Flight Safety Information - October 17, 2022 No.200 In This Issue : Incident: Ethiopian B763 over Balkan and Mediterranean on Oct 15th 2022, loss of communication causes intercept : Incident: Anadolu B738 at Antalya on Oct 15th 2022, lightning strike : Incident: British Airways A319 at Munich on Oct 15th 2022, gear problems : Incident: Century CRJ2 at Managua on Oct 15th 2022, runway excursion on landing : Incident: Akasa B38M at Mumbai on Oct 14th 2022, bird strike : Incident: United B739 at Chicago on Oct 14th 2022, engine surge : Cirrus SF50 Vision Jet G2 - Runway Excursion (Colombia) : Passenger Sneaks On To Delta Flight At ATL Airport : South Korean Airlines Need Maximum Working Hours For Their Pilots Extended to Get Around Russian Airspace Closure : Air Charter Safety Foundation Launches Flight Data Monitoring Program for Small Aircraft Operators : United Airlines Could Be Close To Ordering 100+ Widebody Aircraft : How NASA Used A Gulfstream II To Train Space Shuttle Pilots : 2 Black comedians file lawsuit over police jet bridge stops at Atlanta airport : Research Study: Professional Pilot Occupational Risk(s) Survey : GRADUATE RESEARCH SURVEY Incident: Ethiopian B763 over Balkan and Mediterranean on Oct 15th 2022, loss of communication causes intercept An Ethiopian Airlines Boeing 767-300 freighter, registration ET-ALO performing flight ET-3717 from Liege (Belgium) to Addis Ababa (Ethiopia), was enroute at FL330 in Croatia's Airspace in contact with Zagreb Center, when upon handoff to the next frequency radio contact with the aircraft was lost. The aircraft continued along its planned route via Bosnia and Herzegovina, Montenegro, Albania into Greece. Multiple calls by the various ATC centers as well as other aircraft to raise the crew on all available frequencies including the International Guard Frequency were to no avail. Athens Center finally indicated that fighter aircraft would scramble, those calls again without reply from the aircraft. More than an hour after communication was lost fighter aircraft reached the aircraft over the Mediterranean Sea close to the border to Egypt, the crew reported again on the correct frequency with Athens Center and subsequently continued to Addis Ababa for a landing on runway 07R without further incident. A listener on frequency reported the crew had been in contact with Zagreb Control and was handed off to the next frequency, but did not report on the next frequency and continued to not be heard for more than an hour although all ATC stations and many other aircraft tried to raise them. Once the aircraft was in Greek Airspace, Athens Control advised they'd be launching fighter aircraft to intercept them, these calls also remaining without reply. Once the fighter aircraft had reached the 767, close to the border with Egypt, the crew "suddenly" reported on the correct frequency to Athens Control and got an "earful" by ATC. The International Guard Frequency had been "crazy" with all the aircraft and ATCs trying to contact the aircraft. https://avherald.com/h?article=4ffbaa59&opt=0 Incident: Anadolu B738 at Antalya on Oct 15th 2022, lightning strike An Anadolujet Boeing 737-800 on behalf of THY Turkish Airlines, registration TC-JFC performing flight TK-3985 from Kazan (Russia) to Antalya (Turkey), was on approach to Antalya when the crew aborted the approach at about FL100 after receiving a lightning strike and diverted to Izmir (Turkey). The aircraft climbed to FL220 and landed safely in Izmir about 45 minutes after the aborting the approach. The aircraft remained on the ground in Izmir for about 8.5 hours, then positioned to Ankara (Turkey) and is still on the ground in Ankara about 9 hours after landing in Ankara. https://avherald.com/h?article=4ffba202&opt=0 Incident: British Airways A319 at Munich on Oct 15th 2022, gear problems A British Airways Airbus A319-100, registration G-EUPR performing flight BA-950 from London Heathrow,EN (UK) to Munich (Germany), was on final approach to Munich's runway 26R when the crew initiated a go around from about 500 feet AGL due to problems with the landing gear. The aircraft climbed to 8000 feet and entered a hold, while the airport kept all runways sterile and deployed all emergency services. After holding at 8000 feet for about 35 minutes the aircraft performed a low approach to runway 26L, climbed back to 5000 feet, positioned for another approach to runway 26L and stopped on the runway about 2250 meters/7400 feet down the runway. After landing the airport resumed operation on the northern runway. The aircraft was towed off the (southern) runway. The airport reported the crew reported a problem with the nose gear, it was unclear whether it could be fully extended or not. Both northern and southern runways were temporarily closed, emergency services including volunteer resources around the airport positioned to the runway. The crew finally was able to land the aircraft safely with the nose gear fully extended. A ground observer reported that the gear doors were closed after landing. It appeared that the gear came down only shortly before the low pass. Emergency services were brought in from all around the airport, the airport prepared for an evacuation of the aircraft. https://avherald.com/h?article=4ffae5ea&opt=0 Incident: Century CRJ2 at Managua on Oct 15th 2022, runway excursion on landing An Air Century Canadair CRJ-200, registration HI1058 performing flight Y2-754 from Santo Domingo (Dominican Republic) to Managua (Nicaragua) with 59 people on board, landed on Manaugua's