Flight Safety Information - September 6, 2022 No.171 In This Issue : Incident: Iceland B739M and Iceland B752 at Keflavik on Aug 31st 2022, near collision on runway : Incident: Norwegian B738 at Trondheim on Sep 5th 2022, bird strike : Incident: Skywest CRJ7 near Fort Smith on Sep 3rd 2022, shattered windshield : Incident: Envoy E145 at Dubuque on Sep 4th 2022, bird strike : American Airlines Flight Makes Emergency Landing At Tulsa International Airport : EASA Safety Report Shows Another Year of No Fatal Accidents for European Airlines in 2021 : Global Air Travel Last Year: 22 Million Jet Flights, Just 1 Fatal Accident : United Airlines Could Order New Widebody Aircraft By End Of Year : What Are Fifth Freedom Flights? : FAA Continues Doc Consolidation with AD Transfer : Singapore Aviation Firms Ramp up Hiring To Meet Increase in Flights : Shanghai-based China Eastern is to receive a single COMAC C919 jet this year : ALPA - 66th Air Safety Forum - September 12-15, 2022 - JOIN US! Incident: Iceland B739M and Iceland B752 at Keflavik on Aug 31st 2022, near collision on runway An Icelandair Boeing 737-9 MAX, registration TF-ICB performing flight FI-533 from Munich (Germany) to Keflavik (Iceland), was on final approach to runway 19 (threshold elevation) descending on glidepath when the crew initiated a go around at very low height (around 50 feet AGL) just over the runway threshold at about 166 knots over ground. An Icelandair Boeing 757-200, registration TF-FIA performing flight FI-592 from Keflavik (Iceland) to Milan Malpensa (Italy), had stopped before the hold short line runway 19 and began to line up runway 19 crossing the hold short line about one minute before the go around and was accelerating through about 70 knots over ground for takeoff about 400 meters/1300 feet down the runway. According to ADS-B data after initiating the go around FI-533 turned about 10 degrees left while climbing out over the departing FI-592, FI-533 had reached 592 feet AGL at 172 knots over ground about 150 feet left of the runway edge by then, the departing FI-592 was accelerating through 137 knots over ground maintaining the runway centerline. After being clear of conflict FI-533 positioned for another approach now to runway 28 and landed without further incident about 14 minutes later. FI-592 maintained a normal climb out, continued to Milan and landed there without further incident about 3:45 hours later. Icelandic Flugblogg reports Isavia (national airport and navigation service provider) confirmed the occurrence and stated RNSA is looking into the occurrence. A statement from RNSA could not be obtained. On Sep 6th 2022 it became known that Icelandic RNSA have opened an investigation into the occurrence. According to METARs a correction of -272 feet is to be added to the ADS-B Transponder altitudes to determine the true altitude and another -161 feet (runway threshold elevation) to determine the true height. https://avherald.com/h?article=4fdb51e0&opt=0 Incident: Norwegian B738 at Trondheim on Sep 5th 2022, bird strike A Norwegian Air Shuttle Boeing 737-800, registration LN-ENS performing flight DY-1078 from Trondheim (Norway) to Riga (Latvia), was in the initial climb out of Trondheim's runway 09 when a bird impacted the aircraft just above the left windshield prompting the crew to stop the climb at 1500 feet and return to Trondheim for a safe landing on runway 09 about 8 minutes after departure. A large dent above the left hand windshield was observed. The flight as well as the return flight DY-1079 were cancelled. https://avherald.com/h?article=4fdd4ea2&opt=0 Incident: Skywest CRJ7 near Fort Smith on Sep 3rd 2022, shattered windshield A Skywest Canadair CRJ-700 on behalf of American Airlines, registration N770SK performing flight AA-3083 from Springfield,IL to Dallas Ft. Worth,TX (USA), was enroute at FL360 about 160nm northeast of Fort Smith,AR (USA) when the crew initiated an emergency descent to 10,000 feet. The aircraft diverted to Fort Smith for a safe landing on runway 07 about 32 minutes after leaving FL360. A passenger wrote: "I was aboard AA3083 SPI to DFW when we were halfway through flight pilot all of a sudden descending from 36,000 to 9,900 feet because of a shattered windshield and we were stuck at Fort Smith At. For over five hours and that airport was closed so all we had was vending machines. When I asked how I was going to be compensated for missing my connection and flying out next day missing a full days wages. The comment from agent was I get a hotel stay at a Super 8. Don’t get me wrong I'm thankful we made it back to the ground safely but the agent made an off hand remark that AA put in computer that it was a "crew issue" . Sweep under rug is what they are doing. Pilot was visibly shaken when we landed and he said it wasn't a bit stoke it just shattered." A replacement CRJ-700 registration N778SK reached