Flight Safety Information - November 15, 2022 No. 221 In This Issue : Incident: Cargojet B752 near Hamilton on Oct 31st 2022, engine shut down in flight : Antonov An-2 - Crash Landed (Florida) : NTSB investigating vintage military aircraft crash in Dallas : Experts: Dallas air show crash may lead to more safety rules : EASA Proposes Heli Crash-resistant Fuel Systems : FedEx dumps 40 flights, grounds aircraft as shipping demand wanes : Alaska Airlines one of first US Airlines to use virtual reality in pilot training : Jet Engine Installed on NASA’s X-59 : KC-46 tanker’s boom issue will prevent A-10 refueling for years : Airbus, Qatar Airways clash over regulators, email haul at London hearing : Boeing wants U.S. FAA to approve paint fix for 787 wing peeling : NASA clears Artemis 1 moon rocket for Nov. 16 launch despite storm damage : November/December 2022 issue of FAA Safety Briefing : Position Available: Manager, Dangerous Goods and Environmental Compliance : ISASI NEEDS YOUR HELP!!! : Call for Papers – ISASI 2023 : GRADUATE RESEARCH STUDY : Research Study: Professional Pilot Occupational Risk(s) Survey Incident: Cargojet B752 near Hamilton on Oct 31st 2022, engine shut down in flight A Cargojet Boeing 757-200, registration C-GVAJ performing freight flight W8-919 from Cincinnati,KY (USA) to Calgary,AB (Canada) with 2 crew, was enroute at FL360 about 110nm west of Minneapolis,MN (USA) when the crew observed a momentary EGT exceedance of the left hand engine (RB211) and requested to divert to Hamilton,ON (Canada). The aircraft descended to FL350 and turned east. On final approach to Hamilton's runway 12, when thrust was increased from idle, the crew heard a bang from the left engine, reduced the thrust again and increased again followed by a second bang and the failure of the engine. The crew secured the engine and continued for a safe landing about 2 minutes later. Following an inspection by emergency services the aircraft taxied to the apron. The Canadian TSB reported: "Maintenance found the following: LH ENG ECC dedicated generator failed, LH engine BVCU failed test, TAT probe fault, all units were replaced, and function checked as per AMM. A borescope inspection was carried out with no faults or findings. As an added precaution, the L ENG LP PUMP fuel filter was inspected and replaced, as well the LH ENG starter was replaced. Additional function check of the L GEN DRIVE was carried out with no faults. A functional check flight was carried out with no faults, aircraft was returned to service." https://avherald.com/h?article=5010aa32&opt=0 Antonov An-2 - Crash Landed (Floriday) Date: 14-NOV-2022 Time: c. 13:30 Type: Antonov An-2 Owner/operator: Ensa S.A. Registration: CU-A1885 MSN: Fatalities: Fatalities: 0 / Occupants: 2 Other fatalities: 0 Aircraft damage: Substantial Location: Everglades, west Miami-Dade County, FLA - United States of America Phase: Nature: Private Departure airport: Destination airport: Confidence Rating: Information is only available from news, social media or unofficial sources Narrative: An Cuban An-2 aircraft crash landed under unknown circumstances about 15 miles west of the Opa-locka Airport, Florida, USA. The 2 occupants were not injured. The aircraft involved was used by a Cuban pilot to defected to the U.S. in mid October 2022. https://aviation-safety.net/wikibase/301203 (Photo Courtesy: Alan Wilson, CC BY-SA 2.0 , via Wikimedia Commons) NTSB investigating vintage military aircraft crash in Dallas DALLAS — Officials on Monday identified the six men killed in a deadly collision between two vintage military aircraft at a Dallas air show, all of whom were experienced aviators with years of flight training. The Commemorative Air Force, which put on the show, identified the victims as: Terry Barker, Craig Hutain, Kevin “K5″ Michels, Dan Ragan, Leonard “Len” Root, and Curt Rowe. They died Saturday when a World War II-era bomber and a fighter plane collided and crashed in a ball of flames, horrifying spectators who had gathered for the air show that opened on Veterans’ Day. Several videos posted on social media show the fighter plane flying into the bomber. All of the men were volunteers, but each had gone through a strict process of logging hours and training flights and were vetted carefully, Hank Coates, the CEO of Commemorative Air Force said at a weekend news conference. “This is not their first rodeo,” Coates said. “These guys are very well versed. Many of them are airline pilots, retired airline pilots, retired military pilots like myself. “These are very well-trained folks who have been doing this for a long time.” Officials have not publicly identified which of the victims was piloting the aircrafts. Hutain, of Montgomery, Texas, has been a commercial airline pilot since 1985. He started flying at the age of 10 and had logged more than 34,500 flight hours, according to his LinkedIn page. In a recent interview with Vintage Aviation News posted on YouTube, Hutain described aviation as a “lifelong obsession” passed down from his father, a bomber pilot in World War II. He described having to use pillows to boost him up in the seat of tdhe first airplane he learned to fly. “It’s near and dear to my heart,” Hutain said. “I’ve