Flight Safety Information - September 26, 2022 No.185 In This Issue : Incident: Dolomiti E195 at Milan on Sep 24th 2022, engine fire indication : Incident: COPA B738 at Panama City on Sep 25th 2022, runway excursion on landing : Accident: Swift B734 at Montpellier on Sep 24th 2022, overran runway on landing : Incident: British Airways A320 at London on Sep 21st 2022, nose gear steering failure : Incident: Voyageur DH8D at Malakal on Sep 22nd 2022, runway excursion : Most pilots in India fall asleep while flying: Study : Russian pilots and airline personnel receive draft letters for war in Ukraine : CEIV Lithium Batteries improves aviation safety : Patched Up B-2 Ferried For Repairs : Why No One Will Build An Engine For Boom’s Supersonic Plane : The airline race for a breakthrough fuel to cut one billion tons of carbon is just starting : POSITION: Manager, Line Operations Safety Audit (LOSA) : ISASI’s PACIFIC NORTHWEST REGIONAL CHAPTER PRESENTS A FALL KICK-OFF EVENT! : GRADUATE RESEARCH SURVEY Incident: Dolomiti E195 at Milan on Sep 24th 2022, engine fire indication An Air Dolomiti Embraer ERJ-195, registration I-ADJU performing flight EN-8287 from Milan Linate (Italy) to Munich (Germany), was climbing out of Linate's runway 36 when the crew stopped the climb at 4000 feet due to an engine (CF34) and returned to Linate for a safe landing on runway 36 about 15 minutes after departure. A passenger, wife of a German football star, reported there had been an engine fire on board. Emergency services attended to the aircraft and even walked through the cabin after landing to inspect the aircraft before passengers were permitted to disembark. https://avherald.com/h?article=4fed1cf0&opt=0 Incident: COPA B738 at Panama City on Sep 25th 2022, runway excursion on landing A COPA Airlines Boeing 737-800, registration HP-1539CMP performing flight CM-135 from Mexico City (Mexico) to Panama City (Panama), landed on Panama City's runway 03R at 21:12L (02:12Z Sep 26th), in the flare drifted towards the right hand edge of the runway, touched down inside the touch down zone and runway, then veered to the left and went past the left edge of the runway crossing the runway edge at about 110 knots over ground. The aircraft continued parallel to the runway, crossed a high speed turn off beginning to correct towards the runway but came to a stop about 2200 meters/7200 feet down the runway and about 21 meters/70 feet to the left of the left runway edge. The aircraft was evacuated via slides. There were no injuries. The airport reported the aircraft suffered a mishap during landing. No serious injuries were being reported, emergency protocols were immediately activated, the airport was closed. Panama's Civil Aviation Authority opened an investigation. The airline reported the aircraft went off the runway upon landing, no injuries were reported. https://avherald.com/h?article=4fecf7cf&opt=0 Accident: Swift B734 at Montpellier on Sep 24th 2022, overran runway on landing A Swiftair Boeing 737-400 freighter on behalf of West Atlantic Sweden, registration EC-NLS performing flight SWN-5745 from Paris Charles de Gaulle to Montpellier (France) with 3 crew, landed on Montpellier's runway 12L in heavy rain at 02:36L (00:36Z) but overran the end of the runway and came to a stop with the nose gear already in the water about 200 meters/650 feet past the runway end. There were no injuries, the aircraft sustained substantial damage. The airport reported the aircraft's front part (nose) is partially submerged in the L’Etang de Mauguio. The airport was closed for all traffic until the aircraft can be removed. The accident investigation office is on site, resources to return the aircraft onto and subsequently off the runway have been deployed. The BEA announced they have opened a security investigation. On Sep 25th 2022 The Aviation Herald received information that the aircraft sustained substantial damage. https://avherald.com/h?article=4feb73f0&opt=0 Incident: British Airways A320 at London on Sep 21st 2022, nose gear steering failure A British Airways Airbus A320-200, registration G-MIDY performing flight BA-2829 from Bari (Italy) to London Gatwick,EN (UK), was on final approach to Gatwick's runway 08R descending through about 1000 feet AGL when the crew initiated a go around due to a nose gear steering malfunction. The aircraft climbed back to 4000 feet, positioned for another approach and landed safely on runway 08R about 25 minutes after the go around, rolled to the end of the runway and stopped. The aircraft was subsequently towed off the runway. A passenger reported the crew announced they were having a nose gear steering malfunction. The occurrence aircraft is still on the ground at Gatwick about 48 hours after landing. https://avherald.com/h?article=4feaefcc&opt=0 Incident: Voyageur DH8D at Malakal on Sep 22nd 2022, runway excursion A Voyageur de Havilland Dash 8-400, registration C-GNSV performing a flight from Juba to Malakal (South Sudan), had landed in Malakal. The aircraft was subsequently seen right off and past the end of runway 04, it is unclear whether the runway excursion happened on landing or the subsequent takeoff. There were no injuries. The aircraft has not been seen on ADS-B in about 30 hours since the landing in Malakal. The aircraft was carrying a UN medical team. https://avherald.com/h?article=4feaecb1&opt=0 Most pilots in India fall asleep while