguese, Arabic, Greek, Romanian, Croatian, Italian, Hebrew, Taiwanese, Japanese, German, Hungarian, Punjabi, Hindi, Cantonese and Mandarin. Diversity and Inclusion Air Canada Rouge is committed to Diversity and Inclusion and aims to create a healthy, accessible and rewarding work environment which highlights employees’ unique contributions to our company’s success. We believe in celebrating the diversity of our workforce and as an equal opportunity employer, we encourage all qualified individuals to apply. APPLY NOW ******************* Are you in the area of Montreal or Toronto and interested in attending an in-person recruitment event? Please sign up using the links below: Monday July 25, 2022 -Montreal https://www.signupgenius.com/go/10c0e48a5a82fabfbcf8-vnement1 25 juillet - Événement de Recrutement | Recruitment Event Vous devez avoir au moins 18 ans, être en possession d'un passeport canadien valide et être entièrement vacciné contre le COVID-19 pour pouvoir participer à cet événement. Pour obtenir la liste des documents que vous devez apporter à l'événement de recrutement, veuillez consulter le PDF "Important Document" ci-joint. ** Sachez que vous ne serez pas en mesure de participer à l'événement de recrutement si vous n'êtes pas en possession des documents requis ** _________________________________________________________________________________ You must be at least 18 years old, have a current Canadian passport, and be fully vaccinated against COVID-19 in order to participate in this event. For a list of the documents you must bring to the hiring event, please see the attached "Important Document" PDF. ** Please note that you will not be permitted to participate in the recruitment event if you do not have the required documentation with you ** Lundi, le 25 juillet 2022 | Monday, July 25 2022 Holiday www.signupgenius.com Thursday July 28, 2022 -Toronto https://www.signupgenius.com/go/10c0e48a5a82fabfbcf8-july July 28- Recruitment Event | 28 juillet - Événement de Recrutement You must be at least 18 years old, have a current Canadian passport, and be fully vaccinated against COVID-19 in order to participate in this event. For a list of the documents you must bring to the hiring event, please see the attached "Important Document" PDF. ** Please note that you will not be permitted to participate in the recruitment event if you do not have the required documentation with you ** _________________________________________________________________________________ Vous devez avoir au moins 18 ans, être en possession d'un passeport canadien valide et être entièrement vacciné contre le COVID-19 pour pouvoir participer à cet événement. Pour obtenir la liste des documents que vous devez apporter à l'événement de recrutement, veuillez consulter le PDF "Important Document" ci-joint. **Sachez que vous ne serez pas en mesure de participer à l'événement de recrutement si vous n'êtes pas en possession des documents requis ** Thursday, July 28, 2022 | Jeudi, le 28 juillet 2022 Four P www.signupgenius.com Regional airline Rex plans to go electric with aircraft conversion (Australia) Regional Australian airline Rex could begin offering all-electric flights soon after striking a deal to retrofit some of its existing aircraft fleet with electric propulsion. Rex this week announced a partnership with Australian-based Dovetail Electric Aviation to “pioneer” the conversion of turbine aircraft to electric and zero emission propulsion. Under the partnership, some of Rex’s legacy aircraft fleet will be retrofitted with electric engines manufactured by MagniX, and will include the installation of electric-drive propulsion, battery systems and hydrogen fuel cells onto aircraft. According to Dovetail, the retrofitted planes would benefit from a 40 per cent reduction in operating costs, as well as a 30 to 40 per cent reduction in noise. Rex said that it would provide the aircraft to be used as the pilot conversion to electric – understood to be drawn from its fleet of Saab 340 aircraft – along with support services that draw upon its existing engineering and technical expertise. Deputy chairman of Rex Airlines, John Sharp, said the partnership would help establish the airline at the ‘forefront’ of the decarbonisation of air travel. “Rex is both proud and excited to be at the forefront of developments in sustainable regional aviation and helping our national efforts in achieving the target of net zero emissions by 2050,” Sharp said. “Regional airlines operating short sectors as well as seaplanes and training aircraft will be the early adopters of electric battery propulsion. Australia, with its very high utilisation of regional aviation and large number of aircraft capable of conversion, is a perfect incubator for the electric aviation industry.” “Significantly lower operating costs of electric aircraft will also help to stimulate regional aviation services between communities not currently served by scheduled flights.” Airline travel has generally been viewed as a ‘hard to abate’ sector, as zero emissions technologies like electric propulsion still remain relatively unproven. Some airlines have experimented with the use of biofuels to offset the use of fossil fuel based aviation fuels, but higher costs and a lack of availability at scale have also limited their use. Major airline manufacturers are actively considering the development of zero emissions aircraft technologies, including European giant Airbus actively investigating the development