Flight Safety Information - November 14, 2022 No. 220 In This Issue : Boeing B-17G Flying Fortress - Fatal Mid-Air Collision (Texas) : Bell P-63F-1-BE Kingcobra - Fatal Mid-Air Collision (Texas) : Old aircraft in Dallas air collision lacked black boxes, so cause may be elusive : Investigation underway over midair crash at Dallas air show : Incident: British Airways A320 at Tenerife on Nov 10th 2022, smell of smoke in cabin : Incident: Allegiant A320 at Knoxville on Nov 11th 2022, navigation problems : Incident: Delta B752 near Birmingham on Nov 10th 2022, pressurization issue : Incident: United B739 at Las Vegas on Nov 7th 2022, gear configuration warning : Old aircraft in Dallas air collision lacked black boxes, so cause may be elusive : How airlines plan to create a new generation of pilots amid fears of decade-long cockpit crisis : TSA to conduct additional training after passenger is allowed on a flight with two boxcutters, agency says : Frontier Airlines flight diverted after unruly passenger discovered with a box cutter : Unruly passenger removed, flight attendant taken to hospital after incident on Chicago-bound flight : American Airlines Tells Crews To Police Self-Upgraders : NetJets Nears 1,000-aircraft Fleet : With Over 2000 Pilots Killed, China Is Struggling With Its Aviators Despite Three Aircraft Carriers & An Enormous Air Force : American Airlines' Pilots Union Could Merge With ALPA : The Oldest Jets In The American Airlines Fleet : Australia’s $1.4b private jet backlog : Falling Flat: The A330-800 Is Still Airbus' Poorest Selling Jet : Position Available: Manager, Dangerous Goods and Environmental Compliance : Call for Papers – ISASI 2023 : GRADUATE RESEARCH STUDY : Research Study: Professional Pilot Occupational Risk(s) Survey Boeing B-17G Flying Fortress - Fatal Mid-Air Collision (Texas) Date: 12-NOV-2022 Time: 13:21 LT Type: Boeing B-17G Flying Fortress Owner/operator: American Airpower Heritage Flying Museum Registration: N7227C MSN: 32513 Fatalities: Fatalities: 5 / Occupants: 5 Other fatalities: 1 Aircraft damage: Written off (damaged beyond repair) Category: Accident Location: Dallas Executive Airport (RBD/KRBD), TX - United States of America Phase: Manoeuvring (airshow, firefighting, ag.ops.) Nature: Demo/Airshow/Display Departure airport: Dallas Executive Airport, TX (RBD/KRBD) Destination airport: Dallas Executive Airport, TX (RBD/KRBD) Investigating agency: NTSB Confidence Rating: Information is only available from news, social media or unofficial sources Narrative: A Boeing B-17G Flying Fortress (N7227C) and a Bell P-63F Kingcobra (N6763) crashed following a mid-air collision during a fly-by at the Wings Over Dallas Airshow at Dallas Executive Airport, Texas, USA (RBD). The formation of three bomber aircraft (B-17, B-24, B-25) and three fighter aircraft (2x P-51, P62) had departed RBD and were approaching runway 31 for a fly-by. At that time the P-63F Kingcobra crossed the B-17 from behind and impacted the aircraft just aft of the wings, shearing off the rear fuselage and tail section. Both aircraft broke up and crashed on airport terrain. The occupants of both aircraft. five on the B-17 and the pilot of the P-63, died and both aircraft were destroyed. 1944...Constructed as a B-17G-95-DL by Douglas at Long Beach, California, USA. 12 July 1945 Taken on Strength/Charge with the United States Army Air Force with s/n 44-83872. 16 July 1945 Taken on Strength/Charge with the United States Navy with BuNo 77235 as a PB-1. Transferred from USAAF to USN Naval Aircraft Modification Unit at Johnsville, PA. Converted to a PB-1W. Last Military Serial: 77235 USN VIDEO https://aviation-safety.net/wikibase/301048 Bell P-63F-1-BE Kingcobra - Fatal Mid-Air Collision (Texas) Date: 12-NOV-2022 Time: 13:21 LT Type: Bell P-63F-1-BE Kingcobra Owner/operator: American Airpower Heritage Flying Museum Registration: N6763 MSN: 296E1-1R Fatalities: Fatalities: 1 / Occupants: 1 Other fatalities: 5 Aircraft damage: Written off (damaged beyond repair) Category: Accident Location: Dallas Executive Airport, TX (RBD/KRBD) - United States of America Phase: Manoeuvring (airshow, firefighting, ag.ops.) Nature: Demo/Airshow/Display Departure airport: Dallas Executive Airport, TX (RBD/KRBD) Destination airport: Dallas Executive Airport, TX (RBD/KRBD) Investigating agency: NTSB Confidence Rating: Information is only available from news, social media or unofficial sources Narrative: A Boeing B-17G Flying Fortress (N7227C) and a Bell P-63F Kingcobra (N6763) crashed following a mid-air collision during a fly-by at the Wings Over Dallas Airshow at Dallas Executive Airport, Texas, USA (RBD). The formation of three bomber aircraft (B-17, B-24, B-25) and three fighter aircraft (2x P-51, P62) had departed RBD and were approaching runway 31 for a fly-by. At that time the P-63F Kingcobra crossed the B-17 from behind and impacted the aircraft just aft of the wings, shearing off the rear fuselage and tail section. Both aircraft broke up and crashed on airport terrain. The occupants of both aircraft. five on the B-17 and the pilot of the P-63, died and both aircraft were destroyed. VIDEO https://aviation-safety.net/wikibase/301050 Old aircraft in Dallas air collision lacked black boxes, so cause may be elusive Photos and videos from the public will be "very critical, since we don’t have any flight data recorders," a top federal transportation official said. The vintage aircraft in Saturday's deadly collision at a Dallas air show, as expected, lacked flight data recorders, making social media crucial to the investigation, a federal official indicated Sunday. "Neither aircraft was equipped with a flight data recorder or a cockpit data recorder," National Transportation Safety Board member Michael Graham said at a news conference Sunday. Photos and videos of the collision at the Wings Over Dallas Airshow, which killed all six people on board the aircraft, could be “very critical, since we don't have any flight data recorders," he said. While flight data recorders and other data devices, including cockpit recorders, are required for commercial airliners, they're optional for most other air operations, including commuter, charter and tour flights, as well as most vintage aircraft, in which digital devices would often have to be adapted for mechanical flight control systems. NTSB: 2 planes in deadly Dallas crash not equipped with black boxes The design of the Boeing B–17G Flying Fortress in Saturday's collision is nearly 90 years old. The other, a Bell P-63 Kingcobra, was a design Russia used during World War II. The NTSB has been calling for wider mandates for flight data technology for decades, as it has evolved to become more powerful and less expensive. "The NTSB believes other types of passenger-carrying commercial aircraft, such as charter planes and air tours, should be equipped with data, audio, and video recording devices," the agency said in a text updated Oct. 28. The board noted, "The Federal Aviation Administration (FAA) has not mandated that aircraft operators install [the technology], citing privacy, security, cost, and other concerns." Still, even under the NTSB's wish list for improved crash data, such vintage aircraft weren't singled out. The NTSB says flight data technology, including cockpit voice recorders, or CVRs, can help investigators reconstruct the events leading to an accident and find a cause and help pilots and manufacturers avoid deadly mistakes. The contemporary flight data recorder monitors at least 88 important parameters, including altitude, airspeed and aircraft attitude, data that typically allows the NTSB to build a computer-animated video reconstruction of the flight, according to the agency. A cockpit voice recorder "records the flight crew’s voices, as well as other sounds inside the cockpit," the NTSB website says. Graham said it's common for the agency to investigate collisions involving aircraft without black boxes. "Unfortunately, many of the general aviation accidents that we see out there, there is no flight data recorder or CVR, and many times there is no video, so it's very difficult for us to determine the probable cause," he said. "There are times we cannot determine the probable cause to an accident," he added. Graham asked the public to send photos or videos they captured of the crash to witness@ntsb.gov. A preliminary report is expected in four to six weeks, he said. The full investigation will last 12 to 18 months before the final report is released, he said. The investigation will focus on airworthiness, operations, air traffic control and air performance, Graham said. NTSB officials are analyzing radar and video to pinpoint where the collision occurred; beginning interviews, the content of which will not be released; and obtaining audio recordings from air traffic control, Graham said. Officials also plan to obtain pilot training and aircraft maintenance records from Commemorative Air Force, the organization behind the show. And they will examine the airframes, or the planes' structures, and their engines after having moved them to a secure location, he said. Graham said it's too early to determine whether the crash was caused by a mechanical error or pilot error. "We'll look at everything we can, and we'll let the evidence lead us to the appropriate conclusion," he said. Wings Over Dallas Airshow organizers and Clay Jenkins, the judge, or CEO, of Dallas County, confirmed that six people died in the collision; five were on the B-17G, and the other was aboard the P-63. The show, in its seventh year, showcases World War II flying prowess and technology, organizers said. The planes belong to the host organization, the Commemorative Air Force, which maintained a fleet of 180 aircraft before the crash. The nonprofit organization's CEO, Hank Coates, said at a news conference Saturday that its aircraft are meticulously maintained and that pilots, often experienced former military and commercial carrier flyers, are strenuously vetted. https://www.nbcnews.com/news/us-news/lack-black-boxes-dallas-airshow-crash-may-hinder-investigation-rcna56979 Investigation underway over midair crash at Dallas air show DALLAS (AP) — National transportation officials are in Dallas on Sunday investigating the cause of the midair crash of two historic military planes during an air show that left six people dead. A World War II-era bomber and a fighter plane collided and crashed to the ground in a ball of flames on Saturday, leaving crumpled wreckage in a grassy area inside the Dallas Executive Airport perimeter, about 10 miles (16 kilometers) from the city’s downtown. The crash came three years after the crash of a bomber in Connecticut that killed seven, and amid ongoing concern about the safety of air shows involving older warplanes. The company that owned the planes flying in the Wings Over Dallas show has