flying: Study The most common causes of falling asleep in the cockpit were overwork. Two-thirds of pilots in India have admitted to dozing off in the pilot's seat. In India, two-thirds of pilots have admitted to dozing off in the pilot's seat. According to a study by the Safety Matters Foundation that included 542 regional, local and international pilots, 66% of those polled admitted falling asleep while at the controls of the aircraft without waking up a fellow crew member. There is a chronic scarcity of competent pilots in India, where airlines require up to 1,500 new pilots annually. However, only 200 to 300 of these new hires have the appropriate training. The most common causes of falling asleep in the cockpit were overwork and having to fly back-to-back morning flights, which required getting up as early as 2am. One of the biggest causes of aeroplane accidents is fatigue. Between India and the UK, where 1.5 million British Indians reside, there are hundreds of flights per week. Around 54% of pilots reported having severe excessive daytime sleepiness, according to their responses, while 41% reported having moderate excessive daytime sleepiness. At least one-third of those polled admitted to having a near-accident experience while flying, which they attributed to being too fatigued. Pilot weariness accounts for 15-20% of human mistakes in fatal accidents. Aviation accidents do not happen every day. However, statistics reveal that 80% of the time, human error is to blame. Slower reaction times, diminished concentration and worse decision-making are all effects of fatigue. 48% of fatal accidents and onboard fatalities occur during the final approach and landing, according to a statistical review of commercial aeroplane accidents worldwide between 1959 and 2016. According to data from 2011 to 2015, the approach and landing phases of a flight accounted for over 65% of all accidents that were reported, with unstabilised approaches being a contributing factor in 14% of these incidents. Additionally, unstabilised approaches were at blame for 31% of runway excursions. https://www.livemint.com/news/india/most-pilots-in-india-fall-asleep-while-flying-11664179096796.html Russian pilots and airline personnel receive draft letters for war in Ukraine Employees at Russian airlines and airports have begun receiving enlistment notices for the army because of President Vladimir Putin’s order for a partial military mobilization across the country, Reuters reported on Friday (23) citing sources. Most of the pilots at the airlines are reserve officers trained in military departments at flight schools, or soldiers who have completed their military service. Employees of at least five airlines, including Russia’s main carrier Aeroflot, and more than 10 airports have received mobilization notices. According to sources at three companies, potentially 50-80% of employees could be recalled, with one source close to Aeroflot saying that more than half the staff of three of the group’s airlines could be recalled. As reported by our media partner Aeroin, at least five companies have started compiling, and two have already sent, lists of employees to be exempted from military service, as the exemption is critical not only for pilots and air traffic controllers, but also for technical, commercial and IT specialists, the report said. https://www.aviacionline.com/2022/09/russian-pilots-and-airline-personnel-receive-draft-letters-for-war-in-ukraine/ CEIV Lithium Batteries improves aviation safety Lithium batteries are a known threat to aviation if they are not designed, tested, manufactured, packed, and handled correctly. A short circuit can send a battery into thermal runaway and cause a fire, an extremely dangerous inflight event. Although the failure rate of lithium batteries is unknown, they are classified as dangerous goods by the UN Subcommittee of Experts on the Transport of Dangerous Goods. To make matters worse, their ubiquity in modern consumer goods means lithium battery usage is rapidly increasing. New suppliers are entering the market every day, many of whom are ignorant of the regulations applicable to the transport of lithium batteries by air. The number of incidents of intentionally mis-declared and non-compliant lithium battery cargo shipments is growing. To support existing guidelines, IATA introduced the Center of Excellence for Independent Validators Lithium Batteries (CEIV Li-batt). Following on from similar CEIV programs in pharmaceuticals, live animals, and perishables, CEIV Li-Batt is a certification program designed to ensure the safe carriage of lithium battery products. Driven by the IATA Dangerous Goods Regulations (DGR) and IATA Lithium Battery Shipping Regulations (LBSR), the CEIV Li-Batt establishes baseline standards to improve the level of competency and quality management in the handling and carriage of lithium batteries throughout the supply chain. Broadening the scope When first introduced in 2021, CEIV Li-Batt was angled toward freight forwarders. The main issue was—and remains—non-compliance by shippers and trying to reduce the problem at source reaps the biggest rewards. Nevertheless, this is an end-to-end supply chain issue, and airlines and ground handlers are now being encouraged to join CEIV Li-Batt. “There are different responsibilities for each stakeholder,” says Dave Brennan. IATA’s Head, Cargo Safety and Dangerous