Flight Safety Information - October 18, 2022 No.201 In This Issue : Incident: Inuit DH8C at Quebec City on Oct 4th 2022, hydraulic leak : Incident: Cargojet B763 at Bogota on Oct 8th 2022, unreliable airspeed and multiple system issues : NBAA Single-Pilot Safety Standdown Discusses Runway Excursions : India’s air safety regulator orders investigation after smoke fills cabin of SpiceJet flight : Georgia Southern student killed by airplane propeller in Bulloch Co. : Turkish Airlines flight makes emergency landing after drunk passenger bites attendant's finger : USAIG Celebrates 45 Years of Aviation Safety Posters : Starr Insurance Launches Safety Partners; APS Among First To Join : Iraq Civil Aviation announces international sanctions to be lifted soon : What is the busiest airport in the US? Expect the biggest crowds at these destinations. : Air Serbia Wet Leases Three Aircraft Amid Fleet Shortage : Ex-UK pilots lured to help Chinese military, MoD says : World's Third Richest Man Sells Private Jet Because He's Afraid of Twitter : U.S. FAA says some Boeing 737 MAX 7 submissions incomplete, need review : Position - Manager, Dangerous Goods and Environmental Compliance : Research Study: Professional Pilot Occupational Risk(s) Survey : GRADUATE RESEARCH SURVEY Incident: Inuit DH8C at Quebec City on Oct 4th 2022, hydraulic leak An Air Inuit de Havilland Dash 8-300, registration C-FYAI performing flight 3H-832 from Quebec City,QC to Sept Iles,QC (Canada) with 22 passengers and 4 crew, was climbing out of Quebec City when after selecting the flaps up the crew observed all #1 hydraulic fluid had been lost. The crew completed the checklist "Loss of Hydraulic #1 Quantity", declared PAN PAN and decided to divert to Montreal,QC (Canada) where the aircraft landed on runway 06L. The Canadian TSB reported the aircraft was inspected by emergency services and subsequently taxied to the apron. There were no injuries and no damage to the aircraft. https://avherald.com/h?article=4ffc4fe5&opt=0 Incident: Cargojet B763 at Bogota on Oct 8th 2022, unreliable airspeed and multiple system issues A Cargojet Boeing 767-300 freighter, registration C-FGSJ performing flight W8-926 from Sao Paulo Viracopos,SP (Brazil) to Bogota (Colombia) with 2 crew, was reaching the top of descent into Bogota when the crew received unrealiable airspeed indication on the captain's side, about two minutes later multiple EICAS messages occurred: Rudder Ratio / Aileron Lockout / GRD PROX SYS / L ENG EEC MODE / R ENG EEC MODE. The crew declared Mayday, worked the related checklist procedures and continued for a safe partial flaps landing on Bogota's runway 13R. The Canadian TSB reported that the aircraft was inspected by emergency services after landing with no issues noted and the brakes temperatures not being excessive. The aircraft remained on the ground for 24 hours before returning to service. https://avherald.com/h?article=4ffc4e07&opt=0 NBAA Single-Pilot Safety Standdown Discusses Runway Excursions Peter Basile, Senior Air Safety Investigator, Textron Aviation, presented the case study. The opening presentation of the 2022 the NBAA Business Aviation Convention & Exhibition (NBAA-BACE) Single-Pilot Safety Standdown featured a case study of the December 2020 runway excursion of a Cessna Citation 551 in Lukfin, Texas. Though the venue title may lead one to believe the lessons in this case study are for pilots flying in cockpits designed for a solitary pilot, the education offered here applies to all aviators. We tend to think a runway excursion begins with an unstable approach and there is certainly much truth to that. But something that happens just prior to the approach can have an even greater impact: aircraft performance planning. For example, we obviously would never attempt a landing if the charts in our Airplane Flight Manual say the runway is not long enough. But when do you update weather and other pertinent information that might have changed since your takeoff? Safety Alert for Operators (SAFO) 06012 (since replaced by SAFO 19003), and Advisory Circular 91-79A, introduced the idea that a landing performance assessment needs to be made as close to the time of landing as possible as well as the need to add a minimum safety factor of 15% to landing distances. The case study aircraft, N48DK, began life as a Citation 550, which requires two pilots. A service bulletin added an autopilot, flight director, and boom microphone to turn the airplane into a Citation 551, single-pilot capable. When the pilot departed Austin-Bergstrom International Airport (KAUS), the destination forecast for Angelina County Lufkin Airport (KLFK) was visual flight rules with light rain, but nothing worth worrying about. By the time the pilot checked in with air traffic control for descent, there was “moderate to heavy precipitation in and around the airport.” The pilot elected to continue, using the area navigation (RNAV) pproach to the shorter runway, Runway 16, which was 4,311 ft. long. He asked for an approach to the longer runway, Runway 7, which was 5,400 