of green hydrogen fuelled aircraft. Australian airline giant Qantas, however, has conceded the electrification of its own fleet could be “several decades” away. However, many experts say that electric aircraft will be limited to short regional routes. Rex currently operates a fleet of small to medium aircraft that service primarily regional airports, including flights linking regional centres to major capital cities. CEO of Sydney Aviation Holdings, Aaron Shaw – which owns Dovetail – said the company hopes to tap into the substantial global market for air travel and is aiming to open conversion centres across Australia, Europe and Singapore after the successful certification of its electric propulsion technologies, with further expansion into the United States and the Middle East also possible. “Our vision is to lead regional aviation across the world into an exciting, new sustainable era before leveraging the IP, approvals and facilities we establish into larger aircraft and longer flights as improvements in electric propulsion technology enable.” Dovetail said the retrofit of electric propulsion to existing aircraft could accelerate the certification process for electric aircraft, which could be achieved within just four years, compared to an expected eight to ten-year certification process for electric aircraft developed and built from scratch. https://thedriven.io/2022/07/22/regional-airline-rex-plans-to-go-electric-with-aircraft-conversion/ Air Force Testing Autonomous Control on Transport Planes amid Pilot Shortage The U.S. Air Force is partnering with a Boston-based technology company to test using an autonomous co-pilot on its cargo transport planes, a step toward one solution for the service as it faces pilot shortages and automation begins playing a larger role in the military. Merlin Labs, an aviation technology company, said last week that it had reached a deal to test putting its commercial autonomous pilot technology on the Air Force's C-130J "Super Hercules" cargo planes. The company said in a July 13 press release that the system will allow "crew reduction," with the potential for "uncrewed flight." Read Next: Air Force Open to Sending A-10s to Ukraine for Fight Against Russia Merlin Labs' technology is software, which can take over steering an aircraft during turbulence and storms but also can conduct takeoffs and landings in addition to the traditional role of "autopilot" in maintaining a course in flight. Merlin Labs CEO Matthew George told Military.com that the introduction of the software "paves the way to totally uncrewed flight." While the technology won't detect obstacles such as birds in the sky or cars on a runway, it is a notable step toward eventual automation. Air Force Vice Chief of Staff Gen. David Allvin told the House Armed Services Committee's panel on readiness this week that the service needs around 1,600 pilots to fill its current shortage. News of increased reliance on computer algorithms in the cockpit comes as airmen raised the alarm this week over reports that the Air Force is considering reducing the crew on its Boeing KC-46 Pegasus refueling tankers from three to two during certain dangerous missions. Traditionally, a refueling mission is manned with at least a pilot, co-pilot and a boom operator. The possibility of a smaller crew aboard those planes was first noted on the Air Force amn/nco/snco Facebook page, a popular spot for airmen to vent, and was met with swift criticism. "Terrible idea, the flight deck is designed for two qualified pilots," one commenter wrote. "In an emergency you need both of them up there." George said having something like an autonomous co-pilot could help reduce some of those worries and provide for more flexibility for pilots to fly other more crucial missions. But in the military, the integration of robotic or autonomous technology into jobs and missions that have typically been done by service members frequently raises eyebrows. Earlier this year, the Portland Air National Guard's 142nd Security Forces Squadron became the first Guard unit in the nation to receive a new "robot dog" -- officially named the Q-UGV made by Ghost Robotics. The unit planned to test the technology for surveillance and base security operations. But many online compared the Q-UGV to the flocks of killer dog robots from the "Metalhead" episode of "Black Mirror," in which a woman runs through the desert to escape the clutches of the autonomous villains. Henrik Christensen, director of the Institute for Contextual Robotics at the University of California San Diego, told Military.com in a previous interview that it's unlikely that we'll see widespread replacement of many military jobs by robots or AI in the near future. "I think the trend we're seeing is we're trying to automate what are called the dirty, dull and dangerous tasks," Christensen said. " ... but we're still going to need people." https://www.military.com/daily-news/2022/07/21/air-force-testing-autonomous-control-transport-planes-amid-pilot-shortage.html NASA prepares return to the moon with new mission set for August launch NASA will return to the moon with a new mission planned for August, the agency said at a press conference Wednesday. Fifty-three years after the historic landing of Apollo 11 in 1969, the new mission to orbit the moon is tentatively set to begin on Aug. 29, according to agency officials. Artemis I will be an uncrewed test-launch with a newly developed spacecraft, Orion, to determine if