Dallas Ft. Worth with a delay of about 5 hours. The occurrence aircraft remained on the ground for about 23 hours, then positioned to Colorado Springs,CO and is still on the ground in Colorado Springs about 18 hours after landing there. https://avherald.com/h?article=4fdd366e&opt=0 Incident: Envoy E145 at Dubuque on Sep 4th 2022, bird strike An Envoy Embraer ERJ-145, registration N932AE performing flight MQ-3904/AA-3904 from Chicago O'Hare,IL to Dubuque,IA (USA), was on approach to Dubuque's runway 36 when a bird impacted the aircraft at the windshield prompting the crew to go around. The crew reported they were okay but needed another approach. The aircraft climbed back to 3000 feet, positioned for another approach and landed safely on runway 36 about 17 minutes after the go-around. The aircraft remained on the ground in Dubuque for about 9 hours before performing the return flight. https://avherald.com/h?article=4fdd30b3&opt=0 EASA Safety Report Shows Another Year of No Fatal Accidents for European Airlines in 2021 The European Union Aviation Safety Agency (EASA) published its 2022 annual safety review this week. The European Union Aviation Safety Agency (EASA) published its 2022 safety review report this week that provides analysis accident rates, causes, and trends across every segment and category of airborne operations. While noting the COVID-related unusual characteristics of flight operations between 2020 and 2021, the agency notes that there was a "slight increase in the overall accident rate" for commercial airlines last year. There were no fatal accidents committed by airlines registered to operate in EASA member states for the fifth consecutive year in 2021, according to the report. Airborne collision, runway excursion, and collision on runway remained the three top risk areas categorically for airlines last year. "In 2021 there were no fatal accidents involving European Commercial Air Transport (CAT) AOC holders," the report says. "Non-fatal accidents reached or exceeded the levels of the years 2017, 2018 and 2020. These figures should be considered in the context of the COVID-19 pandemic, where air traffic in 2021 was approximately 57% of the 2019 traffic level." Another interesting feature included in the 174-page report is the agency highlighting the potential for an airborne collision to occur between an unmanned aircraft system and other aircraft flying in European airspace. EASA described this possibility as an area of "growing safety concern, due to the increasing accessibility of UAS." EASA tracks these incidents as a "UAS occurrence" or serious incidents where "at least one UAS was involved, and the event resulted in an airborne collision or near airborne collision with an UAS." In 2021, just one instance of "drone collisions and near collisions" was reported. Patrick Ky, EASA's executive director, in a foreword for the report, states that airline passenger traffic in Europe is now back to around 85% of 2019 levels. The agency's top executive also acknowledged unusually high levels of commercial airline delays at European airports over the summer, attributing them to the industry's COVID recovery being challenged by the unavailability of qualified staff at "the various key stages in the passenger process, particularly at the airport." Ky also advocates for the aviation industry in Europe to take an information-security safety management system (iSMS) approach to improving its industry-wide standardized approach to cybersecurity practices. "While the system has benefited enormously from digitalisation, the potential disruptive effects of cybersecurity attacks require our constant attention and awareness," Ky writes. "To further strengthen European aviation against cybersecurity threats, EASA has actively supported the development of the regulatory framework that will introduce an information-security safety management system (iSMS) as an organisational requirement." https://www.aviationtoday.com/2022/09/02/easa-safety-report-shows-another-year-of-no-fatal-accidents-for-european-airlines-in-2021/ Global Air Travel Last Year: 22 Million Jet Flights, Just 1 Fatal Accident SEATTLE — How safe is air travel? Last year, when large commercial jets took off 21.6 million times throughout the world, there was just one fatal accident. Boeing's comprehensive annual compilation of data about air accidents involving large Western-built jet airliners, released at the end of August, shows a decades long trend toward safer air travel. At the beginning of the jet age, in 1959, there were 40 fatal accidents per million flights. The accident rate fell rapidly and a decade ago was down to less than one fatal accident per million flights. Last year, it was less than 0.05 fatal accidents per million flights. In airlines operated by North American airlines, last year the fatal accident rate was zero. Past tragedies brought