ft. long, but the instrument approach to that runway was out due to a Notice to Airmen (NOTAM). So he elected to use the shorter runway. Where this case study becomes especially valuable to pilots of all aircraft is the conventional wisdom codified by Advisory Circular 91-79A about the various factors that add to our landing distance. We are told, for example, that we should cross the threshold at 50 ft. and that every additional 10 ft. increases our landing distance by 200 ft. We are likewise warned about landing long, excess speed, delayed use of deceleration devices, runway slopes, and the use of less than maximum braking. But how often do we really consider all these factors when showing up at an airport where the forecast for no more than a wet runway becomes a contaminated runway with standing water? In the case of this Citation 551, Cessna defines a wet runway to be reflective and a contaminated runway to be more than 25% covered by at least one-eight inch of standing water. Photos taken right after the accident show the runway was indeed contaminated. The performance charts predicted a 2,012-ft. landing distance on a dry runway, 4,125 ft. on a contaminated runway. So, technically speaking, had all conditions been met, the pilot could have stopped on the 4,311-ft. Runway 16 or the 5,400-ft. Runway 7. But not all conditions were met. All available evidence show the pilot touched down 1,700 ft. from the approach end of the runway and the second half of the runway had a downward slope. While the pilot used maximum braking and the condition of the tires and brakes was very good, the pilot was unable to stop on the available runway. It is easy for an accident investigator to point to the long landing as causal in this accident, but how many of us have walked away from landing this far down the runway saying it was “a little windy today and 700-ft. long is par for the course.” How can we second-guess a pilot when the aircraft flight manual (AFM) data was “technically” good enough? That is where the FAA’s minimum recommended 15% safety factor comes in. Let us give the pilot the benefit of the doubt and say he was aware of the 4,125-ft. landing distance. Had our accident pilot added 15% to that distance and realized that (1.15) 4,125 = 4,743 ft. was more than what he had on Runway 16, perhaps the need to select another runway or airport would have been more evident. It may be tempting to think of the 15% safety factor as just another bureaucratic attempt to further restrict us pilots from realizing the performance numbers in our manuals. But seeing how quickly a landing can go from an airplane manual to an NTSB report should underline the need to land by the book and add that factor on top. If the resulting numbers do not add up, find someplace else to land. https://aviationweek.com/shownews/nbaa/nbaa-single-pilot-safety-standdown-discusses-runway-excursions India’s air safety regulator orders investigation after smoke fills cabin of SpiceJet flight On 12 October, a SpiceJet de Havilland Dash 8-400 (registered VT-SQB) performed domestic flight SG3735 from Goa to Hyderabad, India when during descent towards Hyderabad smoke was observed in the cabin. The aircraft, carrying 68 passengers, continued for a safe landing in Hyderabad. According to passenger witnesses, the crew told passengers to “pray to God” and to “jump and run” as soon as the emergency doors opened on landing. The airline seemed disturbed by the incident as the SpiceJet crew forced passengers to delete footage of the incident. “They snatched my phone when I refused,” one passenger told. According to the Times of India, SpiceJet stated that the “Q400 aircraft landed safely at its destination on October 12” and that all “passengers were safely disembarked.” The airline, however, forgot to tell that one passenger was sent to hospital with a minor injury and complaints of breathing troubles. According to avherald.com, India’s air safety regulator, DGCA, reported during preliminary investigation evidence of engine oil was discovered in the bleed-off valve leading to engine oil entering the air conditioning system and resulting in smoke in the cabin. https://www.aviation24.be/airlines/spicejet/indias-air-safety-regulator-orders-investigation-after-smoke-fills-cabin-of-spicejet-flight/ Georgia Southern student killed by airplane propeller in Bulloch Co. SAVANNAH, Ga. (WTOC) - A 21-year-old Georgia Southern student died after being hit by a airplane propeller Sunday. Officials say a single-engine Cessna 172 with four people on board landed without incident at Statesboro-Bulloch County Airport around 10:35 p.m. After the plane taxied to the ramp area, the 21-year-old got out and was struck by the propeller. The NTSB will be in charge of the investigation and will provide all updates. https://www.wtoc.com/2022/10/17/georgia-southern-student-killed-by-airplane-propeller-bulloch-co/ Turkish Airlines flight makes emergency landing after drunk passenger bites attendant's finger The attendant went to calm him down during the flight. The passenger