Flight Safety Information - October 26, 2022 No.207 In This Issue : Incident: Lufthansa A359 near Munich on Oct 23rd 2022, cabin pressure problems : Cessna 208B Grand Caravan - Runway Excursion (Indonesia) : Navy’s Goshawk jet fleet remains grounded for second week as engine probe continues : The airline pilot shortage is dire. Here’s what major carriers are doing to fill cockpits : FAA warns of aviation safety risks without U.S. mandate on 5G limits : Elon Musk and Donald Trump are trying new ways to dodge jet-tracking Twitter accounts — but it's not a 'silver bullet' : China's Mysterious Spaceplane Raises Orbit Nearly 3 Months After Launch : CFM Passes on Supersonic Engine Project : The titanium supply chain crisis: how it began and what it means for aerospace : The FAA published Advisory Circular 91-57C and Advisory Circular 89-3 today - MODEL AIRCRAFT : International Space Station dodges debris from Russian anti-satellite test : Position Available: Manager, Voluntary Safety Reporting Program (NJUS) : Position Available: FOQA Specialist (NJUS) : Research Study: Professional Pilot Occupational Risk(s) Survey : GRADUATE RESEARCH SURVEY Incident: Lufthansa A359 near Munich on Oct 23rd 2022, cabin pressure problems A Lufthansa Airbus A350-900, registration D-AIXH performing flight LH-414 from Munich (Germany) to Washington Dulles,DC (USA), was enroute at FL340 about 50nm north of Frankfurt/Main (Germany) when the crew turned around to return to Munich and initiated a (normal) descent to FL100 reporting problems with the cabin pressure. The aircraft landed safely back on Munich's runway 08R about 50 minutes after turning around. The aircraft remained on the ground for about 24 hours before performing a test flight climbing to FL350, then returned to Munich and remained on the ground for another 19 hours before returning to service. https://avherald.com/h?article=5001a72b&opt=0 Cessna 208B Grand Caravan - Runway Excursion (Indonesia) Date: 25-OCT-2022 Time: Type: Cessna 208B Grand Caravan Owner/operator: Reven Global Airtranspor Registration: PK-RVA MSN: 208B2255 Fatalities: Fatalities: 0 / Occupants: Other fatalities: 0 Aircraft damage: Substantial Category: Accident Location: Ilaga Airport (ILA/WABL) - Indonesia Phase: Landing Nature: Cargo Departure airport: Timika-Moses Kilangin (Tembagapura) Airport (TIM/WAYY) Destination airport: Ilaga Airport (ILA/WABL) Confidence Rating: Information is only available from news, social media or unofficial sources Narrative: A Cessna 208B Grand Caravan, registration PK-RVA, sustained substantial damage in a landing accident at Ilaga Airport, Papua, Indonesia. There were no reported injuries. Preliminary information indicates the aircraft skidded off the end of the runway into an embankment. The nose gear collapsed and the engine propeller struck the ground. The left landing gear was also damaged. https://aviation-safety.net/wikibase/300189 Navy’s Goshawk jet fleet remains grounded for second week as engine probe continues The Navy continues to investigate the root cause of an engine problem discovered in a T-45C Goshawk jet earlier this month that led to the grounding of the fleet of 193 trainer aircraft. The Navy commenced a “safety pause” for the fleet three days after one of the jets experienced engine blade failure on Oct. 11, the service said in an Oct. 18 news release. The Navy did not disclose where the jet was stationed. “Out of an abundance of caution and concern for the safety of our aviators, [Chief of Naval Air Training] made the decision to halt all T-45C Goshawk operations following the discovery of an engine blade failure,” CNATRA Rear Adm. Richard Brophy said in the release. “We are working with our partners toward a swift resolution. Safety is at the core of our operations, and we must not expose our pilots or aircraft to unnecessary risk.” Navy officials are working with Rolls Royce, the maker of the turbofan engine, to identify the root cause of the blade failure, the release said. Citing unnamed officials, Navy Times reported Tuesday that the jet engine had undergone “a low-pressure compressor blade failure” before takeoff on Oct. 11. In an earlier incident on Aug. 16, a Goshawk crashed on approach to Naval Air Station Kingsville, Texas. The instructor pilot ejected safely. The unnamed officials told Navy Times that no prior Goshawk mishap had been attributed to the engine blade failure now being analyzed, although the causes of the August crash remain under investigation. https://www.stripes.com/branches/navy/2022-10-26/navy-goshawk-engine-problem-trainer-7814701.html The airline pilot shortage is dire. Here’s what major carriers are doing to fill cockpits • Eliminating four-year degree requirements, recruiting more diverse candidates, and boosting pilot benefits are a start. The airline pilot shortage is dire. Here’s what major carriers are doing to fill cockpits Damion Washington, 45, always wanted to be a pilot. But as a Black man with no college