always been a pilot.” Armin Mizani, the mayor of Keller, Texas, said Barker was a retired pilot who lived in Keller, a town of 50,000, where many of the 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. Rowe, a member of the Ohio Wing Civil Air Patrol, was a crew chief on the B-17, his brother-in-law Andy Keller told The Associated Press on Sunday. Rowe, of Hilliard, Ohio, did air shows several times a year because he fell in love with WWII aircraft, Keller said. Root, also from Keller, was a pilot and manager for the Gulf Coast Wing of the Commemorative Air Force who worked over the last year as a contract commercial pilot for various companies, according to his LinkedIn page. The National Transportation Safety Board is investigating the collision, including why both aircraft were flying at the same altitude and in the same air space, NTSB member Michael Graham said. Graham said investigators are analyzing radar and video footage to pinpoint the exact location of collision. He said most of debris from the crash was scattered on the airport property and will be carefully examined, along with audio recordings from the air traffic control tower, pilot training records and aircraft maintenance records. Neither aircraft was equipped with a flight-data recorder or a cockpit voice recorder, separate devices referred to collectively as the black boxes, and neither were required to have those devices, Graham said. Although rain was hampering the collection of pieces of the B-17 bomber, Graham said Monday that an electronic flight display from the B-17 and a GPS navigational unit from the fighter, both damaged in the crash, will be sent to an NTSB laboratory to see if data can be recovered. “Data that these types of units may have ... would be things like GPS location, possible altitudes of the aircraft and the air speeds of the aircraft,” Graham said during a news conference. He said it’s also possible the NTSB would consider recommending vintage aircraft like those involved in Saturday’s crash, have flight data recorders on board. 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. Investigators will examine the wreckage from both aircraft, conduct interviews of crews present at the air show and obtain pilot training and aircraft maintenance records. “We’ll look at everything that we can and we’ll let the evidence basically lead us to the appropriate conclusions. At this point, we will not speculate” on the cause, Graham said. A preliminary report from the NTSB is expected in four to six weeks, while a final report will take up to 18 months to complete. The B-17, a cornerstone of U.S. air power during World War II, is an immense four-engine bomber that was 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. https://www.yahoo.com/news/ntsb-investigating-vintage-military-aircraft-222514721.html Experts: Dallas air show crash may lead to more safety rules While the cause of a deadly collision between two vintage military aircraft at a Dallas air show to commemorate Veterans Day remains unknown, experts said Monday that the accident will likely renew discussion over whether additional safety rules are needed for such events. Safety recommendations made following aircraft accidents at similar events have focused on protecting spectators, pilot medical fitness and aircraft maintenance. “The (Federal Aviation Administration) has tightened airshow requirements. This will certainly raise the debate again,” said Steven Wallace, former director of the FAA's office of accident investigations. On Monday, officials identified the six men killed Saturday when a World War II-era bomber and a fighter plane collided and crashed in a ball of flames at the Commemorative Air Force Wings Over Dallas show. All six were experienced aviators with years of flight training, including as current and retired airline pilots and retired military pilots. The National Transportation Safety Board is leading the investigation into why the aircraft were flying at the same altitude and in the same air space, NTSB member Michael Graham said. The Commemorative Air Force, which put on the show, identified the victims as: Terry Barker, Craig Hutain, Kevin “K5” Michels, Dan Ragan, Leonard “Len” Root, and Curt Rowe. All of the men were volunteers, but each had gone through a strict process of logging hours and training flights and were vetted carefully, Hank Coates, the CEO of Commemorative Air Force said at a weekend news conference. Officials have not publicly identified which of them were piloting the aircrafts. Hutain, of Montgomery, Texas, had been a commercial airline pilot since 1985. He started flying at the age of 10 and had logged more than 34,500 flight hours, according to his LinkedIn page. In a recent interview with Vintage Aviation News posted on YouTube, Hutain described aviation as a “lifelong obsession" passed down from his father, a bomber pilot in World War II. Barker was a retired pilot who had worked for American Airlines and lived in Keller, Texas. He was an Army veteran who flew helicopters during his military service. Rowe, a member of the Ohio Wing Civil Air Patrol, was a crew chief on the B-17, his brother-in-law Andy Keller told The Associated Press on