was identified as Muhammad John Jaiz Boudewijn. Boudewjuin, 48, was drunk at the moment Another incident of a man attacking another man grabs users' attention. On Twitter, Nuice Media posted a video where a passenger attacked the cabin crew. The passenger was claimed to be from Indonesia was a Batik Air pilot returning from vacation from Turkey. The Turkish Airlines flight was then forced to make an emergency landing in Medan due to a disturbance. The flight was from Istanbul to Jakarta. The disturbance was caused when the passenger bit a cabin attendant's finger. The passenger was identified as Muhammad John Jaiz Boudewijn. Boudewjuin, 48, was drunk at the moment. The attendant went to calm him down during the flight. He was then reminded of his disrespectful conduct. It was then he bit the finger of the attendant. The video also showed that the man holding a plastic cup was repeatedly hurling punches. The instance further continued, when another attendant was seen kicking a passenger. The matter in no time turned to whole chaos which forced the pilot to make an emergency landing at Kualanamu International Airport Medan instead of Jakarta. The police in its statement said that the passenger is being treated. A similar incident was reported in the United States nearly two weeks ago when Beyond Meat's COO bit a man's nose. He was detained in the case but was later let out on bail of $10,000. Doug Ramsey recently left the company after the incident. https://www.wionews.com/trending/turkish-airlines-flight-makes-emergency-landing-after-drunk-passenger-bites-attendants-finger-526422 USAIG Celebrates 45 Years of Aviation Safety Posters United States Aircraft Insurance Group (USAIG, Booth 2620) is celebrating 45 years of creating and distributing safety posters and other safety resources for the aviation industry. Founded in 1928 and the nation's first aviation insurance company, USAIG has been working with partner organizations to provide safety posters to the aviation community free of charge since 1977. Starting in 2013, USAIG began printing the posters in quarterly print issues of AIN, reaching 38,000 subscribers in 155 countries. In 2016, USAIG started producing the safety posters as screensavers and desktop wallpaper formats. Over the years, USAIG’s safety posters have covered a variety of topics, ranging from runway hazards to safe handling of lithium-ion batteries, as well as the challenges faced by pilots and ground personnel. The posters help to maintain safety management system (SMS) standards across organizations “by keeping safety top of mind, thereby reinforcing an overall safety culture,” USAIG said. In addition to its safety posters, USAIG promotes SMS compliance by publishing a quarterly newsletter called Premium on Safety, which explores issues such as flight department management, pilot experiences, and regulator updates. The insurance provider also supports SMS processes through its Performance Vector safety initiative, which allows policyholders with turbine aircraft to select annually from a portfolio of training and safety-enhancing services. Since USAIG launched the Performance Vector initiative in 2011, it has continually updated the suite of program options to keep up with ever-evolving aviation safety protocols. “Performance Vector aims to meet the operator where their safety program needs are and help them confidently align with leading safety criteria and industry best practices,” USAIG said in a statement. Program options include training needs assessments, airplane upset and recovery training, crisis response services, and tools for fatigue and safety risk assessment and management services. https://www.ainonline.com/aviation-news/business-aviation/2022-10-17/usaig-celebrates-45-years-aviation-safety-posters Starr Insurance Launches Safety Partners; APS Among First To Join Aviation Performance Solutions is one of the partners seleted for Starr Insurance’s new safety program. Aviation insurance solutions provider Starr Insurance (Booth 3014) has developed a program to maximize a business aviation company’s savings and operational safety. The Starr Safety Partnership program, announced today, provides access to a portfolio of premium service providers at a significant discount. The program focuses on the entire life cycle of aircraft ownership, with an emphasis on safety and cost-efficient operations. “The Starr Safety Partnership provides Starr clients access to preferred pricing with many of the best-in-class aviation service providers,” said Starr assistant v-p, director of safety and loss control Andrew Madison. “The partnership includes services focused on the entire aircraft ownership life cycle that increase operational savings and promote safety, safety management system facilitation, and training. It also gives the aircraft owner an extra measure of safety assurance, all to help our clients enhance the safety of their operations and reduce losses.” The Starr Safety Partnership includes twelve service providers that “are well known in the industry for providing