education and no idea how to get started, he figured a career as a pilot wasn’t attainable. So instead, he spent two decades working as a pastor, often encouraging people to pursue their dreams. In 2018, someone told him that people could do more than one thing, and he, along with six others, enrolled in the inaugural class of American Airlines Cadet Academy in Phoenix to become a commercial pilot. After four years of training, teaching, and flying 1,500-plus hours, he stood on a stage earlier this year as American Airlines offered him a pilot job, and he shook the hand of David E. Harris, the nation’s first Black commercial pilot to be hired by American in 1964. “It was a pretty surreal moment,” Washington says. There’s good reason. At least 90% of pilots are white men. That’s partly due to the fact that airlines have historically recruited from the U.S. military, which tend to have white pilots. It’s also due to the fact that most airlines, until recently, required a college degree and years of training that might cost upwards of $100,000. Again, mostly white upper- and middle-class men could afford that investment. The lack of diversity among pilots made outsiders—women, people of color, people from LGBTQ communities—feel like they didn’t belong in the cockpit, says Henry H. Harteveldt, a longtime aviation analyst and president of Atmosphere Research Group. “For a long time, to be honest, that was true,” he says. More recently, that started to change, as major airlines and pilots made bigger efforts to welcome a broader demographic of pilots, he says. American Airlines, as well as Delta Air Lines, Southwest, Alaska, and JetBlue, began working with different organizations to reach young people of color. AN EXISTENTIAL CRISIS AT 36,000 FEET Following the pandemic, that diversity agenda has become far more critical. The industry made huge cuts in their pilot workforces following the 2020 downturn in air travel, and offered retirement packages to senior pilots and others who met certain eligibility requirements. (Today, if those pilots returned to flying, they’d lose seniority and start at the bottom of the pay scale.) The pilot ranks are also shrinking fast: At least 5,773 baby boomer pilots retire each year because they hit the mandatory retirement age of 65 required by the Federal Aviation Administration (FAA). By 2029, not a single baby boomer will be able to legally fly commercial aircraft, says Mark Baier, CEO at AviationManuals and an aviation safety expert and licensed commercial pilot. Adding to the shortage: A career as a pilot hasn’t been the most attractive because of the lack of stability. Airlines tend to go on hiring binges and furlough pilots during tough times. Switching jobs is tough: When you join an airline, you join at the bottom of the seniority list, and that often means a huge pay cut. Now as demand picks up, airlines are scrambling to hire 12,000 to 13,000 pilots this year, probably the same amount in 2023, and approximately 8,000 in 2024—and they’re looking beyond the traditional hires to people of color, women, and people who identify as LGBTQ, too. “If we want the best, we need to look at more than one demographic,” says Washington. Most major airlines have abandoned the four-year degree requirement and added signing bonuses, increased pay, and boosted benefits such as 401(k)s. American has also created scholarships and loan programs with Discover and American Airlines Credit that cover training and room and board estimates—since financing is one of the biggest barriers to new recruits. The airline also created a $10 million scholarship fund for diversity among the pilot ranks. NEVER TOO YOUNG TO START LOOKING UP American Airlines has been making the rounds at middle and high schools across the nation, in particular in underserved neighborhoods, hosting summer aviation camps and teaching kids about the promise of a career as a pilot. Like other airlines, American aims to train its own pool of candidates with internal flight schools. Since 2018, as many as 650 cadets—many of whom had never set foot in a cockpit—have enrolled in American’s Cadet Academy. At least half of those cadets are either people of color, female, or both. The academy, spread across five schools, teaches a combination of meteorology, aerodynamics, and aviation language in the classroom and offers flight training in small four-seaters. The job of a pilot involves many skills, including math, calculations, and commanding a crew. “It’s not just a matter of being able to fly the plane well,” says Harteveldt. “You have to understand all the different systems of modern commercial aircraft, which are very complex beasts.” Washington, whose grandfather was the first Black private pilot in 1930s Arkansas, says he has no regrets about his midlife career change. He figures he has another two decades of living his dream of flying, with the opportunity to make up to $350,000 to $400,000 a year. “It’s never too late,” he