enhanced safety One cannot minimize the awful tragedy of a jet airliner crash. The two deadly crashes of Boeing 737 MAXs in 2018 and 2019 still weigh heavily on the minds of many in the aviation world and among air travelers. Yet those accidents were exceptional. Fatal airliner crashes, common as recently as the 1960s, have been increasingly rare since the late 1990s. Measured by fatalities per total number of people carried, air travel is the safest form of mass transportation. The plunge in the aviation accident rates over decades is due to enormous technical and organizational advances: safer technology systems on planes, more efficient air traffic control, and thorough training of pilots and maintenance mechanics. Intensely detailed investigations into fatal accidents by the U.S. National Transportation Safety Board and its counterparts in other countries have produced significant safety improvements over the decades — and the recent MAX crashes have done so once again. Jim Hall, who was NTSB chair in the 1990s and oversaw investigations into the deadly 737 crashes in Pittsburgh and Colorado Springs, Colorado, recalls how those accidents resulted not only in Boeing fixing the rudder system implicated in the crashes but in pilots being trained in upset recovery maneuvers. Other accidents in that period led to changes in the way flight crews communicate with one another to ensure efficient teamwork in an emergency. Eventually airlines developed management protocols to systematically address safety risks at every level from the flight deck to the maintenance hangar to the pilot training schools and their mission control centers. After the MAX crashes, Boeing also committed to a formal Safety Management System throughout its enterprise. " Boeing is saying the right things," Hall said. "Hopefully they are doing the right things." He said the decline in regulatory oversight in the years before the MAX crashes — when Congress insisted on the Federal Aviation Administration delegating more and more of the risk assessments on new aircraft to Boeing itself — has been arrested by the MAX tragedies. "We lost our eye on aviation safety when Congress was deluded into the changes that brought the MAX crashes," Hall said. "Anyone in aviation safety should have been embarrassed by the information that came out after those accidents." Now, though, the Aviation subcommittees in Congress "have been all over the FAA to do its job," he said. "Hopefully we'll now see a continued trend of safer aviation," Hall concluded. Boeing's data does not include accidents involving small private planes, small seaplanes, business jets or turboprop planes — such as those flown by Alaska Airlines subsidiary Horizon Air. Commercial jets manufactured in Russia and China are also excluded due to lack of operational data. The data set comprises flights by large jet airliners built largely by Bombardier, Embraer, Airbus and Boeing, and includes both passenger and cargo planes. In 2021, there were just over 28,500 such airplanes operating worldwide, of which just shy of 13,500 were Boeing jets. Globally, the only fatal airliner crash among them was the crash of a Boeing 737 "classic" airplane operated by Sriwijaya Air in Indonesia, in which 62 people died. That plane may have suffered an autothrottle malfunction. The final investigation report is expected imminently and may well lead to some corrective action by Boeing. The recent safety record of American and Canadian airlines is remarkable. In 2018, on a Southwest Airlines flight, metal shrapnel from an uncontained engine failure blew out a cabin window, killing one passenger. That was the only death in an accident on a passenger airliner operated by North American airlines in the past decade. There were a dozen deaths during the decade in crashes of cargo planes operated by American carriers. These included the 2013 crash of a 747 cargo jet operated by commercial freight charter carrier National Air Cargo that crashed carrying military supplies in Afghanistan, killing seven people. Overseas, the record is more blemished, with nearly 1,600 deaths from 27 scheduled passenger jet accidents in the past decade. That includes the 346 deaths from the MAX crashes, which were exceptional in that the two aircraft were almost new and took off in perfect flying weather. Most of the other overseas accidents in the past decade involved much older aircraft, often at small airlines with dubious safety records. The 1,600 global fatality total over 10 years includes the 239 people aboard the Malaysia Airlines 777 that disappeared in 2014 over the Indian Ocean — thought by many in the aviation world to be a pilot suicide. However, Boeing's data set excludes the 289 people who died later that same year when Russian-backed forces shot down another Malaysia Airlines 777 flying over Ukraine. That was a deliberate military