runway 10 at about 17:00L (23:00Z) but veered right and came to a stop with all gear on soft ground. There were no injuries, the aircraft received no damage. The airport was closed for about 2 hours until the aircraft was moved off the runway. The aircraft is still on the ground in Managua about 15.5 hours after landing. https://avherald.com/h?article=4ffb9c81&opt=0 Incident: Akasa B38M at Mumbai on Oct 14th 2022, bird strike An Akasa Air Boeing 737-8 MAX, registration VT-YAE performing flight QP-1103 from Mumbai to Bangalore (India), was climbing out of Mumbai's runway 27 when the crew stopped the climb at about 10,000 feet reporting they had received a bird strike and now had a strong odour in the cabin. The aircraft returned to Mumbai for a safe landing on runway 27 about 30 minutes after departure. A replacement Boeing 737-8 MAX registration VT-YAB reached Bangalore with a delay of about 4.5 hours. The occurrence aircraft returned to service after about 14 hours on the ground. https://avherald.com/h?article=4ffb1706&opt=0 Incident: United B739 at Chicago on Oct 14th 2022, engine surge A United Boeing 737-900, registration N37413 performing flight UA-1930 from Chicago O'Hare,IL to Miami,FL (USA), was in the initial climb out of O'hare's runway 22L when the crew stopped the climb at about 3000 feet due to the left hand engine (CFM56) suffering a series of compressor stalls/surges emitting streaks of flame. The aircraft returned to Chicago for a safe landing on runway 27C about 8 minutes after departure. A replacement Boeing 737-900 registration N37422 reached Miami with a delay of about 2:10 hours. The occurrence aircraft is still on the ground in Chicago about 22 hours after landing back. https://avherald.com/h?article=4ffaf4e8&opt=0 Cirrus SF50 Vision Jet G2 - Runway Excursion (Colombia) Date: Sunday 16 October 2022 Time: ca 11:00 Type: Cirrus SF50 Vision Jet G2 Operator: Panamerican Training Center - PTC Registration: HK-5342G MSN: 0149 First flight: Engines: 1 Williams International FJ33-5A Crew: Fatalities: 0 / Occupants: Passengers: Fatalities: 0 / Occupants: Total: Fatalities: 0 / Occupants: 5 Ground casualties: Fatalities: 1 Aircraft damage: Substantial Location: Santa Marta-Simón Bolívar Airport (SMR/SKSM) ( Colombia) Phase: Takeoff (TOF) Nature: Unknown Departure airport: Santa Marta-Simón Bolívar Airport (SMR/SKSM), Colombia Destination airport: Bogotá-Eldorado Airport (BOG/SKBO), Colombia Narrative: The Cirrus SF50 Vision Jet G2 suffered a runway excursion during an attempted take off roll from runway 01 at Santa Marta-Simón Bolívar Airport (SMR). The four on board received injuries. Preliminary information suggests a minor who was struck by the plane, had suffered fatal injuries. The aircraft overran the end of the 1700 m long runway, ran through the perimeter fence, crossed a road and struck the stand of a street vendor at the edge of a beach. https://aviation-safety.net/database/record.php?id=20221016-0 Passenger Sneaks On To Delta Flight At ATL Airport Last week at Atlanta’s Hartsfield Jackson International Airport a passenger snuck onto a Delta plane without a ticket. Another passenger who wished to not be identified said the plane was about to take off. Then TSA agents and police came to take the man off the plane. What happened: “I was like, ‘Oh Lord, I hope there’s not a bomb on the plane,” he said. Once the aircraft returned to the gate authorities quickly removed him from the plane. “I would be terrified almost,” Adriane Burbridge said. “You don’t know what that person’s goal is.” One of the other passengers stated the pilot announced everyone would need to get off the plane. Then the plane would have to be driven to a secure area for authorities to do a sweep. Crews and authorities reassured passengers it wasn’t necessary and the plane eventually took off. Many of the passengers were wondering how someone could sneak on the plane and actually get on board. “I was concerned,” the passenger said. “I was also concerned about the fact that, if he could sneak on a plane like that, what else could be snuck on a plane that could cause harm to passengers?” Delta Airlines chose to not comment on the incident. https://www.yahoo.com/news/passenger-sneaks-delta-flight-atl-180636278.html South Korean Airlines Need Maximum Working Hours For Their Pilots Extended to Get Around Russian Airspace Closure South Korean airlines are lobbying to have the maximum number of hours that pilots and other aircrew are allowed to work in a single period extended because the Russian airspace closure is making some ultra-long-haul flights even longer. On Tuesday, an Asiana Airlines flight from New York JFK to Seoul was forced to divert to Tokyo after strong headwinds pushed the predicted flight time above the legal number of working hours permitted for South Korean pilots. Under existing air safety laws, South Korean pilots are permitted to operate on flights up to a maximum of 16 hours. But rerouting some flights away from Russian airspace is regularly pushing flight times to within minutes of this upper limit. The two largest airlines in South Korea – Asiana and Korean Air believe the situation could get even worse during the winter months when headwinds strengthen. Flights from Seoul to New York used to fly through Russian airspace and across the Arctic, but the political fallout from the war in Ukraine now means Asiana and Korean Air send their jets much further south across the Pacific to reach New York. The outbound takes around 13 hours – well within the limit