says. https://www.fastcompany.com/90800310/pilot-shortage-airlines-diverse-hiring-benefits FAA warns of aviation safety risks without U.S. mandate on 5G limits Oct 25 (Reuters) - The Federal Aviation Administration (FAA) wants the U.S. telecommunications regulatory agency to ensure a delay in some 5G C-Band transmissions from smaller operators. Acting FAA Administrator Billy Nolen said the agency wants the Federal Communications Commission (FCC) to mandate voluntary mitigations that AT&T (T.N) and Verizon agreed to earlier this year mandated for 19 smaller telecoms and other spectrum holders. In a previously unreported letter dated Friday, Nolen cited industry data established "aviation safety would be compromised if the U.S. government does not codify certain additional operating limits in the 5G C-Band environment." The letter was sent to the National Telecommunications and Information Administration (NTIA) and FCC Chair Jessica Rosenworcel was copied. The NTIA, FAA and FCC did not immediately comment. Concerns that the 5G service could interfere with airplane altimeters, which give data on a plane's height above the ground and are crucial for bad-weather landing, led to disruptions at some U.S. airports earlier this year. Nolen's letter warns that without the FCC mandating the mitigations "the FAA would be forced to take immediate steps to ensure the safety of the traveling public, raising the likelihood of flight disruptions across the United States." In June, Verizon and AT&T voluntarily agreed to delay some C-Band 5G usage until July 2023 as air carriers work to retrofit airplanes to ensure they will not face interference. Airlines CEOs on Jan. 17 had warned of an impending "catastrophic" aviation crisis that could have grounded almost all traffic because of the 5G deployment. A deal struck shortly before a January deadline did not prevent dozens of foreign carriers from canceling international flights to the United States, and it cast the U.S. regulatory system in an ugly light. Nolen's letter said "the aviation industry is aggressively retrofitting the current U.S. domestic and international fleets that fly in the United States" with radio frequency filters. But it added "data indicates that even retrofitted aircraft would be susceptible to interference if the report and order is not modified, resulting in renewed concerns about unsafe interference." Earlier this year, the FAA and altimeter manufacturers divided the U.S. commercial passenger airline fleet into four groups based on their tolerance to interference. It remains unclear if the four-member FCC has the authority to retroactively impose conditions on companies that purchased spectrum at auction or if would have the votes to make any changes. The FAA has shrunk zones around airports where Verizon and AT&T cannot fully use towers. Verizon said the June agreement would allow it to "lift the voluntary limitations on our 5G network deployment around airports in a staged approach." The FAA letter said the voluntarily mitigations by AT&T and Verizon "have resulted in the safe deployment of more than 50,000 wireless antennas across the nation." It noted that "the FAA has no authority" to require the 19 other spectrum holders to adopt the same precautions. Nolen's letter seeks near-term conversations at senior levels between the NTIA, FAA and FCC. https://www.reuters.com/business/aerospace-defense/exclusive-faa-sees-aviation-safety-risks-without-us-telecom-agency-mandate-2022-10-25/ Elon Musk and Donald Trump are trying new ways to dodge jet-tracking Twitter accounts — but it's not a 'silver bullet' • Jet-tracker Jack Sweeney rocked the boat when he started posting Elon Musk's private jet flights on Twitter. • The 20-year-old uses data from aircraft tracking website ADS-B Exchange, which is public information. • Celebrities can block their jets on certain websites via a special federal program, but Sweeney says it doesn't help. Earlier this year, 20-year-old Jack Sweeney made headlines when he publicly tracked Elon Musk's private aircraft on Twitter. Since then, Sweeney's other accounts like Trump Jets and Zucc Jet have gained a following. Because of rising privacy and environmental concerns, some billionaires, celebrities, and businesspeople have started looking at ways to dodge the trackers. Louis Vuitton CEO Bernard Arnault is one: He recently sold his private aircraft so "no one can see where I go." He now rents instead. Apple CEO Tim Cook also only charters private jets as of 2017, with the company citing "security and efficiency" reasons. Meanwhile, other high-profile people like Taylor Swift and Kylie Jenner — who were slammed over the summer for taking hundreds of flights per year — are using the FAA's free "Limiting Aircraft Data Displayed" program, or LADD, to avoid trackers. Trump also is enrolled in the program for his Trump Force One plane, as is Oprah Winfrey for a plane she uses. The program allows private aircraft owners to block