Sunday. Rowe, of Hilliard, Ohio, participated in air shows several times a year because he loved WWII aircraft, Keller said. Root, also from Keller, was a pilot and manager for the Gulf Coast Wing of the Commemorative Air Force who worked as a contract commercial pilot, according to his LinkedIn page. There were no reports of injuries on the ground and that can probably be attributed to a “very careful evaluation over the decades” by the NTSB and FAA to protect spectators, said former NTSB investigator and safety author Alan Diehl. Jeff Guzzetti, a pilot who spent more than 30 years investigating aircraft accidents for the NTSB and FAA, said while much of the regulatory focus over the decades has been on protecting spectators, other recommendations have led to incremental, cumulative safety improvements in emergency response, pilot medical fitness and aircraft maintenance at air shows. John Cudahy, president of the International Council of Air Shows, a trade group that sets air show standards, said his group and others don’t typically get many recommendations from the FAA or the NTSB following such accidents because they don’t tend to result from systemic or procedural problems, or gross negligence. “When they do make a recommendation, we listen very attentively. We are very collaborative,” Cudahy said. Guzzetti said he doesn’t believe there has been “any systemic degradation of safety with these air shows.” While the ages of those who died Saturday was not immediately known, James E. Hall, who was NTSB chairman from 1994 to 2001, said the age of the pilots is an issue that must be reviewed. The planes need more scrutiny, too, “because like the crews in these situations, the aircraft are much older.” Graham said investigators are analyzing radar and video footage to pinpoint the exact location of the collision. Debris will be carefully examined, along with audio recordings from the air traffic control tower, pilot training records and aircraft maintenance records, he said. Neither aircraft was equipped with a flight-data recorder or a cockpit voice recorder, separate devices referred to collectively as the black boxes, and neither were required to have those devices, Graham said. Although rain was hampering the collection of pieces of the B-17 bomber, Graham said Monday an electronic flight display from the B-17 and a GPS navigational unit from the fighter, both damaged, will be sent to an NTSB laboratory to see if data can be recovered. He said it’s also possible the NTSB could recommend vintage aircraft install flight data recorders. 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 at the Dallas show has had other crashes in its more than 60-year history. A preliminary report from the NTSB is expected in four to six weeks, and a final report will take up to 18 months to complete. The B-17, a cornerstone of U.S. air power during World War II, is an immense four-engine bomber that was 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. https://www.yahoo.com/news/experts-dallas-air-show-crash-154438524.html EASA Proposes Heli Crash-resistant Fuel Systems Installation of a crash-resistant fuel system (CRFS) into in-production helicopters and retrofit into existing rotorcraft operated in member states is being proposed by EASA. The objective of the notice of proposed amendment (NPA) is to mitigate the risks linked to post-crash fires involving rotorcraft. EASA is considering several options, all of which apply to small and large helicopters. One option would require installation of CRFSs starting in 2025 in new-production EU-registered rotorcraft and retrofit installations starting in 2030 for operating models certified on or after 1978. Another option would retain the 2025 date for newly manufactured rotorcraft, but would apply by 2030 to all operating models regardless of type certification date. Under a third option, retrofit installations of CFRSs to the existing fleet of rotorcraft by 2030 would apply only to models with five or more seats. A final option would ensure that the remaining—and, subsequently, the entire—fleet would be compliant with the CRFS requirements by 2038. EASA estimates there are 1,763 operators with only one rotorcraft, of which 605 have at least one rotorcraft in their fleet that is not compliant with CRFS requirements. Comments on the proposal are due by Feb. 13, 2023. https://www.ainonline.com/aviation-news/business-aviation/2022-11-14/easa-proposes-heli-crash-resistant-fuel-systems FedEx dumps 40 flights, grounds aircraft as shipping demand wanes • CFO says trans-Pac capacity cuts won’t be reversed, aging MD-10s to exit fleet FedEx is scaling back the number of flights it operates and putting aircraft in temporary storage to offset falling revenue from sinking e-commerce demand sinks following a pandemic boom. The express delivery giant in October eliminated eight to nine daily international flight frequencies and about 23 domestic frequencies to help achieve $2.2 billion to $2.7 billion in accelerated savings after announcing a steep drop in quarterly earnings, CFO Mike Lentz said Tuesday at the Baird Global Industrial Conference. The bulk of the savings will come from the Express division. The integrated express delivery