imposed by Korea’s aviation regulator. But the return flight is regularly taking between 15 hours and 15 and a half hours. “We are looking to lift the cap on the maximum flying hours for pilots with discussions between labor and management underway. It needs approval from the Transport Ministry,” a Korean Air spokesperson confirmed to the English language Korea Herald. The newspaper also cited an Asiana Air representative confirming a similar effort to extend pilot working hours. Fatigue management rules for aircrew vary massively but in many countries, the maximum ‘flight duty period’ that pilots are allowed to work also includes time spent on the ground. The duty period can normally be extended by augmenting the crew with additional pilots and inflight rest. In Europe, the maximum duty period without augmentation is 14 hours, but this can be extended to 18 hours with four pilots working in rotation and the use of bunks for inflight rest. Regulators in Australia also stipulate a maximum 18-hour duty period for pilots, but the civil aviation regulator operates a complicated ‘fatigue risk management system’ that allows airlines to extend that duty period even longer if it can prove it is managing the risk of fatigue. Under this system, Qantas has been allowed to design duty limits that go beyond 20 hours and even longer duty limits could be approved as the airline prepares for its Project Sunrise flights with direct flights from Sydney and Melbourne to New York and London. https://www.paddleyourownkanoo.com/2022/10/16/south-korean-airlines-need-maximum-working-hours-for-their-pilots-extended-to-get-around-russian-airspace-closure/ Air Charter Safety Foundation Launches Flight Data Monitoring Program for Small Aircraft Operators The Air Charter Safety Foundation’s Flight Data Monitoring solution includes third-party management as well as AirSync’s flight data collection hardware and connectivity, and CloudAhoy’s flight data analysis software. The Air Charter Safety Foundation (ACSF) has partnered with AirSync and CloudAhoy to offer a low-cost Flight Data Monitoring program to small aircraft operators WASHINGTON, D.C., UNITED STATES, October 17, 2022 /EINPresswire.com/ -- According to the National Transportation Safety Board’s “Most Wanted List,” it is a best-practice recommendation to capture and analyze aircraft flight data using a Flight Data Monitoring (FDM) program. That’s why the Air Charter Safety Foundation (ACSF.aero), a nonprofit aviation safety organization whose mission is to improve the safety of air charter and private aviation flights, is launching a brand-new Flight Data Monitoring program for its member companies. In fact, implementing an FDM program is the “next logical step” for aircraft operators who also use a Safety Management System (SMS) and are active members of the Aviation Safety Action Program (ASAP), noted Bryan Burns, President of the Air Charter Safety Foundation. In the process, the ACSF will serve as a third-party FDM advisor and educational resource for its members, in a similar capacity to how it facilitates each member’s Aviation Safety Action Program. “If something goes awry, FDM’s data-driven, post-flight feedback tells you what the aircraft did during a flight, while a post-flight ASAP report will explain why it happened,” Burns said. “The two programs go hand-in-hand.” ACSF TEAMS UP WITH AIRSYNC AND CLOUDAHOY To offer a turnkey FDM solution, the ACSF is teaming up with aviation technology innovators, AirSync and CloudAhoy. AirSync will provide members FDM access with flight data collection hardware and connectivity, while CloudAhoy will provide its P-FOQA software for flight data analysis. “For a long time, FDM programs have been accessible mostly to medium-to-large cabin aircraft operators,” explained Frank Raymond, the Director of Safety for the ACSF. “This limitation leaves operators of piston, turbo-prop and light jets (who may not have built-in technology), without a cost-effective solution. By partnering with CloudAhoy and AirSync, we'll provide the benefits of FDM at a much lower cost.” As a part of this FDM effort, the ACSF began a beta test with three ACSF member companies. As a result, the ACSF will support its members in launching an FDM of their own. For example, the ACSF team is able to: -- Assist flight departments in determining the necessary FDM program scope. -- Help members source available FDM hardware and software solutions with AirSync and CloudAhoy (or other partners, as needed). -- Educate the member’s staff regarding the non-punitive nature of an FDM program. -- Analyze routine flight data captured from aircraft systems to improve safety performance, and, as well, analyze all de-identified member data. -- Provide an FDM Program Manual and a section on FDM for their Flight/General Operations Manual. -- Discuss quarterly reports highlighting the member’s FDM performance benchmarked with ACSF aggregate data information. -- Help address systemic issues identified through FDM. -- Share trends to help improve safety events and incidents. CloudAhoy’s Founder and CEO, Chuck Shavit, said this about the opportunity to work with ACSF and its members: “By providing ACSF members with CloudAhoy’s P-FOQA, pilots will receive immediate feedback after every flight, highlighting safety and proficiency topics. P-FOQA will also enable ACSF Safety personnel to aggregate anonymized data across multiple operators, to identify trends, and to improve flight safety across the board.” “AirSync is excited to partner with the ACSF