act, not an aviation accident. Similarly, it doesn't include the 176 people killed on a Ukraine International Airlines 737 that Iranian forces shot down as it took off from Tehran in January 2020. At a moment of heightened military tension with the U.S., the Iranians mistook the jet for an incoming cruise missile. So far this year, there has been a single large jet transport fatal accident: In March, a China Eastern 737-900, the model before the MAX, crashed in the mountains of the Guangxi region, killing all 132 people aboard. The investigation of that accident has not been published, but The Wall Street Journal reported in May the preliminary conclusion of American investigators that this may have been a deliberate suicidal dive into the ground by one of the pilots. In the current unstable world, airliners are essentially so safe, especially in North America and Europe, that the risk of some malign action to bring down a plane may be greater than the risk of a fatal accident. https://www.aviationpros.com/airlines/news/21279708/global-air-travel-last-year-22-million-jet-flights-just-1-fatal-accident United Airlines Could Order New Widebody Aircraft By End Of Year United is reportedly considering the A350 or the 787. United Airlines is reportedly negotiating with Boeing and Airbus for a sizeable widebody aircraft order which may be placed by the end of 2022. Boeing 787 or Airbus A350? Scott Kirby has been a regular visitor to United Airlines' pilot training center in Denver. According to Seeking Alpha, it is rumored that on a recent visit to the training center, Kirby shared with the pilots that United is considering a large order of widebody aircraft soon. In a pilot contract sub-forum on the Airline Pilot Forums website, someone posted that Kirby stated that the airline will choose between the Boeing 787 or Airbus A350 aircraft families and that it will likely be a winner-takes-all scenario. Supposedly, Kirby added that the order could be for more than 100 aircraft, almost the size of American Airlines' entire widebody fleet. At face value, sticking with the 787 seems like United's best option. United already has an order for Airbus A350 aircraft, initially placed in 2010. The original order was for 25 Airbus A350-900 aircraft. By 2017 the order had been modified multiple times, and the airline changed its existing order from 35 A350-1000 to 45 A350-900 aircraft. In December 2019, United announced that it was deferring its first delivery of the A350-900. As of today, United still has an order for those 45 A350-900s, and it is rumored that United is willing to consider the cancellation fee for both the Airbus aircraft and the Rolls-Royce engines which power the A350s. Though Rolls-Royce does manufacture engines for the 787, United's current Dreamliner fleet is powered by GE engines. Airbus A350 United's A350 order has long been considered archived and headed towards an eventual cancelation or conversion. Two other factors that play into Boeing's hand are the cost of pilot training and maintenance costs. If United were to add the A350, it would be the first widebody type of a different manufacturer in the airline's fleet, generating high training and operational costs. Additionally, Delta Air Lines currently holds the maintenance, repair, and overhaul (MRO) contract for Rolls-Royce engines that power the A350. If United took delivery of the A350, Delta would directly benefit from it. New narrowbodies Last summer, United placed the most significant order by a single airline in a decade and the largest ever in United States airline history. The order was for 270 Airbus and Boeing Aircraft, split by 200 Boeing 737 MAX aircraft and another 70 Airbus A321neo aircraft. At the time of the order, United had commitments for a total of 380 Boeing 737 MAX aircraft, including the ones already delivered. The new order included 50 of the MAX 8 variant and 150 of the larger MAX 10 variant, which is still in production and certification. Last week, the first MAX 10 was spotted with United Airlines colors in Washington state. United Airlines United has 150 MAX 10 aircraft on order. United also revealed updates to its narrowbody cabins. Its new cabins will feature a 75% increase in premium seats, larger overhead bins, in-flight entertainment (IFE) at every seat, and the industry's fastest inflight WiFi. The new aircraft will feature the new signature interiors, and the existing aircraft will be retrofitted by 2025. This marked a pivot toward a more premium image after years of scaling back similar features. https://simpleflying.com/united-order-new-widebodies-end-of-year/ What Are Fifth Freedom Flights? In this post: • Fifth freedom flight basics • Why airlines operate fifth freedom flights • Why passengers should care about fifth freedom flights • Controversy with fifth freedom flights • Are fifth freedom flights becoming obsolete? • Fifth