top-notch solutions and customer service,” according to Madison. “This was confirmed by our first-hand experience with some of the service providers and client feedback.” One featured safety partner, Aviation Performance Solutions (APS, Booth 2081) is dedicated to training pilots to overcome the leading cause of aviation fatalities—loss of control in-flight (LOC-I) accidents. APS offers a proven upset prevention and recovery training (UPRT) system that uses academics, on-aircraft flight training, and advanced simulators to curb the threat of LOC-I, all taught by a group of well-qualified instructors. “APS has an industry-leading reputation for excellence and innovation in the general aviation upset recovery training space, both in the classroom and in practice, applying the classroom learning with customers in their fleet of aircraft in Arizona [and around the world],” said Starr senior v-p and chief underwriting officer Kyle Sparks. LOSS OF CONTROL IN-FLIGHT PREVENTION APS’s stated mission is to “crush the LOC-I threat globally by partnering with ‘safety champions’ to accelerate the adoption of life-saving APS upset training,” APS CEO Paul “BJ,” Ransbury said. “Starr Insurance’s Safety Partnership Program is an extraordinary opportunity for Aviation Performance Solutions to be on mission by partnering with Starr Aviation and its noble safety program. “We help pilots bring everyone home safely, and Starr’s solutions support aviation safety at every stage of aircraft ownership. It allows us to broaden our reach and continue to be on the forefront of saving lives.” Offering unique and innovative solutions to its UPRT program makes APS a top-tier training provider for a diverse set of operators. “APS is unmatched in its total integrated solution to UPRT. We have dedicated our core services for over 25 years to overcome the loss of control inflight: the number one fatal threat to every pilot on every flight,” Ransbury said He added, “Our solution to LOC-I has been recognized internationally for its proven, comprehensive multi-day integrated program that includes academic, on-aircraft (both piston and jet), advanced simulator, and type-specific virtual reality. APS is the only organization that has the most comprehensive solution in the industry and will contribute directly to the operational safety of Starr’s vast and differentiated customer base.” The LOC-I threat is real and almost always fatal, APS executive v-p of standards and compliance Clarke McNeace said. “LOC-I is unequivocally every pilot’s number-one threat every time they are airborne. ICAO, FAA, EASA, and numerous other industry stakeholders have all acknowledged this threat and have required or recommended integrated on-aircraft, simulator, and academic UPRT to address this unique and critical skill set for every pilot.” APS offers a comprehensive and immersive UPRT experience that is adaptable to Starr’s diverse client base of fixed-wing aircraft operators ranging from single-pilot piston to multi-crewed, high-performance business jets. “APS provides customized fixed-wing UPRT solutions for each of the industry sectors through its 'Every Pilot In Control Solution StandardTM,'" McNeace said. "It brings transformative, life-saving training tailored to each pilot’s operating environment and equipment. Our UPRT programs are designed with three main factors in mind: first, how the pilot operates—single pilot or crewed—and mission type; secondly, where they operate—VFR/IFR, low altitude, high altitude, etcetera; and the specific type and class of airplane they operate to minimize the gaps in their risk management of LOC-I.” Aviation Performance Solutions aims to help Starr Insurance clients reduce the risk of loss of control. UPSET PREVENTION AND RECOVERY TRAINING FOR THE BUSINESS AVIATION OPERATOR According to Ransbury, “For executive, corporate, business aviation, and on-demand operators (Part 135/125)—the bizav operator—the biggest challenge faced is being well behind UPRT solutions being implemented by Part 121 air carriers through the implementation of FAR 121.423 'Pilots – Extended Envelope Training.'” He added, “While Part 121 operators are implementing this limited simulator-only solution, it is considerably more than what is being implemented by bizav in general. The good news is that this partnership with Starr and APS will allow far more effective and robust UPRT solutions through minor, and in some cases cost-neutral, investments in progressive, proven effective, and fully comprehensive UPRT and aviation safety.” Reducing risk in aviation is a priority for insurers and operators alike. The Starr Safety Partnership Program provides a multitude of options for operators to reduce risk. Madison said “the program expands on their experiences and pilot skills through APS, AirCare International, and Advanced Air Crew Academy. Another benefit is in enhancing or developing our clients’ safety management system with the help of Argus, AviationManuals, or Polaris Aero to effectively manage safety and reduce losses.” Beyond safety, Madison