had other crashes in its more than 60-year history. The crash claimed six lives, Dallas County Judge Clay Jenkins tweeted Sunday, citing the county medical examiner. Authorities are continuing to work to identify the victims, he said. Dallas Fire-Rescue told The Dallas Morning News there were no reports of injuries on the ground. Armin Mizani, the mayor of Keller, Texas, said Terry Barker, a retired pilot for American Airlines, was in the B-17 bomber that crashed. Mizani is the mayor of the town where Barker lived and said he learned of Baker’s death from his family. Mizani said Barker’s death has been difficult for his town of 50,000, where many of its residents know each other. “It’s definitely a big loss in our community," he said. "We’re grieving.” Barker was an Army veteran who flew helicopters during his military service. He later worked for American Airlines for 36 years before retiring in 2020, Mizani said. The National Transportation Safety Board took control of the crash scene, with local police and fire providing support, Dallas Mayor Eric Johnson said. The Federal Aviation Administration also was going to investigate, officials said. The planes collided and crashed about 1:20 p.m., the FAA said in a statement. Officials did not specify how many people were inside each plane, but Hank Coates, president of Commemorative Air Force, the company that owns the planes and put on the air show, said one of the aircraft, a B-17 Flying Fortress bomber, typically has a crew of four to five people. The other, a P-63 Kingcobra fighter plane, has a single pilot. The aircraft are flown by highly trained volunteers, often retired pilots, he said. John Cudahy is president of the International Council of Air Shows, a trade group that sets the standards air shows follow and oversees the training of pilots and air bosses. Cudahy said that typically at air shows there is a Friday rehearsal where the pilots fly through the entire show to practice, so the Saturday show is actually the second time the pilots have flown the show. There are also detailed briefings each day to go over the plan for the air show and cover exactly where each pilot will be and their roles in the show. “It’s still to early to figure out what happened yesterday. I’ve watched the tape several times and I can’t figure it out and I’ve been doing this for 25 years,” Cudahy said. Several videos posted on social media showed the fighter plane flying into the bomber, causing them to quickly crash to the ground and setting off a large ball of fire and smoke. Air shows must obtain special waivers from the FAA and all of the pilots have to demonstrate their skills in low flying and other maneuvers used in air shows, said John Cox, a former airline captain with more than 50 years’ experience. Cox is also founder of Safety Operating Systems, a company that helps smaller airlines and corporate flight services from around the world with safety planning. Each air show is overseen by an “air boss" who serves as the flight controller for the event, Cox said. “If there’s any adjustments that have to be made, it’s the air boss that makes those calls and the pilots comply with that,” he said. In addition, any pilot with a mechanical problem would announce it to the air boss, he said. Air shows typically rely on extremely detailed plans, including contingencies for emergencies, Cox said. For example, any pilot who ran into trouble could break out of formation and go to a designated area free of other planes that is identified by a landmark of some kind. The B-17, a cornerstone of U.S. air power during World War II, is an immense four-engine bomber used in daylight raids against Germany. The Kingcobra, a U.S. fighter plane, was used mostly by Soviet forces during the war. Most B-17s were scrapped at the end of World War II and only a handful remain today, largely featured at museums and air shows, according to Boeing. The Commemorative Air Force has had previous crashes during its more than 60-year history, including a deadly 1995 crash near Odessa, Texas, involving a B-26 bomber that killed five crew members, according to an NTSB report. The plane crashed while practicing for an air show. The NTSB determined that the probable cause was the failure of the pilot to maintain minimum airspeed for flight. In 2001, two separate West Texas crashes involving planes owned by the group — one in April and one in May — killed three people. In June 2005, two people were killed when a single-engine plane owned by the group crashed in Williamson, Georgia. The Commemorative Air Force, previously called the Confederate Air Force until members changed its name in 2001 to avoid any association with the Civil War, had been headquartered in Midland, Texas, but relocated to Dallas in 2014. Wings Over Dallas bills itself as “America’s Premier World War II Airshow,” according to a website advertising the event. The show was scheduled for Nov. 11-13, Veterans Day weekend, and guests were to see more than 40 World War II-era aircraft. Its Saturday afternoon schedule of flying demonstrations included the “bomber parade” and “fighter escorts” that featured the B-17 and P-63. https://spectrumlocalnews.com/tx/austin/news/2022/11/12/federal-aviation-administration-says-two-aircraft-have-collided-at-air-show-in-dallas--condition-of-pilots-unknown Incident: British Airways A320 at Tenerife on Nov 10th 2022, smell of smoke in cabin A British Airways Airbus A320-200, registration G-MIDT performing flight BA-2703 from Tenerife South,CI (Spain) to London Gatwick,EN (UK), was climbing out of Tenerife when the crew stopped the climb at FL280 and decided to return to Tenerife South for a safe landing on runway 07 about 50 minutes after departure. A passenger reported there had been the smell of smoke in the cabin. The flight was cancelled, the passengers were rebooked onto the flight the following day. The occurrence aircraft is still on the ground in Tenerife about 50 hours after landing back. https://avherald.com/h?article=500f3370&opt=0 Incident: Allegiant A320 at Knoxville on Nov 11th 2022, navigation problems An Allegiant Airbus A320-200, registration N208NV performing flight G4-964 from Punta Gorda,FL to Knoxville,TN (USA), was on final RNAV approach to Knoxville's runway 05R when the crew initiated a missed approach descending through about 3000 feet. The crew subsequently requested the RNAV approach to runway 05L (ILS was in operation) but upon intercepting the final approach course again initiated a missed approach, climbed to 5000 feet and entered a hold before decided to divert to Nashville,TN (USA). Knoxville ATC declared emergency for the flight reporting mechanical problems with the GPS system explaining to the crew so that the collegues further down would know what the issue was. The aircraft climbed to 12000 feet and landed safely on Nashville's runway 02R about 40 minutes after the second missed approach. A replacement Airbus A320-200 registration N286NV reached Knoxville with a delay of about 8 hours. The occurrence aircraft is still on the ground in Nashville about 21 hours after landing. Occurrence aircraft is still on the ground in Nashville about 21 hours after landing. https://avherald.com/h?article=500f21d9&opt=0 Incident: Delta B752 near Birmingham on Nov 10th 2022, pressurization issue A Delta Airlines Boeing 757-200, registration N67171 performing flight DL-1056 from Atlanta,GA to Santa Ana,CA (USA), was climbing through FL320 out of Atlanta when the crew reported a pressurization issue and descended the aircraft. The aircraft diverted to Birmingham,AL (USA) for a safe landing on runway 06, the aircraft vacated the runway and stopped on the adjacent taxiway to have emergency services inspect the aircraft. The crew reconfirmed they had had a pressurization issue and landed overweight and requested emergency services to check the aircraft for any leaks or damage as well as for the brakes, they didn't know what caused the pressurization problem and landed overweight. A replacement Boeing 757-200 registration N667DN reached Santa Ana with a delay of about 4.5 hours. https://avherald.com/h?article=500e77ef&opt=0 Incident: United B739 at Las Vegas on Nov 7th 2022, gear configuration warning A United Boeing 737-900, registration N30401 performing flight UA-1389 from Las Vegas,NV to Houston Intercontinental,TX (USA), was climbing out of Las Vegas' runway 26R when the crew stopped the climb at 10,000 feet reporting they had a gear configuration warning, a horn was sounding every second clearly audible on the frequency. The aircraft returned to Las Vegas for a safe landing on runway 26R about 55 minutes after departure. A replacement Boeing 737-900 registration N75410 reached Houston with a delay of about 7.5 hours. The occurrence aircraft returned to service after about 8 hours on the ground in Las Vegas. https://avherald.com/h?article=500e73d5&opt=0 How airlines plan to create a new generation of pilots amid fears of decade-long cockpit crisis • An acute pilot shortage for major airlines including United, Delta, American and Southwest is forcing the industry to rethink how it trains pilots and recruits the next generation of aviation labor in the cockpit. • United now has its own flight school while its competitors and regional airlines have linked up with independent flight schools and branded their own programs. • Airlines have hired more pilots this year than in any year since 1990, and amid rocky negotiations between management and pilot unions, but it’s not keeping up with demand, especially after all of the Covid early retirements, and the need for more pilots is expected to grow in the years ahead to as many as 18,000 new hires annually. Even before the coronavirus pandemic grounded U.S. airlines in March 2020, a shortage of qualified pilots was looming. Today, even though air travel has come back much stronger and earlier than expected — and major carriers are returning to profitability — the struggle to maintain enough cockpit crews has developed into an acute problem that many travelers are experiencing in the form of canceled flights. To help fix it, carriers are aggressively competing for the available pilots. Focusing more long-term, though, airlines are boosting training programs to unprecedented levels and trying to attract a younger and more diverse next generation of aviators. Last December, United Airlines opened its Aviate Academy in Goodyear, Arizona, the first major airline-owned flight school in the U.S. Other majors, including American Airlines , Delta Air Lines , Southwest , Hawaiian , JetBlue and Frontier , have set up branded training programs affiliated with dozens of independent flight schools across the country. That formula has been adopted by regional airlines, too, such as Mesa Air Group , Republic, Envoy, Cape Air and SkyWest .The pilot pipeline continues