freedom flights from the United States • Bottom line Fifth freedom flight basics In the context of commercial aviation, a fifth freedom flight is one where an airline from one country flies between two other countries, with the right to transport passengers between them. These kinds of flights aren’t allowed in all cases, but rather have to be part of an air services agreement between countries (or part of a larger aviation treaty). I’ll share more routes below, but just to give one example, Emirates operates a flight from Dubai to Milan to New York, so the flight between Milan and New York would be a fifth freedom flight. Why? Because an airline from the United Arab Emirates is operating a flight between Italy and the United States, and the airline can even sell tickets for travel between New York and Milan. If an airline simply stops in an extra country to refuel, or if the airline doesn’t have the right to pick up or drop off passengers in a country, then it wouldn’t be considered a fifth freedom flight. Emirates operates two fifth freedom flights to the United States Why airlines operate fifth freedom flights There are a few reasons airlines may choose to operate fifth freedom routes. One reason is because a destination can’t practically be reached nonstop, so a stop is necessary along the way: For example, Emirates flies from Mexico City to Barcelona to Dubai (with the first flight being a fifth freedom flight) This is done because a 777 can’t easily fly nonstop from Mexico City to Dubai without a significant weight restriction, due to Mexico City Airport being at a high altitude (which reduces takeoff performance) In other words, the only way for Emirates to fly to Mexico City is through a third country, so the airline might as well figure out a lucrative second market Another reason is because a fifth freedom market is determined to be lucrative, even if there are no operational limitations: For example, Emirates flies nonstop from Dubai to New York, but also operates flights from Dubai to Milan to New York This isn’t because the airline can’t fly nonstop (it can and does), but rather because the economics of the Milan to New York flight make sense The market between Dubai and Milan is large, the market between Milan and New York is large, and the market between Dubai and New York is large, so this gives the airline lots of opportunities to fill seats and maximize revenue A last main reason is because an airline wants to serve a certain destination, but there’s not enough demand to operate directly there: For example, SWISS flies from Zurich to Sao Paulo to Buenos Aires Clearly the airline didn’t see sufficient demand to fly directly from Switzerland to Argentina, but sees value in offering connecting service there as part of an existing Brazil flight Presumably the icing on the cake is the ability to exclusively transport passengers between Brazil and Argentina SWISS flies between Sao Paulo and Buenos Aires Why passengers should care about fifth freedom flights There are three main reasons passengers should care about fifth freedom flights. First of all, as an avgeek it sure is fun to fly an “exotic” airline between other countries, whether we’re talking about flying Singapore Airlines from New York to Frankfurt, Gulf Air from Singapore to Bangkok, or Ethiopian Airlines from Buenos Aires to Sao Paulo. Gulf Air flies between Singapore and Bangkok Next, in many cases fifth freedom flights are more reasonably priced. Airlines operating fifth freedom flights often have to price more aggressively, since they may not have the pricing power of an airline based in that country, in terms of frequencies, name recognition, etc. For example, you might find that Gulf Air is significantly cheaper between Singapore and Bangkok than Singapore Airlines, Thai Airways, etc. Lastly, in many cases fifth freedom flights can offer a significantly better passenger experience, since these flights are often operated by long haul aircraft. For example, Singapore Airlines flies between Milan and Barcelona, so you could enjoy the carrier’s excellent A350 business class on this short route. As another example, who wouldn’t want to fly Emirates first class between Newark and Athens? It’s certainly better than anything offered by a US-based airline in the market! Emirates first class between Newark and Athens is awesome! Controversy with fifth freedom flights Historically fifth freedom flights haven’t been without controversy: In many cases the “home” airlines in a country have been opposed to other airlines launching fifth freedom routes, since they don’t like the competition Fifth freedom flights from Gulf carriers have been especially controversial, given accusations of government subsidies Many governments have refused to grant airlines permission to operate fifth freedom flights, even in situations where an air services agreement