added, “The program will also reduce operating costs; as an example, JSSI serves to ensure standardized maintenance and reduce aircraft downtime.” The Safety Partnership Program is available to any Starr client operating under Part 91 or Part 135. Starr’s Sparks said that “a generally accepted principle is that investments in safety over the long-term lead to safer and more profitable organizations with fewer accidents, a happier workforce, and less downtime for company resources.” He added, “Some of the Starr Safety Partners, such as JSSI, are able to deliver cost savings and expanded coverage to Starr customers due to their industry-leading capabilities. There is no premium discount for using the Starr Safety Partnership Program; the program is a Starr initiative to help the insureds and the industry foster a safer environment for operating aircraft.” https://www.ainonline.com/aviation-news/business-aviation/2022-10-18/starr-insurance-launches-safety-partners-aps-among-first-join Iraq Civil Aviation announces international sanctions to be lifted soon Baghdad (IraqiNews.com) – The Iraq Civil Aviation Authority (ICAA) confirmed on Monday that the international sanctions will be lifted soon as it is working to pass the International Civil Aviation Organization (ICAO) global safety audit test, according to the Iraqi News Agency (INA). The spokesperson of the ICAA, Jihad Al-Diwan, mentioned in a statement that Iraq is among five countries that have not passed the ICAO’s Universal Safety Oversight Audit Program (USOAP). Al-Diwan elaborated that the ICAA is working to pass the test which will be in several stages, according to INA. Al-Diwan explained that Iraq passed about 75 percent of the test and audit in 2019, and confirmed that Iraq will pass the remainder of the test in the near future to have the international sanctions lifted. A ban was imposed on Iraqi flights since the nineties and continued until 2009. However, violations against the Iraqi flights were recorded again in 2012, and the Iraqi flights were officially and permanently banned from flying in the European airspace in 2015. The decision to lift the ban is linked to several requirements, such as linking Iraq with ICAO’s Universal Safety Oversight Audit Program (USOAP). https://www.iraqinews.com/iraq/iraq-civil-aviation-announces-international-sanctions-to-be-lifted-soon/ What is the busiest airport in the US? Expect the biggest crowds at these destinations. The United States contains 1/3 of the world’s airports, the most of any country in the world, according to World Atlas. All 50 states and administrative territories have at least one airport, and there are almost 20,000 airports in the U.S. with over 5,000 open for public use. Some of the airports in the U.S. are also among the busiest and biggest airports in the world. With nearly three million passengers flying in and out of U.S. airports everyday, you may wonder what the busiest airport in the U.S. is. If so, we have the answers for you. What is the busiest airport in the US? According to World Atlas, the busiest airport in the United States by passenger traffic is Hartsfield–Jackson Atlanta International Airport (ATL). ATL had over 100 million passengers travel through it in the pre-COVID year of 2019, 20 million more than the second-busiest airport in the U.S. Named after two former mayors of Atlanta, Maynard Jackson and William Hartsfield, it is located almost seven miles outside of the city and occupies seven square miles of land. It serves as an international gateway to the United States and is the hub for Delta Airlines, according to World Atlas. Hartsfield–Jackson Atlanta International Airport is the busiest airport in the U.S seeing over 100 million travelers a year. What are the 10 busiest airports in the US? According to World Atlas, the following are the busiest airports in the U.S., based on 2019 pre-COVID numbers: Hartsfield–Jackson Atlanta International Airport (ATL) (Atlanta, GA) Los Angeles International Airport (LAX) (Los Angeles, CA) O’Hare International Airport (ORD) (Chicago, IL) Dallas/Fort Worth International Airport (DFW) (Dallas, TX) Denver International Airport (DEN) (Denver, CO) John F. Kennedy International Airport (JFK) (New York, NY) San Francisco International Airport (SFO) (San Francisco, CA) McCarran International Airport (LAS) (Las Vegas, NV) Seattle-Tacoma International Airport (SEA) (Seattle, WA) Charlotte Douglas International Airport (CLT) (Charlotte, NC) Attention travelers:How much do flight attendants make? What is the busiest airport in the world? According to World Atlas, ATL is also the busiest airport in the world. The following are the 10 busiest airports in the world based on 2019 pre-COVID numbers: Hartsfield–Jackson Atlanta International Airport (Atlanta, GA) Beijing Capital International Airport (Beijing, China) Los Angeles International Airport (Los Angeles, CA) Dubai International Airport (Dubai, United Arab Emirates) Tokyo Haneda Airport (Tokyo, Japan) O'Hare International Airport (Chicago, IL) Heathrow Airport (London, United Kingdom) Shanghai Pudong International Airport (Shanghai, China) Charles de Gaulle Airport (Paris, France) Dallas/Fort Worth International Airport (Dallas, TX) https://www.usatoday.com/story/travel/news/2022/10/15/what-is-the-busiest-airport/10341892002/ Air Serbia Wet Leases Three Aircraft Amid Fleet Shortage Due to two A319s being out of service and one A320 delayed on delivery from the lessor, Air Serbia is wet-leasing capacity from Trade Air and Dan Air. Air Serbia is going through operational issues at the moment. These issues have several causes: the end of its summer wet-lease contracts, the delayed delivery of new aircraft, booming demand due to Serbia’s political stance towards Russia, and the unexpected temporary grounding of two A319s. The operational issue has resulted in Air Serbia needing to contract costly short-term leases. Let’s unpack these causes one by one. Cause 1: Summer leases have ended Air Serbia has had a very strong summer in 2022, beating its pre-pandemic passenger figures in September and carrying more passengers in the first eight and a half months of 2022 than it did in all of 2021. The airline embarked on a significant expansion this summer to make use of the lifting of COVID restrictions and to cater to the pent-up outbound leisure demand. To that end, it even sent its Airbus A330 to Barcelona on a regular basis. It launched as many as seven new routes in a single week at the start of June: Bologna, Bari, Hannover, Lyon, Nuremberg, Salzburg, and Trieste. It also launched domestic flights in January, Valencia in April, and Palma de Mallorca and Sochi in mid-June. To be able to operate this network, Air Serbia had to wet-lease capacity from three airlines: Romania’s Dan Air, which wet-leased its entire fleet this summer, provided an Airbus A319 Greece’s Lumiwings provided a Boeing 737-700 and Boeing 737-300 Air Mediterranean provided a Boeing 737-400 These were always intended to be short-term summer leases only, so the contracts have expired, and the capacity has been removed from Air Serbia’s fleet. The Air Mediterranean 737 operated its last flight for Air Serbia on 10th October, after which it returned to Belgrade. The Lumiwings 737-700 finished flying for Air Serbia on 26th September, and the 737-400 operated the last flight under this contract on 19th September. Dan Air’s Airbus A319 stopped flying for Air Serbia on 12th October, after which it was returned to Romania, but it has since come back as Air Serbia faces an acute fleet shortage. Cause 2: New aircraft are not arriving on time Air Serbia recently took delivery of an Airbus A320, carrying the registration YU-APO. The aircraft was ferried to Belgrade Nikola Tesla Airport (BEG) on 13th October 2022, where it has been stationed ever since. The aircraft was delayed on delivery and is delayed on entry to service, so Air Serbia has been forced to wet lease additional capacity to cover for its current fleet shortage until this A320 can finally jump in. The reason for the delay is not known as Air Serbia has not commented on the issue, but it is believed to have to do with the fact that this A320 was stored for two full years. India’s Vistara operated it from 2014, when it was delivered, to October 2020. Between October 2020 and October 2022, it was stored at various airports, the most recent being Kaunas (KUN) in Lithuania. At the same time, Air Serbia has still not received the second Airbus A330 aircraft that it needs to have in its fleet to launch new long-haul routes that it has already announced, so it is likely that at least some of the long-haul route launches will be pushed back. Cause 3: Booming demand While some airlines are struggling to fill seats in the post-summer season, Air Serbia is still seeing excess demand on many of its services due to booming demand. This is partially driven by Russian passengers. Air links between Russia and almost all of Europe are suspended, but this is not the case for Serbia. The country’s government has refused to impose sanctions on Russia over its invasion of Ukraine. Thus, Air Serbia has found itself in the fortunate position of being one of only two airlines that can link Russian airports with Europe’s mainland destinations. The other is Turkish Airlines which transfers Russian passengers via Istanbul. In Russia, Air Serbia serves Moscow (SVO), Sochi (AER), Saint Petersburg (LED), and Kazan (KZN). These flights are sold out weeks in advance on the inbound sector, and they offer a substantial feed for Air Serbia’s Western European network. All of this has contributed to the need for extra capacity even as the summer peak has passed. Cause 4: Unexpected losses of existing capacity Two of Air Serbia’s aircraft are currently out of service. They are both Airbus A319s. One of them, YU-APB, has not been operational for over a month. Its last flight was the JU375 service from Zurich (ZRH) to Belgrade (BEG) on 14th September. The other one, YU-APL, has not been flying since 29th September. It is believed that the first of these two aircraft is delayed on