to rely on the military, if lately to a lesser degree, and universities that offer aviation programs. According to the Bureau of Labor Statistics, there were 135,300 airline and commercial pilots employed in 2021, a number expected to grow by 6% over the next decade, translating to more than 18,000 new hires annually. As of early July, airlines had hired more than 5,500 pilots this year, already more than in any full year since at least 1990, according to Future & Active Pilot Advisors, a career consulting firm for pilots. Baby boomers, drones and cost hit pilot profession Pre-Covid, the supply of pilots was meeting the flying public’s demand, yet storm clouds were gathering along several fronts. The baby boomer cohort of pilots was nearing the federally mandated retirement age of 65. The rapid growth of the airline industry globally was luring U.S. pilots with better pay and perks. The traditional pathway of military pilots transitioning to civilian carriers was slowing, due to fewer deployments and the rise of autonomous drones. Meanwhile, the escalating cost (around $100,000) and time required (minimum 1,500 hours) to obtain an airline transport pilot (ATP) certificate was deterring people from entering the profession. Then the pandemic hit. Air travel demand fell by more than 90%, leading airlines to inadvertently exacerbate the pilot shortage. To offset nose-diving revenue and reduce payrolls, they sweetened retirement deals for thousands of senior pilots. Others were furloughed or just left the profession. “Then, when air travel bounced back faster than people had planned, and airlines started raising capacity into the marketplace, the airlines struggled to get enough pilots to meet the demand,” said Jonathan Kletzel, airline and travel practice leader at PwC. “That’s why we are where we are.” Why the U.S. is running out of pilots Where the airlines are, with regard to pilots, is uncharted territory. According to an analysis issued in August by Oliver Wyman, a New York-based management consulting firm, the industry in North America faces a shortfall of 8,000 pilots this year, or about 11% of the total workforce. That gap is estimated to grow to more than 29,000 by the end of the decade. In late October, the firm lowered its shortage forecast a bit, “a product of the fact that regional airlines have dramatically decreased their 50-seat flying” by 50% relative to pre-Covid capacity, with more modest decreases across the sector in general, said Geoff Murray, an aviation expert at Oliver Wyman and co-author of its August report. The regionals have always been an entry point for the mainline airlines’ pilots, providing them the requisite number of hours of flight time needed before advancing. But as those regional carriers decline, the pilot pipeline suffers, too, as do airline customers. “The pilot shortage has abated to some extent,” Murray said, “but at the expense of lower frequencies and fewer connection opportunities for travelers.” Indeed, vexing flight delays and cancellations this past summer were often blamed on a scarcity of pilots and other aviation staff. A big reason why the regionals are suffering is that mainline carriers are poaching their pilots, especially captains who can slide directly into the co-pilot seat of the cockpit and can eventually transition to the left-seat (i.e., captains) when they have the experience and seniority. “We’ve rarely seen instances where a [major] airline will hire pilots from one of its non-affiliated regionals, and now that’s becoming mainstream,” Murray said. “It was more ruthless at the beginning of the year, but with the lower levels of regional flying now, it’s become a little more civil.” Regional economies and small cities suffer While airlines like United have long-term plans to increase service in smaller cities across the U.S. through advances in low-cost electric planes, a current consequence of the pilot shortage is that many small and medium-size communities serviced by the regionals are seeing their economies falter, said Helane Becker, an aviation industry analyst at Cowen. The regionals were flying 50-passenger jets into those areas, and now that their pilots are being lured away, they’ve had to cancel service. “That has huge implications for economic growth in those smaller communities,” Becker said. “In my view,” she said, speaking more generally, “in order to have a robust economy, you need a robust aviation industry.” Although airline executives and industry observers concur that a pilot shortage exists, the Airline Pilots Association (ALPA), a McLean, Virginia-based union representing the majority of commercial aviators, maintains quite the opposite. ALPA has released a report, partly entitled “Debunking the Pilot Shortage Myth,” citing federal data to convey that the U.S. “has produced more than enough certificated pilots to meet airline hiring demands and compensate for retirements.” The report goes on to state, “So, although we don’t have a pilot shortage, we do have a shortage of airline executives willing to stand by their business decisions to cut air service and be upfront about their intentions to skirt safety rules and hire inexperienced workers for less pay.” ALPA declined CNBC’s requests for an interview or comments on the matter and instead provided links to the report and a press release containing updated data. The Allied Pilots Association (APA), the union that represents only American Airlines pilots, is less vociferous regarding what APA spokesperson Captain Dennis Tajer referred to as a “forensic debate” over the shortage. “The numbers say there are enough licensed pilots,” he said, echoing ALPA. Tajer conceded, however, that “there are pilots with ATPs who choose not to fly” for the airlines, a common rebuttal to ALPA’s position. Both unions are in contract negotiations with the mainline airlines to not just substantially increase pilot’s pay but also offer a wider array of quality-of-life benefits, especially more flexible schedules that allow them to be home at night. “Also, new to [mainline] industry, is overtime flying,” said Tajer. Younger pilots have been raised on flying for the regionals, “and they are interested in continuing to do that and raise their families. Work-life balance is the number-one issue for pilots, because pay will be commoditized.” Other suggestions for filling the pilot gap include raising the retirement age to 67, as proposed in a bill introduced by South Carolina Republican Senator Lindsey Graham in July — and supported by the Regional Airlines Association, presumably to keep pilots at the mainline carriers longer and thus curtail the poaching dilemma. Another notion is to lower the 1,500-hour requirement for an APT, set by the Federal Aviation Authority (FAA) in 2013 as a safety measure in the aftermath of the 2009 Colgan Air crash in Buffalo, New York, that killed 50 people and was attributed to an inexperienced flight crew. Most other countries, including those in the EU, require a minimum of just 250 flight hours, which was the previous standard in the U.S. Neither of those actions are expected to be approved. Flight school business is booming Experts agree, though, that recruiting and training a fresh cadre of pilots is a surefire solution. While independent flight schools have been a reliable feeder network for the airlines, many carriers are now establishing closer partnerships with the schools, offering aspiring aviators with no flying experience a direct pathway to a seat in their flight decks. Since 2018, American has nurtured relationships with students at flight schools in Arizona, Florida and Texas, enticing them with financing options and mentoring. In March, Alaska Airlines and its regional affiliate, Horizon Air, launched Ascend, a similar program. Regional airline Republic has its own flight school, the Leadership in Flight Training Academy, in Indianapolis. Other such programs include Southwest’s Destination 225°, Delta’s Propel, Frontier’s Pilot Cadet and Spirit’s Direct. Allegiant runs two training facilities, in Las Vegas and Sanford, Florida. Perhaps the biggest beneficiary of the influx of novice flyers is ATP Flight School, the nation’s largest. Headquartered in Jacksonville Beach, Florida, ATP currently operates 75 locations across the country and has 37 airline partners. “Enrollment decreased during the pandemic, but has since returned and surpassed pre-pandemic levels,” said Michael Arnold, director of marketing, in an email. “Since last year, ATP has opened three new training centers and increased enrollments by almost 50%, with a goal of training 20,000 airline pilots by 2030,” he said. ATP has placed 1,219 graduates at airlines in the last 12 months, Arnold said. Students earn their pilot certification and graduate from its Airline Career Pilot Program in seven months, then work as flight instructors for about 18 months to gain experience and meet airline hiring minimums. “Recently, ATP introduced direct programs with Avelo, Breeze, Frontier, Spirit and Sun Country, which allow graduates to go straight to a first officer [co-pilot] position with these majors at 1,500 hours of flight time,” Arnold said. More women and minority pilots are needed The airlines, whose pilots have traditionally been older, white and male, recognize that to widen their pipeline they need to attract more women and minorities. Their training programs reflect that diverse outreach. “Breaking down barriers to entry is really the solution for us going forward,” said Nancy Hocking, director of pilot and AMT development programs for JetBlue’s Gateways program, which partners with CAE and other flight schools, as well as university aviation programs. Gateways offers several different pathways to the flight deck for both outside candidates, through its Select program, and its internal flight attendants, mechanics and other employees. “It’s about casting a wider net,” Hocking said. “We have been incredibly successful in diversifying our candidate pool. Well over 50% of people in Select are from underrepresented groups and women.” In conjunction with the JetBlue Foundation, which is focused on STEM education for young people, the airline is promoting Gateways in high schools and middle schools, she said. United Airlines When United launched its proprietary Aviate flight school, it set a goal of training 5,000 new pilots by 2030, half of whom would be women or people of color. “In our current class of 220 students, over 70% are women or people of color,” said Aviate director Captain Michael Bonner. “And in our pool of more than 20,000 applicants, more than 70% are women or people of color.” Lowering the high cost of pilot education is also considered paramount in achieving diversity. Many of the airlines provide tuition reimbursement, low-interest private loans and scholarships to assist