provider plans to chop eight to nine more domestic frequencies this month and is temporarily parking aircraft because fewer are needed, he added. The plan is to structurally lower costs by $4 billion starting in fiscal year 2025, with the air network a strong candidate for more streamlining. FedEx (NYSE: FDX) is also consolidating its Ground network. And on Saturday, FedEx confirmed it is enacting driver furloughs in its less-than-truckload arm, FedEx Freight. The planes being parked are mostly older aircraft with low ownership costs. Not flying them defers the next major maintenance event, saving money, Lentz said. “It’s an operationally and financially flexible way to manage capacity.” The speed at which consumer spending shifted from goods to services caught the company by surprise. “Unquestionably, the commencement and the speed and depth of that shift was beyond what we had certainly anticipated,” Lentz explained. “That’s why we have been taking down trans-Pacific flights.” FedEx expected demand for premium shipping service to revert from pandemic highs, when consumers fueled by government stimulus programs spent on home goods while social distancing, but not until the second half of 2024, said Lentz. As COVID travel barriers in Asia come down, Lentz said FedEx will take advantage of increased belly capacity on trans-Pacific passenger service to move deferred shipments, which are the primary casualty of FedEx’s freighter pullback. FedEx’s finance chief said the cuts in trans-Pacific capacity will be permanent. “We were up to 16 flights across the Pacific, that was the plan. There’s no scenario where we envision coming back to that level of trans-Pacific flying, even if you were to see a shift. Every downturn begets an upturn, but even in that circumstance we wouldn’t go back to that level of flying,” Lentz said. FedEx will retire its oldest three-engine widebody aircraft, the MD-10s, at the end of the calendar year, months earlier than originally planned, and the MD-11s will be terminated next. One network strategy Lentz said the downturn in demand and explosion in e-commerce, which now represents nearly 100% of parcel market growth, illustrate the importance of the Network 2.0 initiative launched over the summer to improve productivity by harmonizing independent express, ground and truck networks. But the change won’t happen overnight and has to be done carefully because the units have different systems and assets, and deploy people differently, the CFO said. An express parcel or a container from an Express airplane can’t simply be injected into a Ground station, and straight trucks can’t easily go into an Express facility. “We will spend some cap ex there to get the facilities cross-utilized” within the broader plan of reducing annual expenditures by up to 1.5%. “We have to be thoughtful about sequencing it and be thoughtful that it’s a network and we just can’t singularly make one piece of it work while the rest of it operates another way,” he said. https://www.freightwaves.com/news/fedex-dumps-40-flights-grounds-aircraft-as-shipping-demand-wanes Aircraft Lessor BOC Aviation Sues 16 Insurers Over Claims for Jets Stuck in Russia BOC Aviation Ltd. has begun legal action in pursuit of claims against 16 insurers over aircraft the lessor owns that are stuck in Russia, an Irish High Court filing shows. The insurers named in the proceedings, which the filing shows were issued on Nov.3, include Lloyd’s of London Ltd., AIG Inc., Chubb Ltd. and Swiss Re AG. Lloyd’s and Swiss Re declined to comment and AIG and Chubb did not immediately respond to requests for comment on BOC’s legal move, which did not include details on the size of the lessor’s claim. Carlyle Aviation Sues Insurers Over Seized Planes Leased to Russian Airlines Leasing firms have begun pursuing claims over huge losses since losing control of more than 400 leased planes worth almost $10 billion after Western countries sanctioned Russia over its February invasion of Ukraine and Moscow blocked the jets from leaving. Singapore-based BOC recognized an $804 million asset write-down in August relating to the 17 aircraft it owns that remain in Russia, saying it was unlikely to be able to recover the jets “in the foreseeable future, if ever.” BOC said in August that it had filed insurance claims to recover the losses and would vigorously pursue them. Its Chief Executive Robert Martin told analysts in August that the proceedings “will keep lawyers busy for many years” and may require a complete rethinking of aviation insurance. Dublin-based AerCap Holdings, the world’s biggest aircraft lessor, in June filed a $3.5 billion lawsuit at London’s High Court over its insurance claim for more than 100 seized planes, the largest claim by any lessor related to the conflict. Other major lessors including Avolon and Dubai Aerospace Enterprise (DAE) have also begun proceedings. https://www.insurancejournal.com/news/international/2022/11/14/695009.htm Alaska Airlines one of first US Airlines to use virtual reality in pilot training • As airlines try to combat the countrywide pilot shortage, Alaska Airlines is unrolling new technology to help train pilots on their Boeing 737's. SEATTLE — New technology has