their planes from being tracked by websites like FlightAware and FlightRadar24 because they use FAA data. However, their plans are being thwarted by aircraft tracking website ADS-B Exchange. ADS-B is able to broadcast planes' whereabouts because it doesn't rely on FAA data like the other services that track planes. Because of that, it's not subject to the FAA's privacy programs. This means even planes that are part of LADD can be tracked by anyone with a smartphone or computer, and it is exactly the source Sweeney uses for his myriad jet-tracking Twitter accounts. Sweeney has even created a "LADD List" website that acts as a registry of aircraft that are part of the FAA's program, and shows all planes that are, or once were, part of LADD. "The LADD list isn't so helpful because the plane is still identifying itself through ADS-B Exchange," Sweeney told Insider. Some jet owners have also started looking into another track-blocking option: the FAA's privacy ICAO aircraft address program, or PIA. According to the agency, private plane owners can apply for a temporary aircraft registration number that is not currently attached to any plane, meaning they can basically fly incognito. However, Sweeney told Insider that even those aircraft can be tracked using ADS-B Exchange, as shown by a screenshot shared with Insider that shows Musk's jet flying on May 7 with no callsign, and no tail number, but had "PIA" flagged. Sweeney's Elon Jet Twitter bot also recorded the flight. With jet-tracking becoming a major problem for the ultra-wealthy, the FAA has opened discussion on how to better block websites like ADS-B Exchange. At the National Business Aviation Association's conference in mid-October, the FAA talked about how to mitigate real-time tracking, but admitted: "There are no silver bullets." Sweeney shared a slide from the FAA's presentation at the conference with Insider, which outlined ways the planes can still be tracked, like via LiveATC, which is real-time air traffic control conversation, and common departure airports. "Elon Musk, for example, has a Gulfstream and there's only so many people that fly that particular plane out of Brownsville, Texas, and fly to the same airports," Sweeney told Insider. https://www.businessinsider.com/celebrities-elon-musk-cant-dodge-jet-tracking-twitter-accounts-ladd-2022-10 China's Mysterious Spaceplane Raises Orbit Nearly 3 Months After Launch China’s experimental spacecraft launched from the Jiuquan Launch Center in August. It’s been nearly eight weeks since we last heard from China’s spaceplane, which launched from the the Gobi Desert in early August. But things are happening, as the spaceplane recently fired its thrusters to ascend to a higher and more circular orbit, but for reasons that aren’t entirely clear. The reusable spacecraft took off onboard a Long March 2F carrier rocket from the Jiuquan Satellite Launch Center on August 4. As China’s second attempt to launch a spaceplane, the experimental vehicle flew at a higher altitude and for a longer period of time than its predecessor. Shortly after it launched, the spaceplane stayed at an orbit of about 215 miles by 369 miles (346 kilometers by 593 kilometers) inclined at 50 degrees above the equator. But experts monitoring its orbit noted a changed occurring on Sunday, October 23, with the spacecraft raising its orbit to a near-circular 371 by 378miles (597 by 608 kilometers), SpaceNews reported. China has shared little information regarding its spaceplane, with the Chinese government stating that it would remain in orbit for a vague “period of time,” state media reported at the time of its launch. The spaceplane is a hybrid airplane-spacecraft vehicle that launches to space onboard a traditional vertical rocket. While operating like a regular aircraft in Earth’s atmosphere, the reusable vehicle acts like a spacecraft in space, allowing the reusable craft to complete missions in space and then return to the surface where it performs a horizontal airplane-like landing. China’s first experimental spaceplane launched in September 2020 and stayed in orbit for about two days before landing back on Earth. It also flew at about 206 miles by 216 miles with a similar inclination (331 km by 347 km), according to Ars Technica. The spaceplane also released a single payload before landing. China’s second go at launching and testing a spaceplane appears to be more ambitious, with the second vehicle staying aloft for nearly three months and raising its operational orbit. The spaceplane project falls under the China Academy of Launch Vehicle Technology, a state-owned vehicle manufacturer that makes both civilian and military space launch vehicles. Similarly in the United States, the Space Force has its own spaceplane, the Boeing X-37. The Space Force’s spaceplane launched in May 2020 for its sixth test flight and has been flying nonstop ever since. Both experimental vehicles are still aloft in the skies, with no word on when they