flight school students. “Through JP Morgan Chase, we offer $2 million in scholarships and multiple loan programs,” Bonner said. Murray suggested that sponsorships would be another option for defraying flight school costs. “What sponsorship means is, an entity — it could be a public institution, an airline, a pilots’ association — identifying candidates very early in their career, and getting them through school in exchange for a portion of their income” as a certified flight instructor, he said. “Europe and most every other part of the world has had these models in place for decades.” Persistent inflation has led to higher airline fares, somewhat tempering the industry’s comeback, but the push to train more pilots remains high. The pipeline is already improving, said Murray, pointing to the surge in students at flight schools and university programs. “It’s such a great job, it pays well and awareness around it is increasing,” he said. “The question is, will it be enough to address the shortage? The short answer is no, because there’s still so much demand for flying. We are predicting a pilot shortage that will continue for the next 10 years.” https://www.cnbc.com/2022/11/11/how-airlines-plan-to-create-new-generation-of-pilots-at-time-of-crisis.html TSA to conduct additional training after passenger is allowed on a flight with two boxcutters, agency says The TSA said it would provide a shift brief on this incident for all screening employees nationwide, which will include reminders on the protocol for using technology tools and handling prohibited items. The Transportation Security Administration is admitting multiple failures and is instituting alerts to security officers at airports nationwide after a man got through a checkpoint with two box cutters. The move comes as passengers are expected to flood airports ahead of Thanksgiving. TSA security checkpoint agents at Cincinnati/Northern Kentucky International Airport failed to adhere to protocol Friday evening when they discovered a box cutter in a man’s carry-on luggage, later causing an emergency diversion when the man allegedly threatened passengers when the plane was in-flight, according to a TSA statement and a passenger on the flight. The TSA said in a statement released Sunday that it reviewed Friday’s incident and found the agents did not fully use the technology at their disposal which would have identified the box cutters inside the passenger’s carry-on luggage, nor did they follow protocol when they returned the “visible blades” back to the passenger after an inspection. The male passenger, who has not yet been identified, approached the TSA checkpoint around 5:30 p.m. on Friday at Cincinnati/Northern Kentucky International Airport (CVG) with a ticket for a Frontier Airlines flight to Tampa International Airport (TPA), the TSA said. He showed his identification, including a temporary Ohio drivers’ license, and underwent physical screening, the agency said. The traveler then presented two backpacks and put his loose items into a bin for additional screening, the TSA said, which were screened using CT technology that “creates a 3-D image that can be rotated 360 degrees for a thorough analysis.” The Frontier Airlines Flight 1761 was diverted to Atlanta after the man was seen with a box cutter and allegedly threatened passengers mid-flight. “The aircraft landed safely in Atlanta and the passenger in question was taken into custody by Atlanta law enforcement,” spokesperson Jennifer De La Cruz told CNN in a statement. A passenger with box cutters prompted a Frontier Airlines flight to make an emergency landing in Atlanta, airline says There were no injuries to passengers or crew members, according to the airline. All passengers left the plane and were provided overnight hotel accommodations in Atlanta. A new flight was scheduled for Saturday morning to take them to Tampa. A subsequent review of the incident, which included closed-circuit television (CCTV) footage, found the “image review capabilities of the CT were not fully used” and the box cutters were not identified by the CT operator, the TSA said. However, the traveler’s property was brought for a further search, during which one box cutter was discovered. The “visible blades” were removed, but they were then returned back to the passenger, the agency said. The man’s backpack containing the second box cutter and the remainder of his property was screened for explosives, but the second box cutter was not detected at that time, the statement continued. A government source familiar with the investigation tells CNN that the passenger in question was not a known threat to the TSA and that the incident has been elevated to the highest levels of the agency. The TSA employees who were involved in the incident have been placed in a training status for “remediation on CT image review and physical search procedures,” the agency said, adding that it will conduct shift briefings on the incident for all of its CVG and State of Kentucky employees. The briefings will include reminders on procedures to properly handle box cutters as well as other prohibited items discovered during a search, the TSA said. Statewide refresher training will be scheduled for CT image review with an “emphasis on use of the image rotation and manipulation tools for optimal detection,” according to the statement. The agency said it would provide a shift brief on this incident for all screening employees nationwide, which will include reminders on the protocol for using technology tools and handling prohibited items. The US Attorney’s Office has taken the lead on investigating the situation, according to the TSA. “TSA has started an internal review of the incident by viewing CCTV, airport security checkpoint processes/operations and will continue to provide updates as they are available. TSA can confirm that blades are prohibited in the cabin, but allowed in checked luggage,” according to the statement on Saturday. https://www.cnn.com/2022/11/13/us/tsa-failures-box-cutters-frontier-flight/index.html Frontier Airlines flight diverted after unruly passenger discovered with a box cutter • The Transportation Security Administration employees who screened the male traveler's items ahead of the flight did not follow protocol, according to the agency. • Authorities arrest a Frontier Airlines passenger with a box cutter in Atlanta A Frontier Airlines flight bound for Tampa changed course Friday night after an unruly passenger was discovered with a box cutter, according to officials. After the suspect was taken into custody and searched, a second box cutter was found in their carry-on, according to the agency. Blades are prohibited in the cabin but allowed in checked bags. According to the Transportation Security Administration, employees who screened the male traveler’s items ahead of the flight did not follow protocol, according to the agency. Frontier flight 1761 took off from Cincinnati/Northern Kentucky International Airport at around 7:20p.m on Friday and was enroute to Tampa when the crew declared an emergency. The plane was then "diverted to Atlanta after a passenger on board the aircraft was observed in possession of a box cutter," according to a statement from the airline shared with NBC News. "No injuries to passengers or crew have been reported," said Frontier spokesperson Jennifer F. de la Cruz. A new flight was scheduled for Saturday morning to take passengers from Atlanta to Tampa. The plane landed in Atlanta at around 8:45p.m., the Federal Aviation Administration said. Frontier Airlines didn't provide any additional information on the incident, but according to the Transportation Security Administration, there had been a disturbance involving the passenger in possession of the box cutter. "The cockpit was secure and passengers were deplaned in ATL," the TSA said in a statement. "FBI and Atlanta Police Department responded to the incident, took the suspect into custody and the flight was canceled." Ahead of the flight, the suspect presented two backpacks and “additional loose items” that were screened using “CT technology which creates a 3-D image that can be rotated 360 degrees for a thorough analysis.” The employee screening the suspect’s items didn’t use the full capabilities of the technology. “The box cutters were not identified by the CT operator, but his property was identified for a further search,” the TSA said in a statement Sunday. "During the search, one box cutter was discovered." The visible blades from the box cutter were removed and it was given back to the passenger, which "is contrary to standard operating procedure which requires these items to be placed in checked bags or voluntarily abandoned." "The backpack containing the other box cutter, and the remainder of the traveler’s property, was screened for explosives, but the box cutter was not discovered," the agency said. It's not clear at this time what charges the suspect is facing. The incident is now under investigation by the U.S. Attorney's Office, the FBI and the FAA. https://www.nbcnews.com/news/us-news/frontier-airlines-flight-diverted-unruly-passenger-discovered-box-cutt-rcna56924 Unruly passenger removed, flight attendant taken to hospital after incident on Chicago-bound flight CHICAGO (WLS) -- A United Airlines flight attendant was taken to the hospital after an incident aboard a Chicago-bound flight Sunday. The airline said a disruptive passenger had to be removed from the flight by law enforcement after landing. Flight 476 arrived in Chicago from San Francisco Sunday. The flight attendant went to the hospital to be checked out. "We're grateful to our crew for handling this difficult situation with professionalism and for putting the safety of our team and our customers first," United Airlines said in a statement. There has been no word yet from Chicago police about what exactly happened. Last week, several flight attendants held a news conference and passed out literature to travelers at Chicago's Midway Airport to bring attention to harassments and abuse to flight crews often endure from passengers. They also wanted to put pressure of legislators, regulators and airline executives to take action. It was part of of a union-led effort dubbed the "Assault Won't Fly" campaign that seeks passage of the Protection From Abusive Passengers Act. The federal legislation was introduced in April and calls for stiffer penalties for unruly passengers, suspension of their ability to fly and creation of a "no-fly list" that airlines would share to make sure passengers who abuse crew on one airline can't book a flight with a different airline. "Those passengers need to have consequences across the industry," said King, who also serves as vice president of Transportation Workers Union Local 556, which represents 18,000 Southwest Airlines flight attendants nationwide. "They