been implemented at Alaska Airlines' Flight Operations Training Center. A pilot's basic training typically goes from learning in a classroom to half simulations, then graduating to a full simulation before getting into a real plane. Now, virtual reality (VR) is being introduced in the first part of textbook training. "It's helping give them exposure to things we typically wouldn't see early in training which makes them more successful in the latter stages of training," said Jeff Severns who is the Managing Director of Flight Operations Training for Alaska Airlines. Students like Scott Wathey who is a new hire First Officer for Alaska Airlines used the virtual reality goggles for the first time today. "It's like your alarm clock in the morning, you know exactly where the snooze button is and this helps our muscle memory to know exactly where that switch is," said Wathey. Prior to the VR technology, pilots would study using flat posters that they'd tape to their walls. It would be an adjustment getting used to the lights and levers in a simulator. "When you start your first simulator sessions, we don't need to spend four hours trying to figure out where the switches are. You can step in on day one, minute one and know exactly where things are," said First Officer for Alaska Airlines, Shawn Thumma. Alaska Airlines has had the technology for about a year and they've implemented it in the last six months. Thumma helped design the program. "We spent a lot of time customizing this to Alaska's actual airplanes. So every switch and every light is our aircraft," Thumma said. This comes at a time when the airline is increasing their hiring process. Now producing 600 new pilots a year while another 300 Airbus pilots learn how to fly a Boeing-737. "I really see a bright future for virtual reality and just helping enhance our training program and what we do," said Steverns. An important step to help staff planes and increase capacity for the consumer. Alaska Airlines is one of the first US airlines to use this VR technology. They believe it's so successful, it will soon be standard use. https://www.king5.com/article/tech/alaska-airlines-use-virtual-reality-pilot-training/281-3cb512f2-6539-41af-8d17-addbdaa9d31d Jet Engine Installed on NASA’s X-59 NASA’s quiet supersonic X-59 now has the engine that will power it in flight. The installation of the F414-GE-100 engine took place at Lockheed Martin’s Skunk Works facility in Palmdale, California, earlier this month, marking a major milestone as the X-59 approaches the completion of its assembly. The 13-foot-long engine from General Electric Aviation packs 22,000 pounds of propulsion energy and will power the X-59 as it flies at speeds up to Mach 1.4 and altitudes around 55,000 feet. “The engine installation is the culmination of years of design and planning by the NASA, Lockheed Martin, and General Electric Aviation teams,” said Ray Castner, NASA’s propulsion performance lead for the X-59. “I am both impressed with and proud of this combined team that’s spent the past few months developing the key procedures, which allowed for a smooth installation.” The X-59 team will follow the aircraft’s assembly with a series of ground tests and ultimately, first flight in 2023. NASA’s X-59 is the centerpiece of the agency’s Quesst mission. The aircraft is designed to reduce the sound of sonic booms, which occur when an aircraft flies at supersonic speeds, to a quiet sonic “thump.” This will be demonstrated when NASA flies the X-59 over communities around the U.S. starting in 2025, with the goal of providing the data necessary to open the future to commercial supersonic flight over land, greatly reducing flight times. https://www.nasa.gov/feature/jet-engine-installed-on-nasa-s-x-59 KC-46 tanker’s boom issue will prevent A-10 refueling for years Supply chain problems have delayed an effort to redesign the KC-46 tanker’s refueling boom, keeping the plane years away from being able to gas up the entire Air Force inventory. Engineers are redesigning the fuel pipe to be more flexible so it can properly connect to the A-10C Thunderbolt II attack plane, the last military aircraft that remains off-limits to the Pegasus. The Air Force discovered the issue over four years ago. “Pilots of receiver aircraft reported that the boom is too stiff during the part of the process when the receiver plane moves forward into the fuel transfer zone,” Defense News reported in 2018. Air Force says KC-46 can refuel planes around the world — except one Boeing received a contract worth up to $55.5 million to redesign the boom in 2019. But the effort to fix it has slowed. Moog, a subcontractor to KC-46 builder Boeing, is having trouble finding an actuator — the component that puts a machine into motion — that complies with military regulations, the Air Force said. The service believes it will take at least three years for Boeing to start installing new hardware that resolves the “stiff boom” problem. “The program is working to get a compliant actuator … for testing and will publish a new [boom redesign project] schedule as quickly as possible,” Air Mobility Command spokesperson Capt. Natasha Mosquera recently told Air Force Times. KC-46 tanker's boom breaks, dents