Goods. “For freight forwarders, for example, it is about the packing and labelling of lithium batteries and we have learned a lot about this in the past year. For airlines, it is about handling, loading, and reporting any problems. The scope of CEIV Li-Batt is being broadened. Freight forwarders were the ideal start point and now the operating side is coming under scrutiny.” How CEIV Li-Batt works Companies must undergo a through certification process to be accepted by the CEIV Li-Batt program. That certification, however, is internationally recognized and marks the beneficiary as holding to the highest standards and best practice, a commercial differentiator. Training covers all personnel involved in the handling and transport of lithium batteries and working for shippers, freight forwarders, airlines, and ground service providers. An assessment follows, carried out by an independent validator against the CEIV Li-Batt checklist, which is based on IATA’s Dangerous Goods Regulations but includes infrastructure and equipment. Comprehensive feedback includes a gap analysis and a detailed list of the specific areas of improvement. A final validation is conducted by a second validator to verify that any findings have been addressed and that the organization meets the program's standards. The main difference from other CEIV programs is that certification is in effect for only two years rather than three. The shorter time period is appropriate to dangerous goods. Re-certification involves refresher training and a re-validation to check and ensure continued compliance with the program's standards. Organizations that successfully undergo training, assessment, and validation requirements are granted a certificate issued by IATA and are listed on the IATA ONE Source registry. Other initiatives Complementing the work in CEIV Li-Batt, the industry is furthering fire containment initiatives. “Although the regulations are designed to stop an incorrectly packaged dangerous goods getting on the aircraft, you need to prepare for that eventuality,” says Brennan. There are a number of new fire containment ideas, such as fire containment covers for palletized cargo that can contain a fire for up to six hours, easily giving the crew enough time to get the aircraft safely on the ground. Fire-resistant containers are also on the market. Alongside these improvements, a fire test standard is being developed. The standard will act as a measure of safety and should boost product development. New packaging standards are also on the horizon. “The problem with non-compliance in lithium battery carriage is increasing but new standards and increasing awareness will enable us to meet the challenge head-on,” Brennan sums up. “CEIV Li-Batt will make a significant contribution to aviation safety.” https://airlines.iata.org/news/ceiv-lithium-batteries-improves-aviation-safety Patched Up B-2 Ferried For Repairs A B-2 bomber damaged in a runway excursion about a year ago at Whiteman Air Force Base in Missouri was ferried to Palmdale, California, where it was built, showing the scars of its gear collapse. The half-billion-dollar aircraft was stitched up with speed tape and sported a big patch near its nosegear to make it flyable to Plant 42, the Air Force’s top-secret manufacturing facility, for proper repairs according to MSN. The wrinkled composite with its toxic radar-reflective coating is expected to cost about $10 million to repair. The flying wing, named Spirit of Georgia, is one of just 20 Spirits that form the pointiest tip of the U.S.’s airborne nuclear arsenal, and was making an emergency landing at Whiteman, the B-2 fleet’s home base, after a hydraulic issue that occurred when the crew deployed the landing gear. When the aircraft touched down, worn-out springs in the left main gear failed to keep it locked and the plane veered onto the grass. It was the plane’s third training sortie of the day and the two pilots were not hurt. https://www.avweb.com/aviation-news/patched-up-b-2-ferried-for-repairs/ Why No One Will Build An Engine For Boom’s Supersonic Plane Last year United Airlines placed an order for Boom Aerospace’s promised Supersonic jets. This summer American Airlines followed suit. Japan Airlines is an investor in the company. And yet most people in aviation think that the plane will never be built. Is it just the skepticism of the status quo? Certainly aviation can be a stodgy industry, and it’s so heavily regulated we don’t see a lot of innovation. (If you start pointing to changes that have happened, you have to recognize how small they are over long periods of time.) Or is there something about the company, or the plan, that’s simply not viable? The most common refrain you hear is that they do not have an engine for the plane and that’s obviously a big deal. But why is that? Boom promises to announce a manufacturer of an engine for its plane later this year, which is another way of saying they still do not know who is going to manufacture an engine for their plane.GE, Honeywell, Safran, and Rolls Royce have all opted out. Pratt & Whitney and CFM haven’t publicly taken themselves off the table. Engine Alliance makes A380 engines. International Aero Engines makes A320 engines. GE Honda makes regional jet engines. It’s hard to imagine Boom engaging a Russian or Chinese manufacturer at this point. Could they be left with Ukraine’s Ivchenko-Progress? If they can’t