should be banned from flying on any commercial aircraft for a period of time." Incidents of harassment and assault toward flight attendants spiked during the pandemic. Many incidents arose from pushback on the enforcement of rules requiring face masks on airplanes. While masks are no longer required, King fears there's no going back to normal. "I believe it's going to be difficult to unring the bell. There's a standard that's allowed unacceptable behavior to become common. There is a general lack of civility," she said. https://abc7chicago.com/united-airlines-incident-unruly-passenger-today/12450926/ American Airlines Tells Crews To Police Self-Upgraders American Airlines has sent out a memo to flight attendants, reminding them to crack down on passengers trying to upgrade themselves to extra legroom economy seats for free. In this post: • American crews should crack down on self-upgraders • Interestingly American used to allow self-upgrading • Bottom line • American crews should crack down on self-upgraders • American Airlines has Main Cabin Extra, which is its extra legroom economy seating, located at the front of economy. This seating comes with early boarding, extra legroom, and complimentary alcoholic drinks. Main Cabin Extra seats can be reserved by select elite members at no additional cost, and can also be purchased for an additional fee by others. American Main Cabin Extra features extra legroom However, to some passengers it’s not necessarily obvious that Main Cabin Extra is a separate product from economy. After all, the difference isn’t as obvious as between first class and economy class, for example. As noted by @xJonNYC, a memo has been sent out to flight attendants, reminding them that passengers shouldn’t self-upgrade to Main Cabin Extra. Here’s what that memo says: It’s not unusual for Main Cabin (MC) customers to ask to change seats after they’ve boarded the aircraft – to sit next to a family member or get out of a middle seat, for instance. However, customers may not be familiar with our seat change policy, particularly when it comes to Main Cabin Extra (MCE) seats. While you may allow a customer to move to an available Main Cabin seat after boarding is complete, they’re not permitted to move into an MCE seat unless they are booked in that class. So, if a customer asks to move to a seat in a different seat classification (i.e., MC to MCE, MCE to First, etc.) politely decline their request unless there is a customer service or regulatory conflict present. If a customer asks to change seats before the boarding door closes, work with the gate agent to accommodate the request. As always, please remain on the aircraft to avoid a minimum crew violation while assisting the customer. Interestingly American used to allow self-upgrading What makes this latest update interesting is that back in January 2018, American had a very different policy about self-upgrading. At the time the airline introduced free alcohol in Main Cabin Extra, and in a memo to flight attendants, said the following about self-upgrading: Can customers move into open MCE seats once boarding is complete? Yes. Once the door is closed, customers are allowed to move to any available seat within their ticketed cabin (no change to current procedure). That got a ton of media attention, and also caused concern from flight attendants. Within a couple of days, the airline issued an updated memo, backtracking somewhat: I honestly appreciate your feedback; this is part of the reason why we choose to share with you, first, before rolling it out to the rest of the company and our customers. Our number one priority from the start was to ensure the enhanced MCE did not add responsibilities for flight attendants to police the cabin. But we agree with many of you, if a customer did not pay for the seat, they should not be able to move into it. If a customer asks to move into a MCE seat after boarding, you should use your best judgment in politely declining their request to prevent a negative or escalated situation. Both then and now, logically you’d think that American would have a mechanism by which flight attendants could process upgrade payments onboard. They already have the tablets that they use to charge for drinks and snacks, so why not the same for upgrades? As part of that same memo in 2018, the airline explained the lack of onboard payment for upgrades as follows: Several of you also asked if we would consider selling upgrades to these seats onboard, similar to the service of other carriers. This is something we are considering, but again, we’re trying to balance this with not adding more responsibilities for flight attendants. In other words, American doesn’t want to get in trouble with the union for adding more job responsibilities for flight attendants. American used to allow self-upgrading to Main Cabin Extra Bottom line American Airlines is telling flight attendants to crack down on passenger who self-upgrade. Specifically, the airline is reminding flight attendants that the extra legroom economy section is a separate product, and only those assigned a seat in that area should be allowed to sit there. This is all fair enough, though logically you’d also think that flight attendants would be able to process payments for those looking to upgrade onboard. Not being able to process an upgrade to an empty premium seat seems like a customer service and revenue fail. Interestingly in early 2018, American reminded flight attendants that passengers were allowed to self-upgrade to Main Cabin Extra. However, after that got a lot of publicity and flight attendants provided feedback, the airline backtracked on this policy. https://onemileatatime.com/news/american-airlines-self-upgraders/ NetJets Nears 1,000-aircraft Fleet With planned additions and no expectations to dispose of any of its current aircraft, NetJets is on track to have nearly 1,000 jets in its fleet by the end of next year, Patrick Gallagher—the fractional lift provider’s president of sales, marketing, and service—said yesterday at Corporate Jet Investor Miami. Presently, the company operates more than 850 aircraft worldwide between its U.S., European, and Executive Jet Management fleets. According to Gallagher, NetJets will receive another 25 to 30 new jet deliveries by year-end, bringing the total fleet additions this year to about 75 aircraft. Next year, the company expects to intake more than 100 new-production jets. at these rates, Netjets accounts for approximately 12 percent of the industry’s jet production. A year ago, the company halted all sales to concentrate on its existing customers, and while fractional sales have since resumed, Gallagher added that its inventory is sold out through 2023, with some interim leasing solutions still available. “We’re taking [non-refundable] deposits against 2024 deliveries at this point,” he said. That is a total reversal from 2008, when the company took delivery of 88 aircraft, none of which were pre-sold. While its jet card sales are still being limited strictly to renewals, the operator expects that program to fully resume next year. As for staff to fly those new additions, Gallagher told the audience NetJets receives more than 350 pilot resumes a month and has hired 450 flight crew members this year. It expects to add another 700 in 2023. “It’s tough for the small flight departments these days to keep pilots because they want to work for a big operator, and very few out there can match NetJets work rules, NetJets compensation, the training, etcetera,” Gallagher told the audience. “We don’t lose very many, our attrition rates are very low.” In addition to fleet expansion, the company has also concentrated on real estate with its 14 service locations around the country. “It’s not just about having owner lounges, it’s really more about keeping the fleet moving and not having to rely on oversaturated third-party providers,” Gallagher explained. https://www.ainonline.com/aviation-news/business-aviation/2022-11-02/netjets-nears-1000-aircraft-fleet With Over 2000 Pilots Killed, China Is Struggling With Its Aviators Despite Three Aircraft Carriers & An Enormous Air Force China’s ambitions to develop cutting-edge aircraft achieved a significant turning point when the J-10, a homegrown fourth-generation jet fighter, was introduced in 1998 by the state-owned Chengdu Aircraft Industry Group. According to a Chinese media report, the J-10 project was greatly aided by a five-person team of Chinese test pilots trained to fly US warplanes aircraft in the UK. This also paved the way for creating the technologically sophisticated J-20 fifth-generation aircraft. The SCMP report claimed that Lei Qiang, the son of a Korean war pilot and a member of the five-person team, was chosen to fly the first flight of the J-10 on March 23, 1998. Just six months before that, the report said that Lei and his four companions had learned to operate the American aircraft from an international test pilot academy established by a former flight instructor at the UK’s Aeroplane and Armament Experimental Establishment. Nonetheless, it has been frequently stated that China has had difficulty training its fighter pilots. According to SCMP, the air force lost more than 2,000 pilots in the last six decades, 30 of whom were test pilots. The Chinese air force’s test pilot school had developed a thorough and organized curriculum based on American publications about the training of test pilots. Western Pilots Training Chinese Air Force China reportedly recruited Western-trained fighter pilots to train its People’s Liberation Army (PLA) pilots, providing Beijing’s fast-modernizing air force with in-depth knowledge of Western air warfare tactics. Several media publications reported that Western pilots had assisted Beijing in advancing its technological know-how and operational strategies. Fat pay cheques were used to entice pilots from the UK, France, and the US to train Chinese pilots. The recent detention of a retired US Marine Corps pilot in Australia shows how seriously Western nations take such training and how keen they are to protect their military training secrets. Alman Helvas, a Defense Market & Industry Consultant, told the EurAsian Times that only a small number of nations in the Indo-Pacific region have a lot of pilots with combat experience. He said that “only Indian and Pakistani pilots have combat experience, while other nations have no such experience yet. That’s why China recruits Western pilots to give their pilots real air warfare experience. While China has adopted more advanced aircraft in recent years, we can’t deny that their pilots have no real combat experience.” “We don’t know how proficient Chinese pilots are in air combat. That’s why they are actively recruiting Western pilots to have the latest knowledge about current air combat development in