plane while refueling fighter jet Officials hope to wrap up flight tests in late 2023 and begin replacing parts fleet-wide in late 2025. But the service is also looking for ways to speed up that schedule. The Air Force is already trying to make up for lost time amid myriad design woes. In September, the military approved the KC-46 to fly daily missions around the world, including in combat zones. That decision accounted for several outstanding problems that the boom redesign aims to fix. Air Mobility Command boss Gen. Mike Minihan said he remains confident in the tanker’s abilities and the workarounds in place to keep airmen and jets safe. Taking the Pegasus off the bench helps meet the military’s constant demand for fuel and allows the service to continue retiring older KC-135 Stratotankers and KC-10 Extenders. KC-46 tanker test puts fuel boom operator, not copilot, in cockpit For now, though, the A-10 will keep gassing up at older tankers. “The A-10 … remains too thrust-limited to overcome the stiff boom issue,” Mosquera said. Even as a solution is in the works, the A-10′s future remains murky. Congress has repeatedly rejected the Air Force’s requests to retire its gun-toting “Warthog” attack planes, a mainstay of America’s wars in recent decades. The service argues that the 1970s-era aircraft would likely be too vulnerable and obsolete in future conflicts with advanced surface-to-air missiles. The Air Force has again asked to scrap 21 of its 260 A-10s in fiscal 2023. Lawmakers have yet to pass the annual defense spending and policy bills that would decide the outcome. If the actuator project goes according to plan, a new boom could be ready for installation around the same time as an improved version of the tanker’s remote vision system. The RVS is a network of cameras, sensors and screens that lets airmen see the aircraft they need to refuel. Boeing reports $33 billion loss as defense programs drag Boeing is working to resolve the software glitches and fuzzy displays that obscure a boom operator’s view. Air Force officials hope the new system will be available around October 2025. “RVS 2.0 is experiencing delays due to subcontractor development timelines and airworthiness certification,” Mosquera said. “There is currently no delay due to any specific technical issues.” Another major design deficiency, which caused the KC-46 boom to disconnect as a receiving aircraft slowed down, was corrected last year, she added. Boeing must cover the cost of nearly $7 billion in multiple needed design repairs that have accumulated so far, about $2 billion more than the Air Force paid for the planes. The service plans to buy at least 179 KC-46 airframes for $4.9 billion and has received 62 so far. Japan and Israel will receive four apiece as well. https://www.yahoo.com/news/kc-46-tanker-boom-issue-205715827.html Airbus, Qatar Airways clash over regulators, email haul at London hearing LONDON (Reuters) -Airbus and Qatar Airways skirmished on Friday over relations with aviation watchdogs and a deluge of confidential documents as legal claims over grounded jets hit $2 billion. Stay ahead of the market Filling a large courtroom in the London High Court, the latest procedural hearing in a high-stakes contractual and safety dispute laboured over the intricate details of "shared drives" and "search terms" as each side looked for a smoking gun showing cosy relations with regulators. "A short-cut ought to be taken," Judge David Waksman said after sometimes testy arguments about how to handle more than 100,000 documents that may hold the key to a possible trial next year in which the reputations of major players are at stake. The hearing comes after Reuters reported on Thursday that French and Qatari leaders discussed the dispute in December 2021. Qatar Airways is suing Airbus over damage to the painted surface and underlying anti-lightning system of A350 jets, which has prompted Qatar's Civil Aviation Authority (QCAA) to ground 29 of the planes over its concerns of a potential safety risk. Backed by European regulators, the world's largest planemaker acknowledges quality flaws in part of the worldwide A350 fleet but maintains its premier long-haul jet is safe. Qatar Airways said Airbus had sought to exert influence over the European Union Aviation Safety Agency (EASA) by providing the agency with a "Line to Take" document. Public relations experts say this kind of document covers talking points for answering media queries and high-level conversations. "Airbus sought to, and appears to have succeeded, in exerting its influence over EASA," the airline told the court. An Airbus spokesperson said it had followed all relevant procedures including its decision to inform EASA of its position, "which is entirely proper and normal". A spokesperson for EASA said the European agency had "coordinated with Airbus to a limited extent only to ensure technical accuracy" of its own "Line To Take". REGULATOR TIES The sharing of talking points emerged in Airbus emails supplied to the airline as part of a discovery process. Airbus argued that while "casually hint(ing) at collusion" between the planemaker and EASA, Qatar Airways had provided very little information in the discovery process