an over-running C-check, while the second had an issue on flight JU567 from Moscow (SVO) to Belgrade (BEG), which has grounded it for three weeks. Which airlines have jumped in? To remedy the fleet shortage, Air Serbia has wet-leased extra capacity in the short term from various airlines. This is a costly move, but it is also the only one that allows the airline to maintain its flight schedule and retain passenger confidence while also avoiding compensation payouts, refunds, and expense claims. Dan Air’s Airbus A319, which flew for Air Serbia this summer, was brought back to Belgrade to operate some flights. The aircraft, registered YR-URS, operated flights for Air Serbia between 4th June and 12th October. However, it came back to Belgrade in the evening on 16th October and immediately jumped in to cover the JU534/JU535 rotation to Rome Fiumicino (FCO), which ran with a delay of almost three hours. It also operated a rotation to Zurich (ZRH) yesterday, 17th October. Dan Air has also sent in an Airbus A320, registered YR-DSE, which has been operating flights for Air Serbia since 13th October. Since then, the aircraft has flown to Podgorica (TGD), Larnaca (LCA), Copenhagen (CPH), Nuremberg (NUE), Stockholm (ARN), and Zurich (ZRH) for three rotations in a row. Croatian ACMI airline Trade Air also jumped in to help out on several occasions. Trade Air has an Airbus A320 stationed in Montenegro’s Podgorica (TGD) and Tivat (TIV) airports for the duration of this summer season, contracted by Air Montenegro to operate its busy peak-season routes that Air Montenegro’s Embraer aircraft do not have enough capacity for. The A320, registered 9A-BTG, has been jumping in to fly for Air Serbia since 10th October. It operated the rotations from Belgrade to Tivat (TIV) as flights JU4020/JU4021 and JU4022/JU4023, Milan Malpensa (MPX) as JU544/JU545, and Berlin Brandenburg (BER) as JU354/JU355. https://simpleflying.com/air-serbia-aircraft-shortage-wet-lease-agreements/ Ex-UK pilots lured to help Chinese military, MoD says Officials say ex-British military pilots are being recruited through intermediary head-hunters Former British military pilots are being lured to China with large sums of money to pass on their expertise to the Chinese military, it is claimed. Up to 30 former UK military pilots are thought to have gone to train members of China's People's Liberation Army. The UK is issuing an intelligence alert to warn former military pilots against working for the Chinese military. Attempts to headhunt pilots are ongoing and had been ramping up recently, western officials say. A spokesperson from the Ministry of Defence said the training and the recruiting of pilots does not breach any current UK law but officials in the UK and other countries are trying to deter the activity. "It is a lucrative package that is being offered to people," said one western official. "Money is a strong motivator." Some of the packages are thought to be as much as £237,911 ($270,000). The retired British pilots are being used to help understand the way in which Western planes and pilots operate, information which could be vital in the event of any conflict, such as over Taiwan. "They are a very attractive body of people to then pass on that knowledge," a Western official said. "It's taking Western pilots of great experience to help develop Chinese military air force tactics and capabilities." The UK first became aware of a small number of cases of former military pilots being recruited in 2019 which were dealt with on a case-by-case basis. The Covid-19 pandemic slowed attempts down, when travel to China was almost impossible but the attempts have now increased, leading to this alert. "We've seen it ramp up significantly," a western official said in a briefing to journalists. "It is an ongoing issue." Current serving personnel are being targeted but none are thought to have accepted. The pilots have experience on fast jets and helicopters and come from across the military and not just the Royal Air Force. They have flown Typhoons, Jaguars, Harriers and Tornados. F-35 pilots are not thought to be involved although China is thought to be interested in them. Some of the pilots are in their late 50s and left the military some time ago. Pilots of other allied nations have also been targeted. Officials said they are being recruited through intermediary head-hunters and cited a particular flying academy based in South Africa as being involved. There is no evidence that any pilots have broken the Official Secrets Act or that they have committed any crime. The aim of the alert is to try and deter activity and inform current staff and industry partners and also remind personnel of their obligations to protect sensitive information. "We are taking decisive steps to stop Chinese recruitment schemes attempting to headhunt serving and former UK Armed Forces pilots to train People's Liberation Army personnel in the People's Republic of China," an MoD spokesperson said. "All serving and former personnel are already subject to the Official Secrets