it's time to send a human crew to the moon next year. NASA says Artemis I is the first mission aimed to kick start a larger campaign of increasingly complex missions with the goal of bringing astronauts to the moon and Mars. The powerful new spacecraft underwent its most recent wet dress rehearsal, or test run, on Wednesday, which was deemed a success, according to NASA officials. However, the agency is still addressing some repairs to the rocket’s systems, officials said. NASA officials said that they are making strides on these repairs but are still proceeding carefully to ensure the spacecraft is ready to move forward to a launch. A navigation and control assembly unit has already been replaced, and personnel are testing batteries and checking the interim cryogenic propulsion stage that will help propel the Orion spacecraft for its orbit around the moon, according to a NASA statement. There is a rigorous set of operation maintenance requirements that the new ship must pass before it can prepare for take-off, Cliff Lanham, senior vehicle operations manager of NASA's exploration ground systems program, said at Wednesday’s conference. MORE: James Webb updates: NASA reveals 5 stunning, new images from telescope The tests run long, but the agency has emphasized a few key requirements for the craft. This includes tests of the flight termination system, the rocket's engine section, the rocket's core stage forward skirt that houses flight computers and avionics systems and the Orion spacecraft, officials said. According to officials, there are three launch windows in place from Aug. 29 to Sept. 5. The mission will last a varied amount of time depending on which day the rocket launches. The first launch window, on Aug. 29, begins at 8:33 a.m. and lasts for two hours. Using this window would result in a mission lasting 42 days that ends with a splashdown in the Pacific Ocean off the coast of San Diego on Oct.10th, with the U.S. Navy recovering the capsule. MORE: NASA releases sharpest images of universe ever taken - why does it matter? Next, a window will open on Sept. 2, beginning at 12:38 a.m. and lasting for two hours. Leaving within this window creates a mission lasting 39 days, with a splashdown in the Pacific on Oct.11th. The U.S. Navy will recover the capsule here as well. Finally, a window will open on Sept. 5 at 5:12 p.m. and last an hour and thirty minutes. This mission would also last 42 days and end with a splashdown in the Pacific on Oct. 17. There is no launch period from Aug. 30 to Sept.1 because of an eclipse. During this three-day period, the sun and the Earth are out of alignment, so the Orion capsule's solar arrays wouldn’t be able to produce enough power, as it would in the shadow of the Earth, officials said. https://www.yahoo.com/gma/nasa-prepares-return-moon-mission-175100526.html POSITION AVAILABLE: Manager, Emergency Response Indianapolis, IN US ID JR-003658 Category Manager, Emergency Response Schedule Full time POSITION PURPOSE Maintains regulatory compliance of air carriers under NTSB, FAA and ICAO Annex 19 regulations. Maintains an emergency response readiness to respond to aircraft incidents, accidents and company business continuity issues. Develops and implements a Corporate Emergency and Response Plan for code-share partner and charter operations. ESSENTIAL DUTIES To perform this job successfully, an individual must be able to perform each essential duty satisfactorily. Reasonable accommodation may be made to enable individuals with disabilities to perform the essential functions. Manages the effective implementation of policies, procedures and programs to ensure compliance with corporate and governmental safety standards and regulations (14 CFR FAA, NTSB, 49 USC 41113: Domestic Air Carrier Responsibilities). Maintains an effective system to identify, investigate, determine root causes, recommend appropriate risk control measures, and perform trend analysis. (14 CFR FAA, 14 CFR FAA Part 5 Safety Management System, 49 CFR NTSB Part 830, 831 Reporting and Investigation). Confirms applicable Planning, Preparedness and Training for Transportation Accidents and other regulatory training is properly conducted and documented. Provides management, functional training departments, and other training personnel with educational, training materials and tools. (14 CFR FAA, NTSB Family Assistance Plan for Aviation Disasters, etc.). Interfaces with all Codeshare partners, federal agencies and governing bodies regarding Emergency Response planning. Ensures company compliance with corporate and governmental regulations and standards pertaining to emergency planning and response issues (49 CFR NTSB, 49 USC 41113, etc.). Serves as a humanitarian Go-Team leader during all National Transportation Safety Board (NTSB) accident and incident investigations. Oversees the production and timely dissemination of Safety Department deliverables i.e. newsletters, safety bulletins, etc. Provides business continuity planning to include facility drills addressing fire, bomb threat, workplace violence, severe weather, natural disaster and power outages. Fosters the Company’s core values and culture throughout the work environment. Develops and maintains relationships with service providers and the contract administration for required services to meet the performance expectations of responding to Emergency Response scenarios. Performs various other duties as assigned. REQUIRED KNOWLEDGE, SKILLS AND ABILITIES The requirements