to deliver practical and cost-effective FDM capabilities to smaller aviation organizations,” said Jason Harris, Director, AirSync. “In particular, Part 135 operators will be able to significantly enhance their safety by increasing efficiency and automating flight ops, maintenance and training.” To join the ACSF, visit acsf.aero/join, and to learn more about the Flight Data Monitoring for ACSF members, visit acsf.aero/FDM. All third-party products and services available to ACSF members are subject to the terms and conditions of the third-party providers, and these providers are solely responsible for their delivery of the product or service. About the ACSF The Air Charter Safety Foundation is a non-profit organization with nearly 300 member companies. Its mission is to lead and support the advancement of the highest safety standards available; to enable the business, charter and fractional ownership industry to offer the safest air transportation products in the world; and to provide objective information about these standards and services to the public. In accordance with its mission, the ACSF developed the Industry Audit Standard for Part 135 and 91K operators, which serves as a detailed gap analysis of an operator’s management practices. The ACSF also administers the Aviation Safety Action Program (ASAP) in partnership with the FAA. The ASAP, which has more than 220 participating aviation organizations, makes use of member employee input to identify significant safety concerns and issues, operational deficiencies, non-compliance with regulations, deviations from company policies and procedures, and unusual events. The ACSF hosts an annual Air Charter Safety Symposium, with information available at acsf.aero/symposium. About AirSync AirSync Inc, based in Maryland, has spent the last four years developing a suite of cost-effective aircraft data collection, connectivity and web services solutions. AirSync currently provides multiple hardware systems for use in different types of aircraft. The AirSync Bridge connects wirelessly to aircraft flight decks; the AirSync429 connects directly to aircraft data busses; and the AirSync Analog works in legacy planes with analog gauges. The AirSync Web Platform and Smartphone App enable users to gather flight data and reports, including: flight info and times, fuel levels, engine and maintenance reports, exceedances, FOQA, within a couple minutes of landing. The Web Platform also automatically connects users to partner services such as monitoring programs, tax accounting, engine analysis, pilot performance, and more. You can learn more about AirSync at www.myairsync.com About Cloud Ahoy CloudAhoy’s mission is to increase aviation safety and enhance pilots’ proficiency through data-driven flight analysis. CloudAhoy’s debrief product is used by thousands of pilots, students and instructors, as well as the military. In 2022, CloudAhoy introduced its “P-FOQA” Flight Operations Quality Assurance product. P-FOQA (“P” is for Pilot) is pilot-centric, and targeted to general aviation as well as flight training. CloudAhoy is a leader in post-flight analysis and debrief, and consistently appears in lists of best apps for pilots. For more information, visit cloudahoy.com/p-foqa. Jill Henning Air Charter Safety Foundation +1 602-502-6206 https://www.einnews.com/pr_news/595983907/air-charter-safety-foundation-launches-flight-data-monitoring-program-for-small-aircraft-operators United Airlines Could Be Close To Ordering 100+ Widebody Aircraft United Airlines currently operates an all-Boeing widebody fleet, but will the airline be looking to keep it that way or mix in some Airbus jets? In what could be the biggest-ever purchase of long-haul aircraft, United Airlines seems to be closing in on a significant order to replenish its widebody fleet, with a potentially big announcement expected by December. The airline is planning to order over 100 aircraft and has been looking into several widebody aircraft models, specifically the Airbus A350 and the Boeing 787. United Airlines refreshes its widebody fleet United Airlines currently operates an all-Boeing widebody fleet, including 53 Boeing 767s. The airline houses the -300ER and -400ER variants; these aircraft average 25 years old. United Airlines also houses 96 Boeing 777s, with the -200ER and -300ER variants, averaging 18 years of age. A new order would likely replace these aircraft, particularly the Boeing 767s. Also in the airline's widebody fleet are 64 much younger Boeing 787s, with United Airlines housing all three variants. The new-generation aircraft currently average 5.5 years of age, so it is unlikely these will be replaced. If anything, the new order might add to these numbers should United Airlines choose to go forward with purchasing more of the aircraft type. Get all the latest aviation news right here on Simple Flying! Airbus A350 vs. Boeing 787 Undeniably, both the Airbus A350 and Boeing 787 are respectably good aircraft with their unique benefits and technicalities. But which aircraft would be a more suitable fit for United Airlines? Airbus A350 The Airbus A350 has become a hot long-haul favorite for several airlines worldwide, for clear reasons, given that its range tops that of the Boeing 787. Given the airline's international network, adding the Airbus A350 to its fleet would allow United Airlines to offer adequate diversification. And ordering over 100 of the aircraft type would ensure that its widebody fleet is flying with maximum efficiency. But, as noted, United Airlines