get a top tier manufacturer like Pratt & Whitney, they’re going to have a credibility problem (well, they already have one). And what they’re trying to accomplish takes real engineering know-how. Here’s the issue. An engine manufacturer has to believe that the engine is going to sell well, in order to recoup develop costs and turn a profit. In fact it has to sell better than other things they might deploy development resources against. It should be possible to accomplish what Boom wants to do. Supersonic jets aren’t a new idea, Concorde accomplished it 50 years ago. They’re just trying to engineer something that’s more fuel efficient – both for operating economics (so airlines can make money) and for environment concerns (airlines have made environmental commitments). They’re also trying to make something quieter. Combining with potential regulatory changes they want to be able to do some overland flying in order to serve more markets, and therefore sell more planes. The problem is that engine manufacturers aren’t just betting on Boom Aerospace technology, they’re betting on a willingness of airlines to actually buy the planes. That doesn’t just mean place orders for the planes, either! No U.S. airline ever purchased a Concorde, though orders were placed by Pan Am, Continental, TWA, American Airlines, Eastern, United and Braniff. There were also orders from Qantas, Air India, Sabena, Air Canada, Lufthansa, and even Middle East Airlines and others which never came to fruition. Only British Airways and Air France took actual deliveries of new aircraft. The only other committed order came from Iran Air, and that was cancelled after the Iranian revolution. Oddly Braniff did briefly own Concordes for a few hours at a time. They operated service between Dallas and Washington Dulles in conjunction with Air France and British Airways, but to do so they were required to take ownership of the plane for the flight segment in order to operate under their own certificate of airworthiness. As well as changing flight crews the US approved documentation and procedures had to be present on the flight deck, which meant that the UK/French documentation had to be stored in the forward toilet. There also had to be a change in the aircraft registration, while being flow on the Dallas – Washington – Dallas routes the “G” or “F” was covered up with white tape. On landing at Washington the ground staff would pull work ladders up to the tail and peel of the F- or G- registration numbers and changed them to an “N” with two letters and the numbers “94″ after that. This was repeated every time the Concordes landed in the US from Europe. As long as supersonic travel is more expensive than subsonic, the market will be limited. And limited markets make it tough to recoup development and acquisition costs. Airlines have a hard time making money operating only a couple of planes of a type. The plane needs to be capable of flying long distances, fuel efficiently, and carry large numbers of passengers in order to be economical on a large scale. Otherwise the market has to be able to support fares significantly higher than for subsonic transport. The ultimate question is: how much is shaving 3.5 hours off of a transatlantic flight worth, and to how many people? When American announced their order they said they made a non-refundable deposit but didn’t specify what that means. It could have been $1. They didn’t even produce a graphical rendering of the plane in American Airlines livery. And American didn’t spend the day promoting this on social. For some reason they made the move (claiming to have ordered more planes than United, even) but didn’t go all-out even with the P.R. Their pilots’ union even came out against the move, and they represent the people who theoretically would get to fly the thing! It’s possible to build a supersonic plane, but inefficiencies and regulation killed the Concorde. Boom can presumably develop a plane, and a top engine manufacturer can produce an engine for it. But will it sell to airlines who see themselves able to operate enough of the planes, to enough places, with enough frequency – given a market that will pay a premium for the option – in order to buy enough planes and engines where the whole thing works out as a business? That’s what Boom seems to be having a hard time convincing engine manufacturers to make a bet on, and while they’ve raised about $250 million in funding over the past 8 years they don’t have the resources to guarantee an engine manufacturer profitability. Engines can cost billions of dollars to design and tens of millions of dollars apiece to purchase. It’s a huge bet for an engine manufacture, which Boom isn’t in a position to fund, and a need to sell large numbers of engines just to break even. If a manufacturer can’t sell several hundred engines they won’t recoup their development cost, after recouping production costs, let alone turn the project profitable. It’s as much about skepticism of the market as skepticism of the plane, or put another way, to the extent that it’s about the plane it’s not whether the plane is possible, or an engineering marvel, but whether the plane will be good enough, to be so compelling, that airlines cannot turn down placing orders and taking actual delivery in large numbers. https://viewfromthewing.com/why-no-one-will-build-an-engine-for-booms-supersonic-plane/ The airline race