listed below are representative of the knowledge, skill, and/or ability necessary to perform this job. EDUCATION and/or EXPERIENCE Bachelor’s degree (B.A. /B.S.) or equivalent in Safety with at least 5 years of experience. PREFERRED EDUCATION and/or EXPERIENCE Master’s degree (M.A. /M.S.) or equivalent in Environmental studies with a minimum of 8 years of experience. LANGUAGE SKILLS Ability to read, analyze, and interpret general business periodicals, professional journals, technical procedures, or governmental regulations. Ability to write reports, business correspondence, and procedure manuals. Ability to effectively present information and respond to questions from groups of managers, clients, customers, and the general public. REASONING/PROBLEM SOLVING ABILITY Ability to define problems, collect data, establish facts, and draw valid conclusions. Ability to interpret an extensive variety of technical instructions in mathematical or diagram form and deal with several abstract and concrete variables. DECISION MAKING Makes decisions daily on use of resources, performance and budgets. Decisions could require additional expenditure of resources if not sound decisions. PHYSICAL DEMANDS The physical demands described here are representative of those that must be met by an associate to successfully perform the essential functions of this job. Able to move about the work environment. Frequently required to stand, walk, sit, talk and hear. Occasionally required to climb, stoop or kneel, possibly on uneven ground WORK ENVIRONMENT The work environment characteristics described here are representative of those an associate encounters while performing the essential functions of this job. Able to work in outdoor adverse weather conditions in response to emergency situations. TRAVEL REQUIREMENTS Must be available 24/7/365 to respond in a moment’s notice to emergency situations. Able to travel up to 25% of the time, including international travel requiring a passport APPLY HERE American Robotics Full Time Position: Title: Safety Manager American Robotics goal is to be an industry leader in Safety, Risk, and Resilience in highly automated and autonomous UAS aviation. About the role: American Robotics is looking for a dynamic and motivated full-time safety manager to provide front line support to our flight operations and safety departments. The safety manager will be responsible for assisting in every aspect of development, operationalization, and maintenance of the American Robotics corporate safety program and Advanced Safety Management System. This role reports to the Vice President of Operations, and influences all aspects of technology, culture, operations to champion safety and responsibility across the company. Location: This role is a full-time position based in Boston, MA. Minimum Requirements for Application: · Experience with development, implementation, management and maintenance of aviation and industrial safety management safety systems. · FAA Part 107 Remote Pilot Certificate [required] · Experience with developing and implementing aviation safety training [Crew Resource Management, Non-Technical Skills, Risk Management processes]. · FAA Part 61 Private Pilot Certificate [required. CPL, ATPL certificate holders preferred] · Sound knowledge of FAA Civil Aviation Regulations for Safety Management Systems, Uncrewed Aircraft Systems; BVLOS operations, data recording and reporting practices,. · Knowledge and experience with Aviation and Industry Safety Standards and Best Practices (ASTM, ANSI, , OSHA, DOT). Additional Experience/Qualifications an Advantage: · University/College Degree in Aviation Safety, Human Factors, Accident Investigation. · Aviation Safety Auditing qualifications and experience (certified lead auditor in SMS/QMS), and the overlap with OSHA standards, is an advantage. · Candidates with SMS/Training and Certification programs will have an advantage. · Candidates with experience in front line customer relations regarding aviation safety will have an advantage. APPLY HERE Now Hiring: Director of Safety at flyExclusive in Kinston, NC Summary and Objective The Director of Safety monitors all aspects of the safety system and acts with the authority of the Company President in all matters regarding safety, and as such, can designate any delegated resources to accomplish flyExclusive/flyExclusive Internationals stated safety goals and objectives. Monitors workplace activities to promote and ensure employee compliance with applicable safety regulations. Essential functions Reasonable accommodations may be made to enable individuals with disabilities to perform these essential functions. · Maintain and manage the company Safety Management System (SMS) manual. · Develop safety goals and objectives for the accountable executive's consideration: · Revise and update the stated safety goals and objectives at least annually. · Develop and implement the Emergency Response Program. · Manage the Aviation Safety Action program (ASAP) and facilitate all Event Review Committee (ERC) meetings · Analyze, investigate, and provide recommendations for all ASAP and flight/ground hazard report submissions for the entire organization · Monitor Exclusive Jets LLC's SMS performance and create performance reports for other managers and the accountable executive, as directed. · Facilitate hazard identification and risk management. · Determine the need for and coordinate development of required safety training materials prescribed by