the West,” he added. Similarly, Ben Lewis, a defense Analyst focusing on PLA development and Taiwan security issues, told the EurAsian Times, “China’s recruitment of Western pilots is not surprising given their goals. The PLA hasn’t fought a war since the 1979 Sino-Vietnamese war, and the PLA has undergone massive changes since that time, especially the PLAAF and PLANAF.” Lewis further said, “the West has continued to engage in conflicts over the last 40 years, providing them with a massive asymmetry in combat experience compared to the PLA. China is sure that the United States and its allies will intervene in a possible Taiwan confrontation. In that case, their pilots will be expected to hold their own against enemy pilots who have much more experience.” He emphasized that employing combat pilots from the West with expertise in leading offensive air operations is one way to overcome that disparity. He suggested that having instructors with actual combat experience train pilots offers “invaluable benefits.” “I also think one could argue that hiring Western pilots allows China to understand how Western air operations function, but I am confident they already have a solid understanding of that. I think that while this development is not necessarily unexpected, it represents a security concern to Western nations that may find themselves involved in a conflict with China,” Lewis added. Meanwhile, Helvas noted, “we should be aware of Chinese propaganda about their pilot’s proficiency. Look what happen to Russia’s pilot performance in Ukraine. Russian pilots are not proficient. I believe a similar case happened in China. To some extent, I believe China has exaggerated its pilot proficiency. Unlike Western pilots who have air combat experiences since the civil war in the former Yugoslavia to Iraq and Afghanistan, Chinese pilot has no experience at all in air combat in the last 20 years.” Need For More Skilled Fighter Pilots China’s three aircraft carriers, two of which have been commissioned and one launched in June, represent China’s expanding naval might. However, it appears that the country will have difficulty using these carriers as it struggles to keep up with the rising need for skilled ship-based fighter jet pilots. A Chinese media report, citing an article published in Ordnance Industry Science Technology, a Chinese military magazine, highlighted how the Chinese Navy still doesn’t have a fighter trainer designed for carrier-based operations despite deploying its first aircraft carrier a decade ago. The report quoted Beijing-based naval expert Li Jie saying that the PLA required at least 200 qualified carrier-based fighter jet pilots to fly 130 ship-borne aircraft after Fujian began sea trials last week. Fujian is China’s third and most advanced aircraft carrier. While China’s first two carriers had ski-jump designs, the Fujian has advanced electromagnetic catapults. Thus, the Navy must learn a new aircraft launch and recovery system. “It’s full of challenges,” Jie remarked, “as aircraft design and pilot training are among the world’s most difficult and complicated core technologies – which no one will share with you.” Dai Mingmeng, one of the first five Chinese pilots to receive ship-borne certification, piloted a J-15 prototype on its debut flight from the deck of the Liaoning on November 3, 2012. At the time, he was 41 years old. China’s J-15 fighter jet The report said he is now training the new generation and other senior carrier-capable pilots. Since 2020, the Navy has directly enlisted cadets from high school graduates aged 16 to 19. The current group of new naval aviation pilot cadets had an average age of 20, making them at least ten years younger than their predecessors. Following the creation of the Naval Aeronautical University in Yantai, Shandong province, in 2017, the PLA Navy began training its pilots rather than selecting competent applicants from the Air Force. The US Navy also employs a similar strategy to recruit its fighter pilots. Nonetheless, the report describes the difficulties Chinese Navy fighter pilots encounter during their training. T-7A Red Hawk Chinese Navy (PLAN) pilots employ a single-engine, twin-seat version of the Chinese-built JL-9G as a carrier trainer. This aircraft was initially unveiled in 2011. However, it cannot be used to simulate emergency landings on a flight deck due to limitations such as being too light and slow. As a result of these drawbacks, it has been restricted to land-based simulated carrier training. The report also stated that the United States military had used the T-45 Goshawk carrier-qualified trainer to instruct its pilot cadets for several decades. The Americans have since built a more sophisticated derivative, the T-7A Red Hawk, allowing for more efficient ship-borne fighter pilot training. The T-7A Red Hawk is outfitted with a more powerful General Electric F404 after-burning turbofan engine. What Do Analysts Think About The Situation? Rod Lee, a military enthusiast who closely follows the Chinese Air Force, has different views. He claims that “in 2017, they [China] more than doubled the size of its annual pilot cadet class from the 150-200 neighborhood to 400+. They’ve sustained that 400+ over the past five years.” He further explained that “with a 50% washout rate (probably closer to 45%) and a five-year training period (closer to 6 w/transition), that means the PLAN brought in an extra 35 pilots starting this year and will continue to do so through 2027. This number is likely allocated to the carrier force.” He also refutes that the PLAN trained “its pilots – rather than picking qualified candidates from the air force,” stating that “the PLAN actively poached PLAAF pilots.” Shenyang J-15 He concluded that “most of the article talks about the technical limitations of the PLAN’s lack of a carrier trainer aircraft, but that has nothing to do with struggling to find enough pilots.” In a similar line, Brian Hart, a fellow with the China Power Project at the Center for Strategic and International Studies (CSIS), said, “Training and retaining talented pilots is a challenge for any military. The PLA has challenges, especially given the demands of expanding naval aviation. But let’s not overhype their challenges/weaknesses.” China’s Naval J-15 Fighter Jet The Shenyang J-15, famous as the “Flying Shark,” is a fourth-generation Chinese all-weather twinjet fighter aircraft. It is China’s only ship-borne fighter jet. The aircraft was mainly designed and developed for the People’s Liberation Army Naval Air Force (PLANAF) to operate on its aircraft carriers by the Shenyang Aircraft Corporation (SAC) and the 601 Institute. This fighter has been labeled the heaviest carrier-borne fighter in the world. It weighs around 17.5 tons and can travel at Mach 2.4, or just over 2,960 km/h. On the other hand, the JL-9G trainer’s top speed is Mach 1.05, and its gross weight is only 7.8 tons. “The PLA does not have the luxury of owning a trainer like the T-45, so Chinese pilot cadets’ carrier-based training entirely relies on flying the J-15, posing a great challenge to improving their flying skills [because of the absence of a back-seat coach],” the Chinese military magazine said. In April 2016, two J-15 fighters collided, causing one death and one serious injury. According to Macau-based military researcher Antony Wong Tong, China has built a twin-seat J-15S variant. However, recent footage released by official media revealed that the platform had been transformed into the ship-borne J-15D electronic warfare aircraft. The twin-seat J-15S is still being tested in China, according to Zhou Chenming, a researcher with the Beijing-based Yuan Wang, a military science and technology think tank. This is akin to how the Americans did it when they produced the twin-seat F-15E Strike Eagle and other variants of the F-15 Eagle. Nevertheless, some analysts believe the J-15’s heavier weight gives it a competitive advantage in air-to-air combat by enabling it to carry more fuel and a heavier payload of weaponry. China claims that the J-15 is on par with the US Navy’s F/A-18 and, in some instances, outperforms the US Navy’s primary carrier-based strike fighter. Experts believe that J-15 is capable but would most likely lose if pitted against a F/A-18. “The US aircraft has superior radar,” Timothy Heath, a RAND Corporation senior defense researcher, said. “That’s a huge advantage being able to shoot from a very long range because you can see the enemy first. That gives the F/A-18 a big advantage, even over a more nimble and faster aircraft,” he added. “The US is banking on the sensor battle, this idea that the US can see first and shoot first to compensate for general limitations on speed and maneuver and weapons load,” Heath said. There is no denying that the Chinese Navy has achieved significant strides in the naval sphere. Still, it will inevitably encounter difficulties that it must resolve swiftly if it hopes to rival the US Navy globally. https://eurasiantimes.com/with-over-2000-pilots-killed-china-is-struggling-with-its-aviators/ American Airlines' Pilots Union Could Merge With ALPA American Airlines' independent pilot union Allied Pilots Association board has formed a committee to study merging with ALPA. The independent Allied Pilots Association (APA) representing American Airlines pilots has decided to seriously explore a merger with the largest United States national pilots’ union - the Air Line Pilots Association (ALPA). The APA board, on November 11, formed a committee to study the idea, with a final report expected back by Spring 2023. The Allied Pilots Association is like Southwest Airline Pilots Association (SWAPA) - an independent bargaining agent from the main national pilot’s union. Nonetheless, the pilot’s unions network with each other to improve working conditions. Now that the resolution has passed, there will be an initial APA-ALPA Merger Exploratory Committee that will be tasked with investigating issues related to the matter. Issues for the committee to review include, but are not limited to, benefit plans, financial impacts, governance issues, and seniority. The resolution states if the final report is received on time at the Spring 2023 board of directors meeting, then the APA Board of Directors should vote. It will take a 2/3rds vote of the APA Board of Directors to negotiate a merger agreement with ALPA for Board review. There exists a group of grassroots boosters for a merger in “AA Pilots for ALPA”. The group of American Airlines pilots is pushing for this in the name of gaining better resources to help with bargaining with American Airlines’ management. AA Pilots for ALPA interviewed Captain David Webb (Retired) who helped bring the then-independent Federal Express (FedEx) pilots union back to ALPA. Webb said, “There is no question that the resources