for a breakthrough fuel to cut one billion tons of carbon is just starting • The airline industry likes to point out that it is responsible for “just” 2% of CO2 emissions globally. • But as the auto industry is transformed rapidly by electric vehicles, aviation’s share will grow, especially if projections for air travel to triple by 2050 hold. • Airlines and startups in the sustainable aviation fuels space are still in the very early days of testing breakthrough technologies including multiple approaches to green hydrogen. In 1928, one person crossed the Atlantic; in 2018 there were 4.3 billion passenger journeys recorded. Although some people managed to avoid it even before Covid – according to a Gallup poll, about half of Americans don’t fly at all — the rest of the U.S. population flies enough to bring the mean up to about two flights per year. It takes a lot of energy to get people up into the air and, since the production of energy comes at an environmental cost, air travel is a significant carbon emitter, with a unique challenge compared to other modes of transport when it comes to climate change. Unlike innovations in electric cars, boats, and trains — where the added mass required to go electric isn’t an insurmountable engineering problem, and the extension cords aren’t 30,000 feet long — combustible fuel remains largely the only way to fly, at least for longer flights. Eighty percent of emissions are from flights that are roughly 1,000 miles or longer, and for which there is no current viable alternative to fuel. Each individual has a role to play in bringing down emissions. The average American is responsible for about 15 metric tons of CO2 per year, and more than one-third of Americans say they now are likely to pay a little extra in their airfare for carbon offsets. The rich and famous have an even bigger carbon footprint. Taylor Swift’s much-maligned private jet produces around 8000 metric tons of CO2 annually. But Taylor has nothing on the airline industry, whose annual CO2 emission is pushing one billion metric tons. If the combined air industry were a country, besides having a killer peanut region, it would also have a larger CO2 emission than Germany. The industry, though, stresses its small carbon footprint relative to other industries. U.S. carriers, specifically, transport over 2 million passengers and 68,000 tons of cargo per day while contributing “just” 2 percent of the nation’s greenhouse gas emissions, according to the industry trade group Airlines for America. The aviation industry has become more efficient in recent decades, with U.S. airlines improving their fuel efficiency (on a revenue ton mile basis) by more than 135% between 1978 and 2021. But a focus on how low that 2% figure seems is part of a growing problem, according to climate analysts who study the aviation sector. Covid slowed air travel, but it’s still expected to triple Video conferencing may replace some portion of business travel, but as the aviation sector rebounds, climate analysts say a tripling in global air travel in the decades ahead — although forecast before Covid — is still a safe bet. Passenger travel will ramp back up more slowly, but analysts note that aviation is also used for cargo, which is not effected by business class. That’s a reason for significant concern about aviation’s carbon reduction plans. The industry needs to be focused on keeping its share of emissions down, rather than seeing its current share as a reason to move more deliberately, according to climate analysts. Compared with autos, where there is already a decade of progress on electric vehicles, and in the power generation sector, where there have already been significant investments in renewable energy sources that are cost-competitive versus traditional sources, aviation is still in the experimentation days of new fuel technology. Electric batteries, at best, have a role to play on shorter, regional routes and urban travel, and airlines are making these investments. Some critics say the aviation industry has been too slow to seek climate solutions, but concede that aviation is a tough sector when it comes to net-zero goals because of its unique safety and regulatory requirements. Aviation wasn’t helped by the pandemic, and even its critics say that expecting the past few years to have seen a tidal wave of investment into startup technologies would have been unrealistic given the more pressing financial challenges. Airlines have completed test flights with sustainable aviation fuels, and the deals with sustainable aviation fuel producers have started to accumulate. American Airlines finalized a deal over the summer with biofuel company Gevo to purchase 500 million gallons of sustainable airline fuel (SAF) over five years, part of American’s net zero carbon directive. It describes its climate goals as “aggressive,” including achieving net-zero greenhouse gas (GHG) emissions by 2050. American is the first airline globally to receive validation from the Science Based Targets initiative for its intermediate GHG emissions reduction targets and the only U.S. airline to report using more than 1 million gallons of sustainable aviation fuel in 2021. Gevo’s process for producing low or zero carbon SAF starts at the farm where feedstock is grown. The company partners with farms that use regenerative agriculture techniques which sequester carbon in the soil. These