would otherwise allow it For example, for a long time we saw airlines in the United States rally against Emirates’ flights between Europe and the United States, and it took Emirates a couple of years to get approval from the Mexican government to launch a flight between Mexico City and Barcelona. Emirates’ fifth freedom flights have been especially controversial Are fifth freedom flights becoming obsolete? Great question. The way I view it, fifth freedom flights are less necessary than they used to be, so now they’re primarily being operated for different reasons. Airlines are now largely operating fifth freedom flights based on where they see demand, rather than due to operational requirements (there are of course exceptions). For example, for decades Cathay Pacific operated a fifth freedom flight between New York and Vancouver. This route was initially launched at a time when Cathay Pacific only flew between Hong Kong and New York via Vancouver, due to aircraft range. Eventually the airline also started nonstop flights between Hong Kong and New York, but at that point the airline was so well established in the market between New York and Vancouver that it stuck around. Unfortunately the route was terminated in 2020, and had apparently been losing money for quite some time. While the operational needs for these kinds of flights is largely limited, airlines increasingly see business cases for operating these routes, to the extent that governments will allow. Cathay Pacific used to fly between New York and Vancouver Fifth freedom flights from the United States What fifth freedom flights can you take to & from the United States? Off the top of my head, here are the ones that are either available, or are launching soon: • Emirates flies from New York to Milan and Newark to Athens (both routes continue to Dubai) • Ethiopian Airlines flies from New York and Newark to Lomé (both routes continue to Addis Ababa) • Singapore Airlines flies from Houston to Manchester, Los Angeles to Tokyo, and New York to Frankfurt (all routes continue to Singapore) • Qantas will soon fly from New York to Auckland (the route will continue to Sydney) Ethiopian Airlines operates many fifth freedom flights Bottom line A fifth freedom flight is when an airline based in one country operates a flight between two other countries. Personally I love fifth freedom flights, since they can often represent a great deal, offer a superior experience, and even give you a bit of flair. https://onemileatatime.com/guides/fifth-freedom-flights/ FAA Continues Doc Consolidation with AD Transfer Continuing efforts to consolidate regulations and guidance documents into a single, searchable site, the FAA completed the migration of airworthiness directives (ADs) to its Dynamic Regulatory System (DRS). On August 16, the agency decommissioned the AD databases that had been housed on the Regulatory Guidance Library. Users may still receive notifications of ADs and emergency ADs and can still subscribe for notifications. In addition, the FAA will continue to mail the AD Biweekly publication. But AD documents will only be available through the DRS, the Aeronautical Repair Station Association advised members, adding the FAA has added training tools for searching the ADs and use of the DRS. The DRS is part of an effort by the agency to make it easier to research aviation guidance, providing a centralized knowledge center of FAA aviation safety material. The Aircraft Electronics Association noted that in addition to the Regulatory Guidance System, the DRS includes material from the Flight Standards Information System, among others. In all, the DRS houses more than 65 document types from a dozen different repositories amounting to two million regulatory documents that can be searched. The DRS is to be updated every 24 hours. https://www.ainonline.com/aviation-news/business-aviation/2022-08-17/faa-continues-doc-consolidation-ad-transfer Singapore Aviation Firms Ramp up Hiring To Meet Increase in Flights From ground handlers, to security staff, cleaners, cabin crew and air traffic controllers, almost all types of airport workers are now in strong demand, amid a tight labour market. Sep. 5—SINGAPORE (The Straits Times/ANN) — When Singapore Airlines (SIA) resumed hiring in February after a two-year freeze, the national carrier had aimed to recruit 2,000 cabin crew trainees by March next year. It has hired 1,200 people to date, and now wants to bring in the remaining 800 trainees by December, as air travel continues to rebound from the depths of Covid-19. With borders open, the airline is also considering restarting hiring from places outside Singapore and Malaysia, which it did pre-Covid-19 in China, Indonesia, South Korea and Taiwan. Like SIA, other companies in the local aviation sector are pulling out the stops to replenish their ranks. From ground handlers, to security