presently has an all-Boeing widebody fleet, so adding the Airbus A350 into the mix might be an odd move for the airline. Pilot re-training, a new line of maintenance, and crew rostering would all prove tricky for the airline. And if not for United Airlines repeatedly pushing back the delivery of its 2010-order for 45 Airbus A350-900s, the Airbus long-haul aircraft would have already long been introduced into the airline's fleet. Get the latest aviation news straight to your inbox: Sign up for our newsletters today! Boeing 787 Ordering more Boeing 787s would mean that United Airlines will be throwing all its eggs into a single basket, though it might not be such a bad strategy. With more than 60 of the aircraft type in its fleet, United Airlines will eventually exclusively fly the Boeing 787 on its long-haul routes while saving finances on training, crew rostering, and maintenance. For frugality, this is the most efficient choice for the airline. However, as United Airlines is keenly focused on its international operations, range ultimately becomes an issue for the Boeing 787. Although Boeing is working on increasing the range of the aircraft, this would require time, and the Star Alliance member airline might not wish to wait that long for its fleet renewal. Keeping an eye out for the Boeing 777X Albeit United Airlines is split between the Airbus A350 and the Boeing 787, there could be another aircraft type on the airline's list - the highly-anticipated and much-delayed Boeing 777X. The aircraft has been marketed as the most efficient widebody aircraft when its capacity is maximized, making it a speculated money-making workhorse. The Boeing 777X would be an excellent replacement for the airline's Boeing 767s and 777s, except that United Airlines has never placed an order for the aircraft type or hinted any interest. Another major problem with the Boeing 777X as an option for United Airlines is the prolonged production and 2025 being the earliest possible delivery date for the type. Bottom line United Airlines could go either way; adding Airbus to its widebody fleet or sticking to operating an all-Boeing widebody fleet, though the most likely option is probably the latter. If United Airlines chooses to keep it all-Boeing for the long-haul fleet, it could add more Boeing 787s to replace the much older Boeing 767s and still adequately cover its current operations. Then, the airline might wait until the Boeing 777X finishes production or wait on the extended range of the Boeing 787s before ordering the aircraft type to replace its aging Boeing 777s. https://simpleflying.com/united-airlines-huge-widebody-order-rumours/ How NASA Used A Gulfstream II To Train Space Shuttle Pilots The Gulfstream was modified to fly like the space shuttle orbiter. While a Gulfstream is mainly known as a private jet, the aircraft once played a crucial role in the space industry. The Gulfstream II variation, first produced in 1967, was deployed by NASA in the 1980s as a means of training pilots in perfect landings of the NASA Space Shuttle orbiter. NASA’s Space Shuttle program As the fourth human spaceflight program, NASA’s space shuttle era changed history. The orbiter that launched with two reusable solid rocket boosters first flew on April 12, 1981, and, in 30 years, was crucial to many missions in space. The fleet, including Columbia, Challenger, Discovery, Atlantic, and Endeavour, were part of constructing the International Space Station, performing services for the Hubble Space Telescope, recovering satellites, payloads, and flying astronauts into space. The space shuttle was the first reusable spacecraft, launching into space vertically and landing like a plane. It operated 135 missions and sent 355 astronauts into space, but after the program became too expensive and too dangerous, the final shuttle mission operated on July 21, 2011, after the Atlantis parked at NASA’s Kennedy Space Center in Florida. Shuttle Training Aircraft Que the Gulfstream II private jet. The space shuttle orbiter was known as a ‘flying brick’ to the pilots who operated it, as it was complicated to maneuver, and landing was an all-in experience. Due to the nature of the orbiter, it couldn’t be trained on like an aircraft. Therefore, in 1973, NASA decided to modify four Grumman Gulfstream II jets to become a Shuttle Training Aircraft (STA). The aircraft was altered to mimic the configuration and cockpit of the orbiter near-perfectly for training. Inside the aircraft were computers and simulators that made the pilots feel like they were flying an unpowered spacecraft, according to NASA. This meant that while the pilots were in charge of controlling the plane, the computer would decide how the real shuttle would react. NASA said: “When the astronaut pulls the control stick back, for example, the computer decides how a real orbiter would react. Then the computer moves the wing and tail to make the STA act the same way. The movement takes a scant 50 milliseconds to occur, though, so the pilot senses no delay.” The STA was built to reverse its engines in flight and operated with two sets of main landing wheels. NASA said that to match the shuttle’s descent rate and drag profile at 37,000 feet, the main landing gear was lowered, and the engine thrust was reversed. Plus, flaps would be deflected upwards to decrease lift. In what was considered like “diving head first at a concrete strip six miles up,” according to NASA, the “landing pattern” of the spacecraft meant that the Gulfstream would fly at 300 mph during