farms also use precision application of chemicals and fertilizers to reduce the carbon footprint in that process. The plants that Gevo is designing will take those feedstocks (i.e., field corn) and convert it to ethanol. From ethanol, Gevo then processes further into a product that is chemically identical to standard aviation fuel. The difference between standard aviation fuel and Gevo’s SAF is the elimination of any fossil fuels being used in that production process for heat, electricity or any power needed. Instead Gevo’s integrates wind, solar, hydrogen, biogas, and other sources of renewable energy to eliminate fossil fuels from the process. This will provide a replacement fuel for aviation needs that is net zero, or even net negative, in terms of carbon intensity if carbon capture, utilization and storage (CCUS) is integrated as well, according to John Richardson, director of investor relations at Gevo. VistaJet chief: Electric planes are decades away SAFs are chemically indistinguishable from standard airline fuel – but their production process is significantly different (and greener) than traditional fuels — though unlike EVs in the auto sector, there is much debate about which SAF approaches will be the ultimate winners, and what tradeoffs need to be made today to support current technologies in development. The Gevo approach, focused on feedstocks, is a good example. Today, feedstocks that go into sustainable aviation fuels are not produced at a scale that is anywhere close to global jet fuel, and that scaling issue will remain for years as competing technology approaches are tested by the aviation industry. Using feedstocks from food production, specifically, may become a larger issue from an optics perspective in the future. Several climate analysts told CNBC they are concerned about too much focus on scaling feedstock-based sustainable jet fuels at a time of growing concerns about global food security in a world facing major climate change impacts on agriculture. Gevo stresses that it uses residual starches from “inedible field corn” as feedstock, which are abundant in supply and low in nutritional value. Airbus CEO Guillaume Faury conveyed the matter at a panel at Britain’s Farnborough International Airshow – a five-day exhibition where executives and key figures gather to discuss the future of air travel: “Probably in the long run — in many decades — we will find a very optimized way of sustainable energy but in the transition, the fast way is to use the SAF, and they are available now,” he said. Judged against the standards of its own industry, American remains a leader in carbon reduction efforts. American received a CDP Climate Change score of “A–” in 2021 — the highest score among airlines in North America, and one of only two airlines globally to score that high. “We recognize that climate change is urgent and imminent” said Jill Blickstein, vice president of sustainability at American Airlines. “As the world’s largest airline, American is committed to developing the tools necessary to decarbonize our operations.” In addition to Gevo, it has invested in Bill Gates’ Breakthrough Energy Catalyst, “all aimed at bringing forward the technologies that will help reach our ambitious sustainability goals,” Blickstein said. Decarbonizing airplanes gets boost from Biden There are multiple technological approaches to sustainable aviation fuels that can decarbonize planes without prolonging the use and dependence on current fossil fuels and green hydrogen technology just got a big boost from the Inflation Reduction Act. More investor money is expected to flow into green hydrogen as a result of the IRA, with climate analysts describing the tax credits as being a huge driver for sustainable aviation fuels because science aside, the biggest challenge with scaling up these operations and SAF production has been the financial incentive. Green hydrogen approaches aim to remove C02 from the air and blend it with green hydrogen into a form of kerosene that can be cost competitive with convention jet fuel. In February 2021, KLM first flew a Boeing 737 passenger plane from Amsterdam to Madrid fueled with 500 liters of synthetic kerosene, from energy giant Shell, mixed with traditional jet fuel. Recently announced deals with startups in the space were already in the works with major air carriers even before the IRA, including Twelve, which recently inked a deal with Alaska Airlines and Microsoft for its approach to create sustainable fuels using carbon captured from the air, water and renewable energy. Alaska, which has used SAF blends since 2011 on specific routes, noted itself there is a long way to go: currently less than 1% of total fuel available is SAF, and its costs is three to five times more than conventional jet fuel. Delta Air Lines recently signed the largest U.S. aviation deal yet for green hydrogen produced fuels, with Louisiana-based DG Fuels, which uses waste CO2 as a feedstock, and in its announcement measured the scope of the challenge ahead by stating that the existing global SAF supply could operate a fleet Delta’s size for one day. For the time being, EVs are much father along the innovation curve, with many more years of testing and government policies to support the transport sector’s transformational growth. But not everyone sees SAFs as the solution, particularly given growth trends in the industry. At the recent