on its own contacts with the QCAA. Instead of providing an analysis of alternative wide-body jets, for example, the airline had handed over photographs of toilets, Airbus said in a written argument. Although an apparently mundane detail, industry sources say toilets are a key part of premium product comparisons. Airbus said Qatar Airways "may have wrongfully colluded or conspired" with its regulator to ground planes and improve its commercial position, a charge the airline denies. The groundings have triggered penalty claims of $200,000 per aircraft per day. Airbus says the groundings are invalid. Allegations of coordination could determine how far each side has to go in providing internal documents in the case, which has already led to the disclosure of unprecedented detail involving the functioning of the $150 billion jet industry. Claiming Airbus tried to enlist EASA's support, Qatar produced an Airbus email summarising a call between Chief Technical Officer Sabine Klauke and EASA's boss in July 2021. "I just had Patrick Ky on the phone....Patrick was fully committed to call his QCAA counterpart and see with him how they would help them to justify putting the aircraft back in the air," Klauke told colleagues. An EASA spokesperson said the aim was purely to explain EASA's position and offer technical support to the QCAA, which has declined requests for comment during the dispute. The independence of regulators worldwide has been under intense scrutiny following a safety crisis over the 737 MAX which triggered widespread concerns over close ties between the U.S. Federal Aviation Administration (FAA) and planemaker Boeing. Court documents revealed U.S. involvement for the first time in the Airbus-Qatar dispute, after Airbus briefed the FAA in December 2021. An Airbus engineering executive wrote in an email the briefing had been "well received" with no specific concerns. An FAA spokesperson said: "We’re aware of the issue and are in contact with EASA, which certifies Airbus aircraft." The two sides also sparred over two A350s that Airbus said Qatar continued to fly after apparently repainting them. Qatar Airways said the planes had only needed minor paint touch-ups unlike those grounded by it regulator. https://www.yahoo.com/finance/news/regulators-focus-airbus-qatar-airways-062504087.html Boeing wants U.S. FAA to approve paint fix for 787 wing peeling WASHINGTON/PARIS (Reuters) -Boeing Co said on Monday that operators of its 787 Dreamliner jetliners have experienced paint peeling issues on wing and horizontal stabilizer surfaces due to ultraviolet radiation exposure, and asked U.S. regulators to approve its plan to address the issue. The announcement is the most recent evidence of exterior problems on the latest carbon-composite jets as Europe's Airbus faces a $2 billion London court battle with Qatar Airways over the deteriorating surface of its competing A350. Airbus argues it is a generic but harmless problem stemming from the way paint and carbon interact, while Qatar Airways, which operates both competing types, blames a deeper A350 defect potentially weakening lightning protection on those jets alone. Both manufacturers insist the lightweight models are safe. Until now, Boeing's interim fix has involved repeated use of "speed tape" over affected areas. That led some passengers to post photos online of 787 wings with tape and raise concerns. Now, Boeing wants the Federal Aviation Administration (FAA) to approve its plan to incorporate a layer of ultraviolet- blocking black topcoat between the primer and the white topcoat. Stay ahead of the market "Even though the use of speed tape has no effect on the safety of the airplane, the public could perceive an unsafe condition when seeing tape on the wing surfaces," Boeing told the FAA in a regulatory filing made public on Monday. Boeing said in its filing that the "petition will address a fleet significant maintenance issue that is creating a public perception of an unsafe condition as well as creating the potential for significant airplane downtime." Boeing said in its filing the fix was needed in part because the "paint peeling issue requires the operators to repaint the wing and horizontal stabilizer at a much higher frequency." The company said in a statement to Reuters it had asked the FAA to approve the proposed change to "eliminate the paint adhesion issue experienced on some 787s. We understand the importance of a pristine appearance for our products to both our customers and the flying public." Boeing has also asked the FAA for approval of other design changes, including adding cap seals over the nuts of certain 787 wing skin fasteners because certain combinations could lead to ignition sources in the fuel tank.The FAA, which said on Monday it would carefully review Boeing's petition, in August approved the first 787 for delivery since 2021. Boeing halted deliveries in May 2021 after the FAA raised concerns about its proposed inspection method. Boeing shares closed down 2.2% at $173.55 on Monday. While Boeing says its problems come from UV light, the Airbus-Qatar court case focuses on conditions within the multi-layered exterior, though both sides have very different interpretations. Airbus