may land just yet. https://www.yahoo.com/news/chinas-mysterious-spaceplane-raises-orbit-180000405.html CFM Passes on Supersonic Engine Project Boom Technology’s plan to introduce an ultra-high-speed commercial jet by 2029 are complicated by the lack of participation from aircraft engine developers. CFM International will not be the engine supplier to Boom Technology Inc. in that company’s development of an ultra-high-speed aircraft – a “supersonic jet” that reportedly will travel at up to Mach 1.7 (1,307 mph / 1,800 km/h.) CFM chief executive Gael Meheust, while speaking to an aerospace industry conference, said efforts to develop an engine to power a super-high-speed aircraft would distract the business from its other goals. CFM, like other jet-engine OEMs, is developing a range of new engine technologies to reduce carbon emissions and noise emissions. New engine development is an expensive and prolonged process, requiring not only resources and skills but the facilities for prototyping and testing different component parts and systems. Boom Technology was founded in 2014 to introduce supersonic business or private aircraft. While its plans have evolved, it now has orders for 130 of its planned Overture supersonic commercial jets, including orders from American Airlines, Japan Airlines, and United Airlines. Initially a two-engine design, the Overture is now projected as a four-engine jet to carry 65 to 80 passengers at speeds that would slash flight times on major long-distance routes. Scheduled for introduction in 2029, the Overture jet will have a range of 4,250 nautical miles (or 4,888 miles), traveling at twice the speed of today’s fastest commercial aircraft. Boom has stated that Overture is being designed to fly more than 600 routes around the world in as little as half the current time, for example, London-to-Miami in less than five hours, and Los Angeles-to-Honolulu in three hours. The switch to a four-engine design, revealed at this year’s Farnborough Air Show, is thought to make it possible to achieve supersonic speed with some current engine technology – shortening the development time for a potential engine supplier. However, the planned aircraft has no engine supplier, yet. Because CFM is a 50-50 joint-venture GE Aviation and Safran Aircraft Engines, its lack of interest in the supersonic project probably also cancels Boom’s prospects of working with either of those two manufacturers. Two years ago Boom linked up with Rolls-Royce to study engine technologies suitable for the Overture, but that cooperation has ended. In a September statement, Rolls explained: "After careful consideration, Rolls-Royce has determined that the commercial aviation supersonic market is not currently a priority for us and, therefore, will not pursue further work on the program at this time. It has been a pleasure to work with the Boom team and we wish them every success in the future." Reportedly, engine manufacturers Honeywell and Pratt & Whitney also have shown no interest in joining the Boom project. https://www.americanmachinist.com/news/article/21253247/engine-developers-pass-on-supersonic-jet-project-cfm-international The titanium supply chain crisis: how it began and what it means for aerospace The Aerospace industry is currently facing a titanium supply shortage after international sanctions were placed on Russia following its invasion of Ukraine. But what does this mean for the aerospace industry? AeroTime takes a closer look at the facts surrounding the crisis. Back in February and March 2022 much debate surrounded just how far the European Union would go when it came to imposing sanctions on Russia. One reason for this, as well as being the main point of criticism expressed by those who opposed the sanctions, was the damage that could be caused to the European economy as a result. Multiple warnings were issued by industry experts, who called for the sanctions to be well thought-out and prepared because anything less could lead to significant economic damage in the long run. These warnings were often at the forefront of discussion related to subsequent sanctions rolled out by the European Union in the months that followed. This argument was reiterated by Airbus, Europe’s – and the world’s – largest aerospace manufacturer, with the company expressing concerns about sanctions placed on one Russian company in particular - VSMPO-AVISMA, Russia’s state-run producer of titanium. In April 2022 Airbus CEO Guillaume Faury said sanctioning the company would damage European aerospace, “while barely hurting Russia’s economy”. Faury repeated the same argument in June amid a new sanctions package imposed on other Russian goods. It was reportedly this argument that led VSMPO-AVISMA to be removed from the sanctions list, allowing the flow of Russian titanium to continue into Europe. EU reportedly decides not to sanction Russia’s VSMPO-AVISMA, Airbus’ main supplier of titanium. But how have Western companies become so