Farnborough International Airshow, campaigners and climate activists pushed back against the industry’s emphasis on SAFs, urging them to “get real” and offer more significant climate solutions. Instead of SAFs, slowed growth and less travel and fewer flights is proposed as a way of addressing the issue, perhaps by reducing domestic flights and encouraging and improving rail travel. Analysts caution that all of the effort going into aviation’s carbon-free future should not eliminate even more significant replacements for air travel, such as high-speed rail. But for aviation, the goal has to be the same as in other sectors, with its emissions peaking as soon as possible. And the choice that seems clear today is that aviation remains on the fuels pathway, unlike autos, where electric is the future. Whichever form of fuel production produces the least emissions with the greatest benefit and cost-effectiveness will win, and that’s what no player in aviation knows for certain today. Climate analysts expect it will take at least five years to a decade for the most viable solutions to emerge. https://www.cnbc.com/2022/09/24/how-airlines-plan-to-end-one-billion-tons-of-carbon-emissions.html POSITION: Manager, Line Operations Safety Audit (LOSA) Date: Sep 16, 2022 Location: DFW Headquarters Building 8 (DFW-SV08) Additional Locations: None Requisition ID: 62963 Intro Are you ready to explore a world of possibilities, both at work and during your time off? Join our American Airlines family, and you’ll travel the world, grow your expertise and become the best version of you. As you embark on a new journey, you’ll tackle challenges with flexibility and grace, learning new skills and advancing your career while having the time of your life. Feel free to enrich both your personal and work life and hop on board! Why you'll love this job · This role is responsible for the overall management, administration, security and maintenance of all LOSA & LIT (Learning and Improvement Team) programs at American Airlines. What you'll do As noted above, this list is intended to reflect the current job but there may be additional essential functions (and certainly non-essential job functions) that are not referenced. Management will modify the job or require other tasks be performed whenever it is deemed appropriate to do so, observing, of course, any legal obligations. · Supports the data analytics and reporting requirements of Operations, Training and Standards, Safety, and labor association stakeholders. · Acts as the primary interface between Safety and the Training & Standards department. · Responsible for supporting the AA Safety Management System (SMS) in hazard identification and risk mitigation. · Attends and facilitate meetings and working groups as directed. · Leads, supports and mentors analyst(s) assigned to the LOSA & LIT programs. · Coordinates management decisions and oversight with labor stakeholders. · Manages cadre of LOSA & LIT Observers to include selection, training, calibration and monthly scheduling. · Oversees daily administration of the LOSA & LIT programs in accordance with each program’s governance. · Maintains data collection software analysis and confidential data archive. · Maintains secure access to data (Safety Data SharePoint site and Tableau). · Establishes and coordinates data-derived targets for safety enhancements through LOSA & LIT data. · Supports recurring SMS meetings as a primary data provider. · Provides feedback of results to program stakeholders and front-line employees. All you'll need for success Minimum Qualifications- Education & Prior Job Experience · Bachelor's degree in related field or equivalent experience · 2 years of relevant work experience Preferred Qualifications- Education & Prior Job Experience · Bachelor's degree in Aviation or Human Factors · 4 years of relevant work experience · Previous LOSA program leadership and management experience All you'll need for success (continued) Skills, Licenses & Certifications · Working knowledge of the concept of Safety II and how an organization can effectively implement and use Safety I & Safety II programs to drive direction. · Familiar with FAA Advisory Circular 120-90. · Strong interpersonal skills with demonstrated ability to influence and effectively communicate with all levels of employees across the organization. · Strong and meaningful leadership skills. · Excellent verbal and written communication skills, including professional presentation skills. · Skilled in Excel and PowerPoint presentations. · The ability to effectively interact with employees at all levels within the organization, as well as external agencies to include the FAA and labor associations. · Excellent analytical skills, with the ability to prepare reports based on data analysis. Previous experience with Tableau preferred. · Ability to travel to domestic and international destinations. What you'll get Feel free to take advantage of all that American Airlines has to offer: · Travel Perks: Ready to explore the world? You, your family and your friends can reach 365 destinations on more than 6,800 daily flights across our global network. · Health Benefits: On day one, you’ll have access to your health, dental, prescription and vision benefits to help you stay well. And that’s just the start, we also offer virtual doctor visits, flexible spending accounts and more. · Wellness Programs: We want