national, state, and local laws and regulations or industry best practices: · Evaluate employee hazard identifications for risk and recommend action: · Evaluate and process all employee hazard reports in accordance with this manual's requirements and recommend action to mitigate risk. · Coordinate all safety activities and act as liaison between Exclusive Jets LLC (Limited Liability Company) and PRISM, as well as applicable governmental agencies and insurance carriers · Monitoring safety concerns in the aviation Industry and their perceived impact on Exclusive Jets LLC's operations · Monitor employee training programs to ensure that safety, health, and environmental information presented is current and satisfies applicable government rules and meets Exclusive Jets LLC needs. · Identifies opportunities to minimize workplace injuries, accidents, and health problems. · Conducts employee training on applicable safety standards. · Reviews safety training and recommends revisions, improvements, and updates. · Conducts safety inspections and audits to assess employee compliance with safety regulations. · Inspects safety equipment; recommends replacements. · Drafts and implements internal safety standards and policies. · Reviews accidents and incidents reported by employees and visitors to the facility. · Performs other related duties as assigned. Skills and Abilities: · Extensive knowledge of company safety policies and applicable Occupational Safety and Health Administration (OSHA) standards. · Must have knowledge of current 14 CFR Part 91 and 135 regulations. · Excellent written and verbal communication skills. · Ability to conduct training. · Excellent organizational skills and demonstrate a high-level attention to detail. · Strong supervisory and leadership skills. Competencies · Proficient with Microsoft Word, Excel, Publisher · Health, Safety, and accident investigation certification Supervisory responsibilities · Responsible for supervising the daily responsibilities and setting tasks for the Safety Coordinator(s) and Safety Officer(s). Work environment · Typical office and computer lab environment · Mostly indoor office environment · Some outside industrial environment and hangar Physical demands · Ability to see and hear clearly · Ability to read, comprehend, and speak English clearly · Ability to climb, twist, bend, crouch, stoop, kneel, and crawl · Ability to move in tight quarters · Ability to sit, stand, and walk for extended periods · Ability to work in all weather conditions as needed · Ability to regularly lift/move up to 15 pounds · Prolonged periods sitting at a desk and working on a computer. Dress Code and Uniform · Well-groomed appearance · Adherence to department dress code Travel required · 25% of the time Required education and experience · Bachelor's degree in Health and Safety, Environmental Health, or Safety related field required · 5+ years of related experience · 3 to 5 years in supervisory role Relocation assistant available to qualifying candidates. APPLY TODAY GRADUATE RESEARCH SURVEY - 1 Questionnaire: Flight Emergency response's area for improvement Hi everyone, I am a student from the University of Warwick and doing my Master's dissertation on improvement in the process for developing flight emergency response. I have been an aviation enthusiast since I was a child, although my current studies have got no connections with aviation at all, I would like to devote my dissertation research into this area because I am genuinely interested in it and I wish to contribute to the aviation industry and community. I would be really grateful if any friends who have previously been involved in the developing process (such as designing the Quick reference handbook or training pilot towards abnormal situations) could have the interest to complete the survey which will help me conduct my dissertation in examining the potential problems of the current developing process, which I also believe will make contributions to future improvements in aviation safety. Thank you in advance for your time and help! Please click the link below to access the questionnaire. It approximates takes you 8 - 10 minutes to finish. https://warwickwmg.eu.qualtrics.com/jfe/form/SV_eDNJSt6HpYmwK7s HAO LUO MSc in Programme and Project Management student at University of Warwick WMG GRADUATE RESEARCH SURVEY - 2 School of Mathematics, Computer Science & Engineering City, University of London COMMERCIAL PILOT VOLUNTEERS NEEDED FOR RESEARCH INTO CLEAR-AIR TURBULENCE Dear fellow Newsletter subscriber, I would like to invite you to take part in a research study in support of an MSc project to explore and assess the flight safety threats and mitigations for commercial aviation with respect to future levels of Clear-Air-Turbulence. We are looking for volunteers who are current commercial pilots (CPL/ATPL) to take part in an online survey, with questions sampling valuable knowledge from your past and recent turbulence encounters plus your use of typical countermeasures. The survey is anonymous and requires approximately 10 minutes to complete. For more information about this study, or to volunteer, please visit: https://cityunilondon.eu.qualtrics.com/jfe/form/SV_6KY0VeVfsqvlMoe Thank you in advance for your interest and participation, Philip Donovan Email: philip.donovan@city.ac.uk This study has been reviewed by and received ethics clearance through the Mathematics & Engineering Research Ethics Committee, City, University of London. Curt Lewis