reliant on Russian titanium? Slipping into dependency While the exact figure has not been made public, multiple reports suggest that up to 65% of the titanium used by Airbus currently comes from Russia. VSMPO-AVISMA is a subsidiary of Rostec, a state-owned conglomerate that also owns most of Russia’s defense companies, and is almost solely responsible for the entirety of Russian titanium. Considering current events such an arrangement seems objectionable. However, this hasn't always been the case. The company dates back to the Soviet era and was the main supplier of titanium to the Soviet army. In the mid-1990s, as Russian military and aerospace manufacturing suffered a decline, it turned to Western buyers. By the mid-2000s, VSMPO-AVISMA become closely intertwined with the western aviation industry. In 2006 Boeing selected VSMPO-AVISMA as its main titanium supplier and, in 2009, the companies created a joint venture – Ural Boeing Manufacturing. This paved the way for the “Titanium Valley”, an economic zone located in the Ural Mountains that was envisioned as the global capital for titanium manufacturing. Between 2000 and 2010, Russia’s titanium exports tripled while production companies in the US struggled to keep up with cheap titanium imported from abroad. In 2021 this process reached its peak and the last titanium production facility in North America closed following years of struggle. During the same period, the EU, which does not include any titanium-producing countries, doubled imports of the metal, a trend that followed the rise of consumption. Shifts in geopolitics In 2014 VSMPO-AVISMA provided 40% of Boeing’s, 60% of Airbus’ and 100% of Embraer’s titanium. The Crimean crisis did little to change this. While pledges to decrease Western dependency on Russian supply were made, actual progress was slow. It was not until the beginning of Russia’s full-scale invasion of Ukraine that the situation was altered. Boeing announced that it would no longer import Russian titanium almost immediately, stating that it is able to procure enough of the metal elsewhere. Boeing suspends titanium purchases from major Russian supplier, while Airbus reportedly continues to buy from the nation. Meanwhile, Airbus did not decrease its imports from Russia. However, according to a statement made by Faury in September 2022, the company is still looking for ways to find other suppliers and gather reserves in case further sanctions are implemented. There are numerous indications that, like Boeing, the company is earnestly trying to move away from Russian supply. However, doing so is difficult and creates further problems. While Russia is only the third largest titanium producer in the world, positioned far behind China and Japan by the amount of material produced, when it comes to aerospace-grade titanium, it was the largest supplier, producing half of world’s titanium used in aerospace before 2022. Through long-lasting partnerships with Airbus and Boeing, VSMPO-AVISMA became an integral part of the global aerospace market, and it comes as no surprise that it is proving difficult for companies to move to other suppliers. But attempts are being made to mitigate this problem. One solution would be to purchase titanium from China, which usurped Russia’s place as world’s largest producer of titanium decades ago. However, this is still problematic because, although China’s titanium production is increasing day by day, it would simply be shifting the West’s titanium dependency to another country. Another solution would be to restart domestic manufacturing. In the US and Canada, for example, companies are attempting to do exactly that, while others, such as Tennessee-based IperionX and Quebec-based Rio Tinto, have already begun. Europe, where sources of titanium are scarce, is in a far more precarious position, and more creative solutions will be needed to address the issue. https://www.aerotime.aero/articles/32464-titanium-supply-crisis-what-does-this-mean-for-aerospace The FAA published Advisory Circular 91-57C and Advisory Circular 89-3 today - MODEL AIRCRAFT. We are reviewing both of the recently released Advisory Circulars and will share our initial interpretation during a live roundtable discussion on October 25, 2022, at 12:00 p.m. EDT, with AMA Executive Director Chad Budreau and AMA Senior Director of Government Affairs Tyler Dobbs. There is no need to register; simply join us online. Additionally, the FAA-Recognized Identification Area (FRIA) application process has been opened; however, it is not yet functional for recreational users. AMA will apply on behalf of our clubs once the FAA begins accepting these applications. Finally, AMA is happy to announce that we have submitted our application to the FAA for Community-Based Organization (CBO) recognition as outlined in the newly released Advisory Circular 91-57C. AMA was the first organization to submit a CBO-recognition application. After the application has been fully