you to be the best version of yourself – that’s why our wellness programs provide you with all the right tools, resources and support you need. · 401(k) Program: Available upon hire and, depending on the workgroup, employer contributions to your 401(k) program are available after one year. · Additional Benefits: Other great benefits include our Employee Assistance Program, pet insurance and discounts on hotels, cars, cruises and more. Feel Free to be yourself at American From the team members we hire to the customers we serve; inclusion and diversity are the foundation of the dynamic workforce at American Airlines. Our 20+ Employee Business Resource Groups are focused on connecting our team members to our customers, suppliers, communities and shareholders, helping team members reach their full potential and creating an inclusive work environment to meet and exceed the needs of our diverse world. Are you ready to feel a tremendous sense of pride and satisfaction as you do your part to keep the largest airline in the world running smoothly as we care for people on life’s journey? Feel free to be yourself at American. Additional Locations: None Requisition ID: 62963 Nearest Major Market: Dallas Nearest Secondary Market: Fort Worth Job Segment: Operations Manager, Audit, Data Analyst, Manager, Operations, Finance, Data, Management APPLY NOW ISASI’s PACIFIC NORTHWEST REGIONAL CHAPTER PRESENTS A FALL KICK-OFF EVENT! Your leadership has organized a Fall Kick-Off meeting of ISASI’s Pacific Northwest Regional Chapter to be held on Tuesday, November 1st, at Anthony’s HomePort in Des Moines, WA (421 South 227th St.) from 5:00 pm to 7:00 pm. This is a special event sponsored by our Chapter – and we encourage you and your associates to attend. Our featured guest speaker will be Steve Demko, newly-elected President of the U.S. Society, who will discuss improved communication among regional chapters and the effective transfer of knowledge between ISASI’s U.S. membership and internationally as well. His goal is to spark a greater interest in becoming an ISASI Member. Our Chapter will provide heavy hors d’oeuvres, along with a no-host bar. Registration for the event is $10 per person payable in advance. After October 21st, the fee will be $15 at the door on the day of the event. Please RSVP to Gary Morphew, PNRC President, indicating your intended attendance and whether payment will be made beforehand via check or at the door on November 1st. Checks should be made payable to: Intl Soc of Air Safety Invest – PNRC and directed to: Gary Morphew, 1303 Kayu Ln., Centralia, WA 98531. We look forward to welcoming our members, associates and friends to participate in a great opportunity to meet Steve Demko, offer any insights into building a stronger U.S. Society network and exchange with others who are part of this region’s aviation safety community. Please put November 1st on your calendars. We’ll look forward to seeing you! Your Pacific Northwest Regional Chapter officers: Gary Morphew, President Masood Karim, Vice President Jeanne Elliott, Secretary/Treasure GRADUATE RESEARCH SURVEY Dear Pilots and Flight Attendants, Did you know that the difference between a 14-hour flight time and an 18-hour flight time is 28%, which means 28% more exposure by occupants to the cabin environment and other aircraft influences. Keeping this in mind, I am working on a new research study that aims to review current Health & Safety International and National Regulations and best practices for operating Ultra-Long-Range Routes (ULR). ULR operations refer to "An operation involving any sector between a specific city pair (A-B-A) in which the planned flight time exceeds 16 hours, taking into account mean wind conditions and seasonal changes. The scope of this study is to identify different health-related factors affecting Aircrew (Pilots & Flight Attendants) who operate these routes. Based on this review, a gap analysis will be conducted, and recommendations will be presented to mitigate health and safety-related impact factors on Aircrew. As a part of this study, a survey is designed for Aircrew (Pilots and Flight Attendants) who operate on ULR flights. This survey aims to learn about their experience and the different health and safety impact factors that Aircrew experience while operating these routes. Aircrew sought to participate in this study needs to meet the following criteria: - Employed (in the last 24 months) by an air carrier operating scheduled ULR flights (>16hrs); - Qualified as an aircrew member to operate ULR flights. During this study, you will be asked to complete a brief online survey about your opinions concerning health-related issues while operating ULR routes. You will answer several questions about different health-related factors and how it affects your lifestyle, including any prominent experiences you have encountered. The completion of the survey will take approximately 15-20 minutes. If you meet the criteria and are interested in helping, sign up for the study by clicking the link - https://www.surveymonkey.com/r/SV2D9KT You can also sign up by scanning the QR code below. Please let me know if you have any questions I can answer. Thank you for your participation Kind Regards, Aditya Rathi ISASI Robertson Fellow M.S. Safety Science '22 (Aviation Safety) Embry Riddle Aeronautical University, Prescott rathia@my.erau.edu | (928)-632-2707 Curt Lewis