Act, and we are reviewing the use of confidentiality contracts and non-disclosure agreements across Defence, while the new National Security Bill will create additional tools to tackle contemporary security challenges - including this one." https://www.bbc.com/news/uk-63293582 World's Third Richest Man Sells Private Jet Because He's Afraid of Twitter Bernard Arnault, owner of Louis Vuitton and Sephora, sold his plane for extremely not-sketchy reasons. If you’re one of the richest human beings ever to walk this Earth, chances are you’re pretty insulated from the rest of the world. You don’t really need to concern yourself with the opinions of others, to even consider the whims of the proles. At least, that’s how things were — before that damned Twitter came around, giving the unwashed masses unfettered access to your billionaire psyche. Now, you can’t avoid them. They’re out there, talking about you, and doing it so publicly that you can’t help but overhear — or, over-read. Worse than that, they’re taking you to task: tracking your flights, measuring each and every unit of CO2 emitted by your globe-hopping escapades. What’s a poor, put-upon titan of industry to do? Well, if you’re Bernard Arnault, it seems the answer is to just sell your jet. Elon Musk isn’t the only billionaire whose private jet is being tracked by rude teens, apparently. Bernard Arnault, fashion magnate and third-richest person in the world, also had a Twitter account dedicated to tracing his every flight plan and tabulating his carbon emissions. Arnault, apparently, had concerns for his privacy — and sold his jet to keep is secrets. There’s no word as to just what Arnault wants to hide by obfuscating his movements like this, so we can only speculate as to what a man with billions at his disposal does while hiding away from prying eyes. Building big boats that eat submarines? It’s anyone’s guess. Arnault still intends to take private jets around, they just won’t be entirely private to him. Maybe there’s a timeshare situation involved, between him and the other Bond villains. https://jalopnik.com/worlds-third-richest-man-sells-private-jet-because-hes-1849667094 U.S. FAA says some Boeing 737 MAX 7 submissions incomplete, need review WASHINGTON (Reuters) - The Federal Aviation Administration (FAA) told Boeing Co that some key documents submitted as part of the agency's ongoing certification review of the 737 MAX 7 are incomplete and others need a reassessment by the U.S. planemaker. In an Oct. 12 letter to Boeing from FAA official Ian Won seen by Reuters, the agency asked Boeing to reassess some assertions that hazards classified as catastrophic "do not contain human factors assumptions." The FAA also said it was unable to complete some reviews of Boeing submissions "due to missing and incomplete information regarding human factors assumptions in catastrophic hazard conditions." The new letter intensifies concerns about the company's timeline for beginning deliveries of the smaller variant of the best-selling MAX. Boeing faces a late December deadline for the FAA to certify the MAX 7 and MAX 10 or it must meet new modern cockpit alerting standards that could significantly delay the airplanes unless the company receives a waiver from Congress. The requirements were approved by Congress in late 2020 as part of FAA certification reforms after two fatal 737 MAX crashes killed 346 people and led to the bestselling plane's 20-month grounding. Reuters first reported on Oct. 3 Boeing does not anticipate winning approval for the MAX 10 before next summer, citing an FAA sent to Congress. Boeing said in a statement Monday it "is focused on meeting all regulatory requirements to certify the 737-7 and safety remains the driving factor in this effort." Certifications of planes require extensive paperwork submissions and detailed review of safety assessments by the FAA. In a Sept. 19 letter to Boeing, the FAA expressed concerns that the planemaker would not be able to win certification for the MAX 7 this year. Boeing must get approval for the MAX 7 first as the MAX 10 approval is contingent on some MAX 7 documentation, Boeing Chief Executive Dave Calhoun said last month. The planemaker added it will "continue to prioritize being thorough and transparent in our documentation and interactions with the FAA." Human factors analyses refer to how pilots respond to cockpit emergencies. The FAA letter said Boeing must as part of its review assure the agency "that those safety assessments do not contain human factors assumptions" and if there are others it must identify them and submit them for review. A December 2020 Senate report into the MAX concluded the FAA and Boeing "had established a pre-determined outcome to reaffirm a long-held human factor assumption related to pilot reaction time ... It appears, in this instance, FAA and Boeing were attempting to cover up important information that may have contributed to the 737 MAX tragedies." https://finance.yahoo.com/news/u-faa-says-boeing-737-232933187.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