reviewed, we will update our members on AMA’s CBO status. In the upcoming days, AMA will publish frequently asked questions for you to review at modelaircraft.org/amainaction. Thank you, AMA Government Affairs Team https://tinyurl.com/mr2j7my6 International Space Station dodges debris from Russian anti-satellite test A cargo ship attached to the station performed a five-minute engine burn on Monday night (Oct. 24) to get the ISS out of harm's way. The International Space Station (ISS) just took evasive action to dodge a fragment of a satellite destroyed in a November 2021 Russian anti-satellite test. On Monday (Oct. 24) at 8:25 p.m. EDT (0025 GMT on Oct. 25), the ISS team fired the thrusters on Progress 81, a Russian cargo ship attached to the station, for a total of five minutes and five seconds to avoid the debris fragment, according to a NASA statement(opens in new tab). This "Pre-Determined Debris Avoidance Maneuver" (PDAM) was performed in order to "provide the complex an extra measure of distance away from the predicted track" of the debris fragment, agency officials said. The maneuver raised the ISS's altitude by 0.2 miles (0.32 kilometers) at apogee (its farthest point from Earth) and 0.8 miles (1.3 km) at perigee (its closest point to Earth), according to NASA. The thruster firing did not affect normal space station operations. The debris fragment that prompted the avoidance maneuver was created by a Russian test of a direct ascent anti-satellite (ASAT) missile conducted on Nov. 15, 2021. The missile, launched from the ground, destroyed a defunct Soviet satellite known as Cosmos 1408 that had been out of commission since the 1980s. "There's really no reason they should have used such a big target," astrophysicist and satellite tracker Jonathan McDowell, of the Harvard-Smithsonian Center for Astrophysics in Cambridge, Massachusetts, told Space.com at the time. "They could have used a smaller target and generated less debris." The test has since drawn widespread condemnation from space agencies and space policy experts worldwide and prompted astronauts aboard the ISS to take shelter. This is not the first time the International Space Station has had to avoid debris left over from the Russian ASAT test. In June 2022, the space station made a similar maneuver to avoid a fragment of Cosmos 1408. In the wake of the Russian ASAT test conducted on Cosmos 1408, several nations have made commitments not to perform destructive ASAT tests to help prevent the proliferation of space debris in orbit. These include the Republic of Korea, Germany, Japan, Canada, New Zealand, the United States and the United Kingdom. https://www.space.com/international-space-station-dodges-russian-space-debris Job Title: Manager, Voluntary Safety Reporting Program (NJUS) Purpose of Position The Manager, Voluntary Safety Reporting Program position assists the Director, Aviation Safety in the execution of the comprehensive NetJets Safety Program. This includes the responsibility for management and operation of the Pilot, Flight Attendant, and Dispatch Aviation Safety Action Programs (ASAP) and related safety department functions. Tasks and Responsibilities · Evaluate, analyze and process safety reports submitted to any of the NJA administered Aviation Safety Action Programs (ASAP) including but not limited to: · Investigating the issues raised in each safety report. · Make recommendations to management regarding changes to policy, procedures and practices to enhance safety. · Collection and analysis of policy, maintenance records, and fatigue assessments to determine if safety enhancements are available or warranted. · Provide opinion and interpretation of collected materials to the ASAP ERC. · Act and speak on behalf of NJA as the ASAP Event Review Committee (ERC) representative on a rotating basis. · Administer corrective actions in response to ASAP ERC findings. · Plan for and manage all voluntary safety reporting program requirements for the Pilot, Flight Attendant, and Dispatch groups in line with FAA and Collective Bargaining Agreement (CBA) requirements. · Participate or lead investigations of the facts related to reports submitted through ASAP. · Research and analyze trend data in the NetJets Safety Program and other industry data. · Track ASAP related safety recommendations and corrective actions to ensure that follow-up actions have been taken that are effective. Determine if the actions have been effective and if not, make recommendations for additional changes or corrective action. · Manage the production of ASAP communications. · Acts as an information conduit to bring safety of flight issues to the attention of management and to deliver safety information to NJA employees. · Note: It is not possible to list all required job duties on this form. There may be other important duties assigned, depending on the position. For a full list of essential job functions, please refer to the essential functions worksheet for that