staff, cleaners, cabin crew and air traffic controllers, almost all types of airport workers are now in strong demand, amid a tight labour market. Manpower shortages have been a key hurdle for airlines in the Asia-Pacific. In Australia, for instance, a lack of workers has left airlines and airports unable to keep up with demand since unrestricted travel resumed early this year. In Singapore, Changi Airport's handling capacity has largely stayed abreast of growing passenger traffic. Singapore Institute of Technology Associate Professor Volodymyr Bilotkach, who heads its air transport management degree programme, noted that major Asian markets such as China, Hong Kong, Taiwan and Japan remain restricted, which limits the speed and extent of the recovery in Asia. Overall Asia passenger traffic is expected to hit only 70 per cent to 80 per cent by year end. In Europe, it has already surpassed 90 per cent of pre-pandemic levels, outstripping what manpower levels can handle. "If China were open for business now, we'd be having similar issues to what Europeans are experiencing," Prof Volodymyr said. The total number of Changi Airport workers increased from 25,000 to 29,000 people in the first half of the year. Transport Minister S. Iswaran last week said another 3,500 to 4,000 people are needed, with passenger traffic expected to hit 80 per cent of pre-pandemic levels in October. If achieved, this would bring the total number of airport workers to about 33,000 people — 95 per cent of what it was before. Sats, Changi Airport's biggest ground handler, said its staff headcount has exceeded 80 per cent of 2019 levels as at June — on a par with the general manpower recovery in the sector. To fill some of the 600 positions available, however, it has had to pay "significantly" higher salaries — as much as 30 per cent more — typically for more specialised roles. Sats did not elaborate on what these roles were when asked. The positions that it has available include passenger service agents, air logistics specialists, skilled ground support equipment drivers, technical ramp servicemen and aviation catering production. Mr Musdalifa Abdullah, managing director of ground handler dnata, said the firm conducted a salary benchmarking review for all roles last year to ensure it can attract the people it needs, without confirming if dnata had raised wages. The firm has filled 375 positions this year to reach 65 per cent of its pre-pandemic headcount. SIA and the Civil Aviation Authority of Singapore (CAAS), which hires air traffic controllers, did not say whether they have increased pay when asked. Since the start of the year, SIA has received thousands of applications for cabin crew, with snaking lines in front of its office. All of its more than 3,000 pilots have now also been brought back and are on active duty, and only a "small number" had left in the intervening two years. CAAS has hired 30 air traffic controllers this year, and noted that it had continued recruiting throughout the pandemic. It is understandable that the most voracious hiring would not be among pilots and air traffic controllers, although Covid-19 has affected these professions too, said Mr Subhas Menon, director-general of the Association of Asia-Pacific Airlines. He said the greatest shortage in Singapore, as in elsewhere, is more likely in ground handling, hospitality, security and immigration. During the pandemic, when governments issued financial help to the sector, these outsourced sections of the industry were more likely to have received less help and lose more workers, he noted. Their skills are also less specific to the aviation industry and so they have more options to join other sectors. SIT's Prof Volodymyr said: " Labour is the key. Airlines and airports need to invest into human capital now, in anticipation of traffic recovery, not put it off until the passengers return, which was the mistake Europeans and Americans have made." https://www.aviationpros.com/airlines/news/21279716/singapore-aviation-firms-ramp-up-hiring-to-meet-increase-in-flights Shanghai-based China Eastern is to receive a single COMAC C919 jet this year. Shanghai-based China Eastern Airlines, the launch customer for China’s homegrown C919 narrowbody aircraft, is planning to receive a single C919 jet this year, down from the previous forecast for three units. As per the carrier’s first-half year report for 2022 released on August 31, it expects to take delivery of one homebuilt passenger jet by the end of 2022. The state-owned Commercial Aircraft Corporation of China (COMAC) will deliver the narrowbody jet to the carrier during the second half of 2022 once the aircraft type receives certification from China’s aviation regulator. COMAC’s C919 plane has five firm orders from China Eastern Airlines, according to the purchase agreement signed in 2021. The carrier, which signed a letter of intent with