a dive, which is “several times steeper than that of an airliner.” The space agency said covers were retrofitted onto the left hand of the cockpit windows to mimic the view astronauts would have from the shuttle cockpit. The right side of the cockpit had conventional controls and displays. Nearing the runway, if the pilots got the speed correct, a green light on the instrument panel would simulate a landing when the pilot’s eyes were 32 feet above the runway, mimicking the exact position a pilot’s head would be in a real landing. NASA said: “In the exercise, the STA is still flying 20 feet (6 m) above the ground. The instructor pilot deselects the simulation mode, stows the thrust reversers, and executes a go-around, never--during practice approaches--actually landing the aircraft.” The four STAs were usually located at the NASA Forward Operating Location in El Paso, Texas, and astronauts would practice at the Shuttle Landing Facility and White Sands Space Harbor. Training on the Gulfstream In 2007, NASA published an article about what it was like to fly the STA, with the input of Jack “Trip” Nickel, a research pilot, and Alyson Hickey, a flight simulations engineer. The article said that the training aircraft was significant because, in the actual orbiter, commanders only got one chance to land the 110-ton spacecraft. This is because there are no chances for a go-around as the spacecraft doesn’t have the atmospheric engines to gain extra thrust, so performing a perfect landing was crucial. Nickel said: “The shuttle has the flying characteristics of brick, basically, with wings. In a plane like this, a corporate jet, there is no sky visible out of the front cockpit. All you see out the window is dirt, there is absolutely no sky. So, it’s a very ominous feeling. With the engines in reverse thrust, you’re hanging in your harness. You get the real dynamics of real air going over the aircraft (and) you just can’t model that with a computer. There’s just no comparison to being out in the real air, seeing the real landing aids. This is just the real thing.” During training, Nickel would ensure the aircraft’s safety, and Hickey monitored the computer and played the role of a shuttle pilot informing the astronauts onboard. During training, Hickey would sit behind and between the astronaut on the left and the instructor on the right. Hickey would run the whole simulation and, partnering with Nickel, the two would throw in problems that could happen in real life for the practicing shuttle commander to solve. Nickel said that this aircraft performed at the “structural airspeed limits in simulation (mode),” but the reward was realistic training for pilots who only get “one shot” at landing the spaceplane. The Gulfstream was crucial to training astronauts on the difficult task of flying the shuttle orbiter. After thousands of hours and 946 flying days, the jet landed at the Rick Husband Amarillo International Airport and taxied towards the Texas Air and Space Museum as its final resting place on September 21, 2011. Its retirement was synonymous with the closing of the shuttle program. https://simpleflying.com/how-nasa-used-a-gulfstream-ii-to-train-space-shuttle-pilots/ 2 Black comedians file lawsuit over police jet bridge stops at Atlanta airport Police officers stopped Eric André as he boarded a flight from Atlanta to Los Angeles in April 2021 and, a few months earlier, the same thing happened to another Black comedian in the same place, a lawsuit alleges. André and fellow comedian Clayton English filed the lawsuit claiming the stops were the result of racial profiling. “Police officers came out of nowhere in like, almost like an ambush style and started, singled me out. I was the only person of color on the jet bridge at the time,” André said in a news conference Tuesday. This is why everyday racial profiling is so dangerous “They singled me out. They asked me if I was selling drugs, transporting drugs, what kind of drugs I have on me,” he said. A lawsuit filed Tuesday by André and English alleges that this stop was part of an anti-drug trafficking program carried out by the Clayton County Police Department in Hartsfield-Jackson International Airport that unfairly targets Black fliers. “It was clearly racial profiling. The experience was humiliating and dehumanizing, degrading, I had all the other passengers squeezing by me on this claustrophobic jet bridge gawking at me like I was a perpetrator,” André said. Police stopped English on a flight, also to Los Angeles, in October 2020. CNN has reached out to both the police department and the Atlanta Department of Aviation for comment. “I was almost on the plane when, in the jet bridge two officers popped out, showed their badges and started asking questions whether I had illegal drugs like cocaine, and I feel cornered in a jet bridge and I felt the need to comply,” English said in the news conference. After the incident involving André, Clayton County police denied any wrongdoing, CNN affiliate WSB-TV reported. The station published this statement released then by the police: “On April 21, 2021, the Clayton County Police Department made a consensual encounter with a male traveler, later identified as Eric Andre, as he was preparing to fly to California from the Atlanta Airport. Mr. Andre chose to speak with investigators during the initial encounter. During the encounter, Mr. Andre voluntarily provided the investigators information as to his travel plans. “Mr. Andre also voluntarily consented to a search of his luggage but