and assistance we received as an ALPA property were superior to what we could have done alone. The plethora of experienced staff at ALPA were instrumental in the preparation of openers, the evaluation of the financial stability of our employer, the analysis of risk to our exiting retirement and insurance benefits. “Additionally, the communication staff worked diligently to assist us in making extremely complex issues understandable for all our pilots. Coupled with the extraordinary unity demonstrated by the pilots before and during the negotiations, we were positioned to win.” Webb went on to amplify the need for pilot unity being the driving force. The union would merge, not be acquired; therefore APA could retain staff and dignity. According to a recent Zoom call, AA Pilots for ALPA had another reason why they support a merger. That is ALPA's on-staff labor negotiators that can fly in and help the locals negotiate a contract with management. ALPA also has economic analysts on staff as well as trained communications professionals. Furthermore, for AA Pilots for ALPA, We have established that the pilots of American Airlines deserve to belong to the world’s largest and most effective pilot union; joining ALPA would ensure the future of our pilots’ representation, give us a bigger voice in global industry issues, and provide our representatives and staff with the tools and guardrails they need to be successful. https://simpleflying.com/american-airlines-apa-merge-alpa/ The Oldest Jets In The American Airlines Fleet With well over 900 aircraft, what are the oldest active aircraft flying for American Airlines? Having one of the largest fleets of aircraft in the world, it wouldn't be a surprise if American Airlines was operating some old aircraft. And so while the airline continues to take delivery of new Boeing 787 Dreamliners and Airbus A321neos, let's pinpoint the oldest widebody and narrowbody jets still flying at American. The oldest narrowbodies When it comes to the oldest narrowbodies still flying with American Airlines, these have to be a handful of the carrier's Airbus A320-200s, as well as about nine A319-100s. All of these aircraft are about 24 years or older, with the very oldest aircraft being an A320-200 registered N647AW, which is 24.9 years of age at the time of this article's publication. All of these A320s and A319s have registration numbers ending in UW and AW, which tells us that the aircraft came from US Airways, which was bought by American in 2013. The aircraft ending with AW were originally delivered to America West Airlines, which merged with US Airways in 2005. Unrelated to the A319s added through airline mergers, American ordered a number of A319s in 2011 as part of its "fleet transformation plan." Indeed, Airways Magazine notes that the A319s that the carrier ordered were intended to expedite the retirement of the aging 757 and MD-80 fleets. Get all the latest aviation news right here on Simple Flying The oldest widebodies When it comes to the oldest widebodies operated by American, we only need to look at the Boeing 777-200ER fleet, whose average age is 22 years. The very oldest of these jets is the 23.9-year-old 777 registered N770AN, which was delivered directly from Boeing in January 1999. While many of the jets are getting close to 25 years of age, their cabins aren't nearly as old. Indeed, these aircraft all had their cabins refurbished as recently as 2018. Now, their configurations see 37 seats in business class, 24 in premium economy, and 212 in economy. According to a Boeing statement on this early American Airlines order, the carrier ordered these jets in November 1996. This order was said by Boeing to have solidified "a long-term working relationship between the two companies." What could replace these aging aircraft? When it comes to modernizing American's narrowbody fleet, the airline has over 80 Boeing 737 MAX 8s yet to be delivered. These will be suitable replacements for the A320s. However, it doesn't look like the airline has a direct replacement for the smaller A319s. The A319neo would obviously be a perfect one-for-one replacement, but American hasn't signaled much interest in this rather unpopular neo variant. On the other hand, with the airline also being a huge Boeing 737 operator, the MAX 7 would also be a good fit. There's also the third option, which would see the carrier simply opt not to operate aircraft of this size. When it comes to eventually replacing the 777-200ERs, the 787-9s do a fairly good job with a comparable capacity with a slightly better range. At present, the carrier has 30 787-9s yet to be delivered. The 777-8 would be a great fit considering it's meant to be a direct replacement for the 777-200. However, a passenger variant may not be available for at least a few more years as Boeing prioritizes other projects. https://simpleflying.com/oldest-jets-in-the-american-airlines-fleet-2022/ Australia’s $1.4b private jet backlog Private jet manufacturer Bombardier says it has nearly $1.36 billion of planes backed up on its Australian order book, as the French-Canadian aviation giant bets on a sustained uplift in private jet use despite a slowing economy. Chief executive Eric Martel, speaking from the company’s Montreal headquarters, said Australia had lagged the rest of the world in private jet adoption over the past two years due to more “stringent quarantine measures” that stopped travel, missing the sudden jump in popularity in the US and parts of Europe. Bombardier’s forward order book runs to about $US15 billion ($22.7 billion), said Eric Martel, with Australia accounting for around 5 to 6 per cent. Eamon Gallagher Just last year, according to industry intelligence firm WingX, private jets flew 3.3 million trips – 7 per cent higher than 2020 and the most in a single year. But, while Australia had missed the first wave of popularity, Mr Martel said usage was picking up as travellers and business craved a “safer” and more comfortable way to travel post-COVID-19. “Since August, we’ve seen a lot more people adapting private aviation as the quarantine measures have been disengaged in Australia,” the CEO said. “The number of hours flown privately now are higher than pre-pandemic. “It’s been about 20 per cent higher around the world. People are flying more private jets than ever before, and we’ve seen clear signs of that for two years in the US. We are starting to see a similar thing happen in the Asia-Pacific.” Bombardier’s forward order book runs to about $US15 billion ($22.7 billion), Mr Martel said, with Australia accounting for around 5 to 6 per cent. Demand is so strong in Australia that Bombardier recently established its first local service centre at Melbourne Airport, with plans to employ more than 50 technician and engineers to provide aftermarket services to users. He believed the increase in private jet use would be sustained through any broad economic headwinds such as rising interest rates, a cost-of-living crunch or even a recession. “If we have a recession going into next year we may see a bit of a slowdown in sales, but at the same time we have that backlog ahead of us that will help us get through,” Mr Martel said. “We are pleased with the quality of the backlog. “[Customers] have put down substantial deposits already – I don’t think they will want to lose their money because if they cancel, they will. At the same time, people need these business tools to travel the world faster.” The continued growth of the private jet market is key for Bombardier, which has moved to divest from its commercial aviation and other business segments to concentrate primarily on private aviation. Mr Martel was confident of the opportunity in the private jet market. “There was an interesting study at the time [2020] that only 19 per cent of the people who could afford to fly a private jet actually did so. There is a lot of room for growth all around the world,” he said. “The pandemic, as strange as it may sound, was an accelerator for people to transition from commercial. People who used to fly first class began to realise that they can fly their entire family or management team on one flight and avoid contamination as we were going through the pandemic.” https://www.afr.com/companies/transport/australia-s-1-4bn-private-jet-backlog-20221111-p5bxil Falling Flat: The A330-800 Is Still Airbus' Poorest Selling Jet The A330-800 entered service two full years ago. Still, Airbus has just 11 orders for the variant. 11 aircraft ordered and six delivered: It's a fairly sad record thus far for the Airbus A330-800. What's even worse is that a little over a third of these aircraft may ultimately be canceled, changing the record to just seven aircraft ordered. Having entered service a little under two years ago, why is this smaller A330neo variant continuing to do so poorly? In this article, we examine the current state of the aircraft type, and reasons why airlines are deciding to look to other comparable products instead. Which airlines have ordered the A330-800? Launched in 2014 and first entering commercial service in 2020, the A330-800 has certainly had a generous amount of time to generate interest from airlines and collect orders. Unfortunately, not much has materialized over the years, as just four airlines are currently in Airbus' order books for the -800. These carriers and their order quantities are: Air Greenland (1) Garuda Indonesia (4) Kuwait Airways (4) Uganda Airlines (2) As Simple Flying has reported previously, Hawaiian Airlines at one time had six Airbus A330-800neo aircraft on order. However, at the last minute, the carrier made the decision to cancel its order. Instead, the US carrier would switch over to Boeing, ordering ten 787 Dreamliners. The reasons for the switch were rather interesting, and certainly a topic we will cover in a later section of this article. As of this article's publication, six -800s have been delivered, with two going to Uganda Airlines, and four to Kuwait Airways. The first aircraft was delivered to Kuwait Airways in 2020, with the type operating its first commercial service in November of the same year. Interestingly, and unfortunately, two of the airline's four A330-800s are currently parked for reasons unknown. As for the two active aircraft, the jets have been flying from Kuwait City to Kathmandu, Kuala Lumpur, Paris, and Casablanca in recent days. An update of the A330-200 To frame the mystery of the A330-800's poor sales, it's worth examining Airbus' intention behind offering the aircraft in the first place. The A330-200 was designed to have a lower capacity than the -300, and as a result, have a lower fuel burn and greater range. This made the variant ideal for long-haul operations where demand wouldn't justify the larger A330-300. And so, with near-identical cabin dimensions, the A330-800 was designed to be a