COMAC in 2010, firmed up orders for five C919 twin-engine narrowbody aircraft in 2021. Just a single unit in 2022 Although the previous plan was to obtain three C919 narrowbody aircraft deliveries in 2022 and the remaining in 2023, China Eastern Airlines now expects to receive just a single unit of the domestically-built jet this year. The news comes as the state-run aerospace manufacturer awaits the Civil Aviation Administration of China (CAAC)’s airworthiness certification of its newest medium-range jetliner later this year. According to the carrier’s report, the remaining four jets will join the fleet of its launch customer in 2023. The first mid-range, single-aisle C919 jet bound for the initial customer, China Eastern, took to the skies for the first time on May 14, 2022, accomplishing three hours and two minutes of maiden flight successfully. Upon the delivery of C919s to China Eastern, the carrier will base the aircraft in Shanghai and deploy them to serve routes like Beijing, Guangzhou, Shenzhen, Wuhan, etc. COMAC’s C919 delivery delays In 2008, COMAC was founded in Shanghai to lead the C919 development project launched by China’s government. Despite the initial plans to get the passenger jetliner flying by 2014 and commercialize it by 2016, the first narrowbody C919 prototype completed its first flight only in May 2017. The lack of technical expertise and equipment and problems in the supply of spare parts from its suppliers slowed down the commercial entry of C919 and pushed the launch date back to 2021. The stringent regulations on export controls by the United States further delayed the schedule as the North American country banned tech exports to COMAC due to its alleged military ties. The tightening of rules governing the export of spare parts and technical assistance to companies with ties to the Chinese military and C919’s dependence on western counterparts for the supply of powerplant and avionics affected the aircraft’s development program. Against all odds and issues, the state-run COMAC completed all six C919 test flights in July, bringing the domestic jet a step closer to Type Certification. On July 23, China’s civil aircraft OEM, COMAC, announced the successful completion of the C919 test flights operated by the COMAC flight test center with the participation of Airworthiness Authority pilots from China’s aviation regulatory agency. The latest flight test tasks pave the way for COMAC’s newest jet to receive the final certification from the Chinese government. C919’s specifications Once the C919 type receives necessary regulatory approvals, it will pose a direct competition to European Airbus A320neo and American Boeing 737 Max variants in a narrowbody, medium-range, and single-aisle segment. C919 twin-engine jet is the emblem of China’s civil aerospace ambition and an effort of the Chinese government to underscore the reliance on homegrown technologies. COMAC C919 aircraft has a seating capacity of up to 158-168 passengers and can fly at a maximum range of 5.555km. Although it competes against the best-selling aircraft types in the world, it offers less fuel efficiency and economics than western alternatives, making it a tough sell to airlines. COMAC’s C919 jet has accumulated 815 provisional orders from 28 companies, a part of which will be converted into firm orders once the aircraft is certified by CAAC in the coming months. Majority of customers are Chinese, with very few from carriers outside the country. The domestically-built C919 won’t seek Federal Aviation Administration (FAA) or the European Aviation Safety Agency (EASA) certification as it will rarely find favor outside China. After obtaining CAAC approval, the Chinese aerospace manufacturer must undertake additional test flights and provide pilot training before bringing the C919 jets to revenue service. The homegrown commercial jet is valued at 99 million US listed price as of May 10. https://www.aviationnepal.com/shanghai-based-china-eastern-is-to-receive-a-single-comac-c919-jet-this-year/ 66th Air Safety Forum – Join Us! PERSEVERANCE THROUGH STRENGTH AND UNITY September 12 – September 15, 2022 | Omni Shoreham Hotel | Washington, DC safetyforum.alpa.org CONFIRMED KEYNOTES INCLUDE • Capt. Joe DePete – President, Air Line Pilots Association, Int’l • The Honorable Jennifer Homendy – Chair, National Transportation Safety Board • The Honorable David Pekoske – Acting Administrator, Transportation Security Administration • Mr. Nick Robinson, Director General Civil Aviation, Transport Canada • Capt. “Sully” Sullenberger – Former U.S. Ambassador to ICAO • Mr. Dieudonne Kazzembe, Aero Club Foundation Scholarship Recipient Agenda and registration information can be found at safetyforum.alpa.org THANK YOU, SPONSORS & EXHIBITORS! Sponsorship and exhibitor opportunities are available. Email airsafetyforum@alpa.org for more information. Curt Lewis