the investigators chose not to do so. Investigators identified that there was no reason to continue a conversation and therefore terminated the encounter. Mr. Andre boarded the plane without being detained and continued on his travels. The Drug Enforcement Administration and the Atlanta Police Department did not assist in this consensual encounter.” The lawsuit claims that the Clayton County Police Department describes the “jet bridge interdiction program” as “consensual encounters” carried out at “random,” but argues that in a post-9/11 flying atmosphere, encounters with law enforcement in airports are unlikely to be seen as anything but required. The two name multiple members of the Clayton County Police Department in their lawsuit and allege that the department carries out these stops and searches in a way that targets Black passengers. The filing cites Clayton County Police Department records showing 56% of passengers (or 378 individuals whose races are listed) stopped in this manner are Black. “The Clayton County Police Department, along, sometimes, with the county district attorney’s office has been conducting interdiction of passengers on jet bridges as they’re getting on their airplanes to ask them about whether they have drugs on them,” Barry Friedman, an attorney for the plaintiffs, said in the news conference. “It’s not a very successful interdiction program,” Friedman said. Clayton County Police Department records show that out of 402 jet bridge stops from August 2020 to April 2021, only three seizures were made, according to the lawsuit,. “They’ve come up with very little drugs, but they’ve taken a lot of cash off of passengers,” Friedman said. The lawsuit filing calls the jet bridge program “financially lucrative.” “Over the 8-month period in question, the program seized $1,036,890.35 in cash and money orders via 25 civil asset forfeitures,” the filing reads. Civil asset forfeiture allows law enforcement to seize property they allege is connected to a crime. Organizations like the ACLU have criticized it as a legal way for police to steal from civilians, as obtaining one’s property after it’s been seized is notoriously difficult. “Yet, of the 25 passengers who had cash seized, 24 were allowed to continue on their travels, often on the same flight, and only two were ever charged with any related crime.” “The Clayton County Police Department has described this program as a drug interdiction program. For what we’re able to see by simply looking at the open records information that we’ve received, it seems to be a distinctly unsuccessful drug interdiction program, if that’s what it is,” Richard Deane, another member of the plaintiff’s legal team, said in the news conference. “What appears to be happening is that this is organized largely in order to seize money from people, on the hope that they’re not going to thereafter make the claim for those funds,” he said. André called the experience “traumatizing.” “When two cops stop you, you don’t feel like you have the right to leave, especially when they start interrogating you about drugs. The whole experience was traumatizing. I felt belittled,” he said. “I want to use my resources and my platform to bring national attention to this incident so that it stops.” https://www.cnn.com/2022/10/16/us/atlanta-police-stop-lawsuit-reaj/index.html Manager, Dangerous Goods and Environmental Compliance Indianapolis, IN US ID JR-003952 Category Manager, Dangerous Goods and Environmental Compliance Schedule Full time POSITION PURPOSE Manages a team to ensure Hazardous Materials/Dangerous Goods and Environmental Compliance. Observes and reviews company operations to ensure compliance with various environmental and hazardous materials/dangerous goods regulations. Consults, advises, and trains various individuals and groups on compliance with regulatory environmental and hazardous materials/dangerous goods programs as required by local, state and federal regulations. Implements policies, procedures, and programs to ensure compliance with company and governmental standards and regulations. Conducts on-site hazardous materials and environmental evaluations, assessments, and investigations 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. · Analyzes regulations and pending legislation on hazardous materials/dangerous goods issues to provide input and identify any potential impact on company activities. Assures that key information is assimilated to all affected departments, locations and employees. · Interfaces with FAA, DOT, other governmental departments, federal and local, and codeshare partners in matters involving regulatory compliance with applicable Code Federal Regulation’s (CFR). Responds to System Operations Control and Crew Dangerous Goods carriage inquires. · Interprets, administers, and adheres to 49 CFR and IATA DGR, and investigates any incidents or violations. Reports findings to the appropriate management and facilitate the implementation of required corrective measures. · Manages mediation and litigation with regulatory agencies to lessen financial and/or media impact of findings. · Works with other department heads to develop and implement hazardous materials training, safety policies and procedures, and communicates the results throughout the company ensuring a standardized regulatory compliance system-wide. · Creates, reviews and communicates compliance manuals. · Directs the coordination, scheduling, preparation and execution of audits as they relate to dangerous goods and hazardous materials. · Manages