direct replacement for the A330-200. Indeed, Airbus notes that the 25% improvement in fuel burn was made possible with a "re-optimized wing," which is 64m (210ft) across compared to the A330-200’s 60m (197ft). Airbus adds that the updated variant "incorporates the latest-generation Rolls-Royce Trent 7000 engines, along with new technologies and multiple aerodynamic improvements for increased lift and reduced drag, including composite winglet devices." And we can't exactly fault Airbus for offering the A330-800 to airlines and investing resources into developing this variant. Indeed, the A330-200 was a decent seller, having accumulated orders for over 500 examples of the passenger variant, with another 38 examples of the A330-200F (freighters) produced. Dozens more A330-200s would be produced and sold as government and executive jets, with the Royal Air Force's A330MRTT "Voyager" being just one example. Sadly, despite the -200's popularity, airlines haven't exactly been seizing the opportunity for a straight-up modern replacement. Airlines aren't replacing their -200s with the -800... With so many airlines operating the -200, it would make sense to modernize with the -800: The type rating is identical, capacity is the same, and maintenance crews are already familiar with much of the airframe. But if we look at airline orders, it's clear that many carriers around the world have decided that this shorter A330neo variant is not worth their time and resources. In fact, the airlines listed below were (or are) operators of the A330-200, but have decided to only place orders for the A330-900, and not the -800. Air Belgium Air Mauritius Azul Condor Delta ITA Airways Malaysia Airlines MEA (Middle Eastern Airlines) TAP Air Portugal Sadly, an even longer list of airlines operating the A330-200 have opted to ignore the A330neo completely, looking to other aircraft to fill a similar role instead. We won't list every carrier here, but KLM, Air France, and American Airlines are just a few of the carriers who operate (or have operated) the A330-200 but haven't looked at any A300neo variant as a replacement. This, of course, is one massive hint for the -800's unpopularity. Why the A330-800 continues to be unpopular There are several reasons we can offer that might explain the continued unpopularity of the A330-800. Let's go through the list... The 787 came out first With a similar fuselage length and width, the Boeing 787-8 competes well with the A330-800. The major difference is that the shortest Dreamliner variant was launched 10 years earlier. Despite some major setbacks early-on and a delivery halt more recently, the Dreamliner program has now delivered over 1000 airframes, quenching some of the demand that might have been met by the A330neo. The Dreamliner's competitive economics in terms of range and cargo capacity also provide some convincing reasons for airlines to go with Boeing rather than a comparable Airbus product. This may be one of the biggest reasons why many A330-200 operators have not ordered the -800, as they have already modernized their fleets with either the 787-8 or 787-9. This is indeed the case with many airlines, including (but not limited to): Air China Air France American Airlines Avianca China Eastern China Southern Etihad KLM Qantas Considering how many A330-200s these airlines operate, and the Boeing 787s they have ordered, it's not too surprising that they no longer have a need for the -800. The A330-900 offers "better value"? As outlined by Leeham News, there isn't much of a difference in flight crew cost between the A330-800 and -900. In terms of maximum capacities, the -900 is capable of accommodating a little over 50 more passengers. In terms of crew cost, just a single additional flight attendant is required to manage this increased capacity. Additionally, maintenance costs between the -800 and -900 are the same, with Leeham News adding that navigation, landing, and handling costs are also quite similar. Thus, it's calculated that the A330-900 per-seat cost is 13% lower than the -800. So, while the A330-800 objectively is a little more fuel efficient and can fly further, the -900's increased capacity allows airlines to accommodate more passengers and generate more revenue, with near-negligible additional costs. Yes, the A330-800 does have a published range that is nearly 1,000 nautical miles above the -900. To be more specific, Airbus notes that the shorter variant can fly a maximum of 15,094 km (8,150 NM) versus the -900's 13,334 km (7,200 NM). However, it appears that A330-200 operators that have chosen the -900 simply don't need the extended range, instead opting for the higher capacity. Rolls-Royce exclusivity? While it's perhaps not a huge reason, it's also important to consider the fact that the A330neo program is tied exclusively to the Rolls-Royce Trent 7000 powerplant. This single-engine "option" stands in stark contrast to the original A330 platform, which offered three options: The General Electric CF6-80E The Pratt & Whitney PW4000 Or Rolls-Royce Trent 700 If we look at A330-200 operator Korean Air specifically, we can see that the airline has more often chosen aircraft that are powered by either General Electric or Pratt & Whitney engines. Even when it comes to the airline's aircraft that have multiple engine options, the airline has opted to go with the option that is not Rolls-Royce. The Airbus A380, Boeing 747, 787, and 777 are just some examples of this decision-making pattern. Perhaps adding Rolls-Royce powerplants to its fleet would be present complexity than it wishes to handle. Something that could also be the case for other airlines. Korean A330-200 A lack of popularity? It may sound strange: The A330-800's lack of popularity is due to its lack of popularity! But perhaps one of the more obscure reasons for snubbing the A330-800 comes from Hawaiian Airlines, who ordered the type but eventually canceled and switched to the 787. Speaking to Business Insider, airline CEO Peter Ingram told Business insider: "Unfortunately, the A330-800 has not proved to be as popular in the marketplace...it doesn't make sense to remain committed to an airplane that had the risk of not being sufficiently accepted in the marketplace in the future. So the lack of orders for the A330-800 opened us up to having a competition to look at the widebody platform for us going into the decade." While this reasoning is completely understandable, it also becomes a self-fulfilling prophecy. Hawaiian Airlines sees it as unpopular, cancels its order, and thus further reinforces its unpopularity. That's not to say that Hawaiian's order of six -800s would be the catalyst for a flood of orders, but there's always the chance of a 'snowball' effect, with more airlines considering the type as others come onboard. Could orders be coming? So what's next for the A330-800? Well, at the time of this article's publication, Airbus is going through the last few test procedures as it prepares Air Greenland's single A330-800 for delivery before the end of the year. The jet will replace the carrier's -200, which it intends to sell for the right price. Air Greenland's decision to purchase the -800 demonstrates one of the key strengths of the variant: The ability to take off and land on short runways - an issue common at the various airports around Greenland. Unfortunately, this ability isn't very sought after when it comes to many of the world's airports and their sufficiently long runways. If we were to try and be optimistic, we could say that higher fuel costs combined with pandemic-gained-wisdom could prompt airlines to consider the A330-800. The aircraft's lower capacity and slightly higher efficiency could be a good hedge against another COVID-19-like occurrence, where travel restrictions severely restrict demand and activity. Additionally, some A330-200 operators have yet to update their fleets, giving a small sliver of hope for more orders. In this respect, Aerolineas Argentinas will be an interesting airline to watch, as the carrier operates eight A330-200s. However, these jets are just 12 years old, meaning that their replacement could be a decade away. Garuda Indonesia will be another airline to watch. While its order for four -800s is still on the books, the airline has been looking to restructure and become more efficient and profitable. In March of this year, we reported that the airline was considering canceling some of its aircraft orders, which might just include the -800. It will also be interesting to see if Airbus chooses to modernize other products based on the A330-200 platform, such as the A330MRTT and the A330-200F. When it comes to the A330MRTT, military customers around the world would certainly make good use of the -800's increased efficiency and range, in addition to short-field take-off performance. A freighter variant is more difficult to predict - particularly as Airbus focuses on the A350F, as well as its stake in EFW, which has been seeing a surge of airlines wanting to convert their older Airbus jets into freighters. Finally, we always have the possibility of government and executive customers placing orders for the private version of the A330-800: The ACJ330neo. Another Boeing 767-400? Ultimately, the A330-800 looks like it could very well end up as a rare aircraft in a very niche role - something that the Boeing 767-400ER found itself in over two decades ago. In the end, only Delta Air Lines and Continental Airlines would order the stretched 767 variant, and Boeing ultimately only racked up orders and deliveries for just 38 aircraft from the two carriers. https://simpleflying.com/a330-800-airbus-poorest-selling-jet-2022/ 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. International Society of Air Safety Investigators https://www.isasi.org/ Call for Papers – ISASI 2023 Nashville, Tennessee: Renaissance Nashville Hotel August 21 – August 25, 2023 The 2023 Theme is “Accidents: The Current Which Lies Beneath” This will be an in-person event with Tutorials on Monday the 21st, Seminar presentations from Tuesday the 22nd through Thursday the 24th and various gatherings throughout the week. Please find the official Call for Papers here: Call for Papers 2023 Final.pdf Please submit expressions of interest to isasi2023@isasi.org Thank you, Your ISASI 2023 Annual Seminar Committee GRADUATE RESEARCH STUDY Good day, I am a B777 Captain flying for one of the worlds major airlines studying for a degree in Aviation Management through a University based in the United Kingdom. I am studying levels of burnout and fatigue within the industry, please can I get a few minutes of your time to fill out this survey to find out how you are being or have been affected by this. Thank you. Captain William Oliver https://forms.gle/XBMyeniKaqQwwfQr9 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 Curt Lewis