position. Education Bachelor's in Aviation Management or Business Management Certifications and Licenses Years of Experience 2-4 years of experience Core Competencies Adaptability Collaboration Curiosity Service-Oriented Strives For Positive Results Knowledge, Skills, Abilities and Other (KSAOs) · FAA Commercial Instrument or Dispatcher license preferred · Must be able to work independently and use independent discretion and judgment. · Exposure to responding to irregular events as well as identifying, evaluating and writing risk assessments for said events. · Experience with safety analysis, trending and risk assessment. · Experience or training in Aviation Safety Action Program (ASAP). · Ability to use sound judgment in analyzing reports, assessing risks and making recommendations. · Must possess a demonstrated high degree of personal and professional integrity with the ability to maintain confidentiality. · Detail oriented characteristics with an ability to prioritize multiple objectives in a dynamic environment with constantly shifting priorities. · Strong verbal and written communication with the ability to write effective reports, business correspondence and procedure manuals. · Technical computer expertise and proficient knowledge in commercial off-the-shelf applications, such as Microsoft Office (Word, Excel, and PowerPoint). · Must be effective working both individually as well as in a team environment with the ability to interact in a tactful manner. · Able to read and interpret general business periodicals, professional journals, technical procedures and governmental regulations with a detailed knowledge of applicable Federal Aviation Regulations. · Demonstrated ability to interact with people at varying levels of authority. Demonstrated public speaking and presentation skills with the ability to effectively present on both the individual level and to large audiences, including NJA employees, industry professionals and federal agencies. https://careers.netjets.com/job/Columbus-Manager%2C-Voluntary-Safety-Reporting-Program-%28NJUS%29-OH-43219/946328600/ Mallory Sweigart- Recruiter, Senior- Tel: 614-849-7376 - msweigart@netjets.com APPLY HERE Job Title: FOQA Specialist (NJUS) Purpose of Position The FOQA Specialist processes day-to-day Flight Operational Quality Assurance (FOQA) data using the Ground Data Replay Analysis System (GDRAS) and performs routine data analysis. The FOQA Specialist creates weekly and monthly deliverables in addition to working with Gatekeepers and other members of Safety and FOQA Management Team (FMT). Tasks and Responsibilities · Supports the FOQA Program Manager with daily administration of the FOQA efforts to ensure analysis of flight data for improved flight safety including validation of FOQA events, identification of events for Gatekeeper contacts and identification of events for Maintenance reporting. · Performs data analysis, root cause analysis and determines corrective actions of digital flight data to determine adverse events, trends in flight and maintenance operations. Coordinates and validates aircraft specific event definitions. Maintains and identifies new FOQA events, and manages documentation supporting these functions. · Prepares flight operations trending analysis charts and reports. Compiles and presents FOQA data summaries to enhance training, maintenance, flight operations. Performs specialized studies and fulfills special data requests. Assists in the creation of safety and FOQA department publications. Prepares reports, presentations, and statistical data required to identify trends for safety enhancement. · Oversees data collection process of aircraft fleet in conjunction with Maintenance. Education Bachelor's in Aviation or Engineering Certifications and Licenses Years of Experience 0-2 years of experience Core Competencies Adaptability Collaboration Curiosity Service-Oriented Strives for Positive Results Knowledge, Skills, Abilities and Other (KSAOs) · Basic computer programming and statistical methods experience · Strong work ethic, ability to work in a fast-paced environment and a positive attitude toward teamwork · Previous experience maintaining and enhancing corporate safety standards and safe operation practices · Extensive working knowledge of Microsoft Office Programs, including spreadsheet and database applications · Travel up to 10% of the time, including overnight stays · FAA Commercial Pilot License or higher preferred · Prior experience with Austin Digital or equivalent GDRAS platforms preferred · Knowledge of aircraft flight data recorders preferred · Previous work experience, preferably in 14 CFR Part 121 or 135 air carrier operations; quality control, maintenance, operations, safety or a combination of these areas. https://careers.netjets.com/job/Columbus-FOQA-Specialist-%28NJUS%29-OH-43219/891750500/ Mallory Sweigart- Recruiter, Senior- Tel: 614-849-7376 - msweigart@netjets.com 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