the development, review and implementation of training materials related to Internal Evaluations, Codeshare surveillances and Safety Management Systems as they relate to dangerous goods and hazardous materials. Ensures the maintenance and materials departments of the company are receiving the appropriate training. · Responds to emergency calls on a 24/7 basis. · Provides technical leadership to team and department members. Leads through example; monitors, influences and trains others. · Identifies and develops required environmental programs under 14 CFR and 40 CFR applicable to the scope and activities of the Company. · Implements the company’s Environmental Health and Safety (EHS) program in compliance with federal, state, and local regulatory requirements. Advises operating managers concerning the company’s environmental objectives. · Investigates and reviews all Hazardous Material and environmental incidents and spill reports. Develops solutions to prevent future occurrences. · Develops and recommends policies for pollution abatement and environmental management. Reviews company facilities to determine if pollution control considerations are adequate and act as a technical resource during procurement or changes in operations at company facilities. · Writes and negotiates National Pollutant Discharge Elimination System (NPDES) permitting. · Provides source emissions testing using EPA Test Methods (as required). · Represents the company at regulatory hearings, legal actions and legislative meetings. · Maintains liaison with outside associations concerned with pollution control and corporate functional areas. Identifies environmental legislative and/or regulatory developments with significant potential impact on Company operations. Collects, analyzes and disseminates environmental data to all affected stakeholders. · Files regulatory reports for OSHA, EPA and other regulatory agencies. Maintains compliance records of federal, state and local regulatory laws. · Fosters the Company’s core values and culture throughout the work environment. · Provides technical leadership to team and department members. Leads through example; monitors, influences and trains others. · 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 or related area or combination of education and experience. · A minimum of 5 years of Aviation experience. · Experience using RAMCO or other Enterprise Resource Planning system PREFERRED EDUCATION and/or EXPERIENCE At least 5 years of Aviation experience in Safety, Environmental Compliance and/or Dangerous Goods. 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 solve practical problems and deal with a variety of concrete variables in situations where only limited standardization exists. Ability to interpret a variety of instructions furnished in written, oral, diagram, or schedule form. DECISION MAKING Makes day to day decisions used to support strategic direction. Decisions often require some thought and are somewhat structured. Decisions tend to be short term and usually moderate cost. PHYSICAL AND VISUAL DEMANDS The physical demands described here are representative of those that must be met by an employee to successfully perform the essential functions of this job. Ability to stand, walk, climb, balance, stoop, kneel, crouch, crawl, under 35% of the time. Ability to lift up to 50 pounds up to 35% of the time. WORK ENVIRONMENT The work environment characteristics described here are representative of those an employee encounters while performing the essential functions of this job. · Outdoor weather conditions/open air hangar up to 35% of the time. · Ability to carry a company phone and respond to calls on a 24/7 basis. TRAVEL REQUIREMENTS · Ability to travel up to 50% of the time, including overnight and weekend travel. · International travel requires a valid passport. APPLY HERE Research Study: Professional Pilot Occupational Risk(s) Survey My name is August Parker, and I am a Doctor of Occupational Therapy Student at the University of St. Augustine for Health Sciences. I am inviting employed professional pilots to participate in this study by completing an internet survey for a project entitled, “An Occupational Perspective: Therapeutic Interventions to Facilitate Job Performance in Aviators and Astronauts”. The purpose of this study is to assess professional pilots experience with risk(s) in musculoskeletal functioning, mental health, and overall well-being for flight performance. This is a one-time, voluntary survey that is anticipated to take no more than 10 minutes to complete. If you agree, your identity as a participant will remain anonymous during and after the study. This survey is not affiliated with any aviation-related organizations or facilities. I would be grateful if you could forward this message to other pilots in your workforce. If you have any questions, please contact me, August Parker by email at a.parker@usa.edu. For more information and access to the survey, please access the link provided below: https://sway.office.com/ksURu4OaOEAXm7mC?ref=Link THIS PROJECT HAS BEEN REVIEWED BY THE UNIVERSITY OF ST. AUGUSTINE FOR HEALTH SCIENCES INSTITUTIONAL REVIEW BOARD FOR THE PROTECTION OF HUMAN SUBJECTS. IF YOU HAVE QUESTIONS OR CONCERNS, PLEASE CONTACT THE INSTITUTIONAL IRB CHAIR, DR. LORI KUPCZYNSKI, EMAIL: LKUPCZYNSKI@USA.EDU, PHONE: 904-330-1559 Thank you for your participation! August Parker, OTDS a.parker@usa.edu The University of St. Augustine for Health Sciences 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