declined to comment on the 787 paint news. Qatar Airways did not immediately respond to a request to comment. https://www.yahoo.com/finance/news/boeing-wants-u-faa-approve-194738268.html NASA clears Artemis 1 moon rocket for Nov. 16 launch despite storm damage CAPE CANAVERAL, Fla. - NASA's Artemis 1 moon mission will once again attempt to launch after all. Mission managers met on Monday (Nov. 14) to discuss the flight readiness of the Artemis 1's Space Launch System (SLS) rocket and Orion spacecraft following slight damage caused by Hurricane Nicole, which was swiftly downgraded to a tropical storm after making landfall, on Thursday (Nov. 10). Despite the fact that a band of insulating caulking on Orion was damaged by high winds during the storm's landfall, Mike Sarafin, Artemis mission manager at NASA headquarters in Washington, said "there's no change in our plan to attempt to launch on the 16th" during a media teleconference today (Nov. 14). "The unanimous recommendation for the team was that we were in a good position to go ahead and proceed with the launch countdown," added Jeremy Parsons, deputy manager of NASA's Exploration Ground Systems program at Kennedy Space Center (KSC) in Florida. If all goes according to plan during additional preflight checks and the cryogenic fueling process on Tuesday (Nov. 15), the Artemis 1 mission will launch from Launch Pad 39B at 1:04 a.m. EST (0604 GMT) on Nov. 16. You can watch the countdown, fueling and launch of Artemis 1 live online here on Space.com courtesy of NASA. One of the main areas of concerns was a strip of insulating caulking known as RTV which is designed to smooth out a slight gap in the exterior of the Orion spacecraft. High winds during Hurricane Nicole stripped a 10-foot (3-meter) section of RTV off of Orion. After discovering the damage, there were concerns that the missing caulking could create unwanted airflow that could lead to excess heating during launch and flight. After reviewing the issue and performing multiple analyses, Artemis 1 mission managers feel that the vehicle is still flightworthy. "We looked across the entire vehicle stack from the Orion spacecraft all the way down to the base of the stack and we agreed that the risk is bounded by current hazards and hazard reports that we have out there," Sarafin told reporters. "That said, if we have an issue that occurs that would cause us to meet one of our no-go criteria, it may not be our day," Sarafin added. Still, Parsons added that despite there still being a chance of mission managers discovering issues that would prevent a launch attempt on Wednesday (Nov. 16), there is a great deal to be proud of in terms of how the Artemis 1 teams have persevered thus far through the mission's many setbacks. "And I will tell you, the team is firing on all cylinders at this point, and so I just can't be more proud of them. Because I think if you were to ask me a couple of weeks ago, would we go through a storm like Hurricane Nicole and then be able to turn around and have cleared the vehicle and be in good shape, I would have said hey, chances are probably low. But this team has really just been firing on all cylinders," Parsons said. Artemis 1 will see an uncrewed Orion spacecraft launch atop the SLS vehicle into lunar orbit. The mission is intended to lay the groundwork for future Artemis missions that will see humankind return to the moon with the eventual goal of establishing a sustainable human presence there. Artemis 2 will see a human crew placed into orbit around the moon no earlier than 2023, while Artemis 3, scheduled for 2024 or 2025, will see astronauts leave bootprints on the lunar surface once again. https://www.space.com/nasa-clears-artemis-1-moon-rocket-for-launch 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. To all ISASI members, ISASI NEEDS YOUR HELP!!! You should have received your dues notice for 2023 and many of you have already provided us with payment. Thank you for your continued support. Unfortunately, Covid has hurt many organizations and individuals financially and, as a result, our membership numbers have dipped to an “unprecedented” low. This impacts ISASI’s ability to operate effectively moving forward. As your President it is my belief that we can turn that trend around and rebound in 2023. To enable this turn-around I am announcing an ISASI Membership Drive. I am sure that many of you have colleagues who are not currently ISASI members but would benefit greatly by being so. I am asking that you take a moment to reach out to encourage them to sign up. Think of the possibilities if we could each get one more person to join. I would also ask that you check if the organization you work for is a current (paid) member – if so thank them. If your organization is not a current member, we would welcome their support and participation and ask that you encourage their involvement. Please feel to send me any contact information if you would like me to contact the appropriate person. New membership application information is found on the ISASI website: International Society of Air Safety Investigators - ISASI Thanking you in advance for your assistance. Barbara 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