Flight Safety Information - December 9, 2022 No. 237 In This Issue : Incident: Lufthansa B748 at Chicago on Dec 4th 2022, pressurization problems : Incident: Transat A321N at Faro on Dec 7th 2022, returned twice due to engine problems : Incident: American B772 at New York on Dec 7th 2022, bird strike : CAAi to review the Kyrgyz Republic’s State Safety Programme : Airlines are lobbying for a change to federal regulations that could put one pilot in the cockpit : Pilots faulted for crash of F-16 CM in Louisiana : Congressman Cohen Introduces Bill to Reform Federal Aircraft Emergency Evacuation Standards : Airline passenger with box cutter who caused flight to be diverted has been indicted : Airbus to modify A321XLR fuselage as per FAA request : GAMA Welcomes New Memberships : Aviation could use up to 20% of world's hydrogen supply by 2050 for decarbonisation : TSB spotlights key aviation safety issues, says regulatory surveillance needs improvement : Airlines Call On Governments To Release $6 Billion In Trapped Revenues : Starlink Aviation takes flight with first private airline : Wide-body aircraft demand could recover in 2023/2024: Airbus CEO : Positions Available: Flight Operations Quality Assurance Analyst Incident: Lufthansa B748 at Chicago on Dec 4th 2022, pressurization problems A Lufthansa Boeing 747-8, registration D-ABYD performing flight LH-431 from Chicago O'Hare,IL (USA) to Frankfurt/Main (Germany), was climbing out of Chicago cleared to climb to 15000 feet when the crew stopped the climb at 12000 feet and descended back to 10,000 feet due to problems with the cabin pressurization. After about 20 minutes the aircraft continued the climb but stopped again at FL250 continuing in the general direction of their planned route to Frankfurt. About 50 minutes after stopping the climb at FL250 the crew decided to turn around and return to Chicago. The aircraft descended to FL200 and dumped fuel and subsequently landed on Chicago's runway 28C about 3:45 hours after departure. A passenger reported other passengers reported having trouble with their ears. Oxygen masks were not released. The flight was cancelled and the passengers were rebooked onto other flights the following day. The aircraft remained on the ground for about 21 hours, then positioned back to Frankfurt and is still on the ground in Frankfurt about 60 hours after landing back in Frankfurt. https://avherald.com/h?article=502155e1&opt=0 Incident: Transat A321N at Faro on Dec 7th 2022, returned twice due to engine problems An Air Transat Airbus A321-200N, registration C-GOIF performing flight TS-233 from Faro (Portugal) to Toronto,ON (Canada) with 148 people on board, was climbing out of Faro when the crew stopped the climb at FL240 due to problems with one of the engines (PW1133G). The aircraft returned to Faro for a safe landing on runway 10 about 90 minutes after departure. The aircraft remained on the ground for about 2:15 hours, departed again but again needed to stop the climb at FL220 and return to Faro for a safe landing about 50 minutes after departure. The aircraft is still on the ground about 27 hours after second landing back. https://avherald.com/h?article=50214f89&opt=0 Incident: American B772 at New York on Dec 7th 2022, bird strike An American Airlines Boeing 777-200, registration N755AN performing flight AA-974 (dep Dec 6th) from Rio de Janeiro Galeao,RJ (Brazil) to New York JFK,NY (USA), was on final approach to JFK's runway 22L when a bird impacted the aircraft. The aircraft continued for a safe landing. The FAA reported: "ON FINAL APPROACH AIRCRAFT REPORT A BIRD STRIKE DURING POSTFLIGHT INSPECTION REPORTED MAJOR DAMAGE TO THE RADOME". The aircraft remained on the ground for about 14 hours before returning to service. https://avherald.com/h?article=50214d1f&opt=0 CAAi to review the Kyrgyz Republic’s State Safety Programme Bishkek, Kyrgyz Republic. 9th December 2022 – The Ministry of Transport and Communications of the Kyrgyz Republic has entered into an agreement with the CAA International (CAAi) to review and update the country’s State Safety Programme (SSP) per ICAO Standards and Recommended Practices. The project commenced this week with an on-site visit by CAAi Technical Advisors. Funded by the World Bank’s International Development Association, the project forms part of the Kyrgyz Republic’s goal to develop and grow the country’s aviation sector. Over the coming months, CAAi Technical Advisors will work with their Kyrgyz Republic counterparts to review, update, and implement a revised ICAO-compliant State Safety Programme. The SSP will need to meet the specific conditions of the civil aviation system in the Kyrgyz Republic. The project will conclude with training for inspectorate of State Civil Aviation Agency (SCAA) staff and industry personnel responsible for safety compliance. The training will include theoretical and practical courses to support the application of the revised State Safety Programme, covering the implementation of safety performance indicators, safety performance targets, safety risk assessments, and hazard identification plans, among others. By the end of the project, the Ministry of Transport and Communications plan to demonstrate greater levels of safety oversight in the Kyrgyz Republic, and in conjunction with other safety programmes, help the country grow its international air transport network. Speaking after the project kick-off meeting in Bishkek, Rob Erskine, Head of International Operations at CAAi, said: “We are delighted to work with the State Civil Aviation Agency of Kyrgyz Republic to enhance its State Safety Programme. As one of the first aviation regulators to implement an SSP in 2009, the UK has gained valuable insight and know-how that will benefit the Kyrgyz Republic during the development of its SSP. As we’ve seen in the UK, combining prescriptive and performance-based oversight, a modernised SSP will help the Kyrgyz Republic use safety data to get ahead of safety risks and act before incidents occur. It will be an invaluable asset for effective safety management.” Oserov Ibragim, Head of the Project Implementation Group of the World Bank, Ministry of Transport and Communication of the Kyrgyz Republic, added: "On behalf of the Ministry of Transport and Communications of the Kyrgyz Republic, we are pleased to welcome CAAi to the Kyrgyz Republic and wish you success in implementing the assignment essential for the aviation sector of the Kyrgyz Republic. I do believe that all tasks and goals defined will be achieved." Timur Askarov, Deputy Director of the State Civil Aviation Agency, the Projects’ beneficiary and accountable to the Cabinet of Ministers of the Kyrgyz Republic, commented: “We are glad to welcome CAAi to Kyrgyzstan. By combining our efforts and the experience of CAAi, together we will be able to revise and improve the State Flight Safety Program of our country and the level of flight safety in Kyrgyzstan. I hope that as a result of our fruitful cooperation within the framework of the CARs-3 project, we will be able to create a reliable and sustainable system of aviation safety regulation in the country, which will contribute to further increasing the level of compliance with ICAO standards and recommended practices, the development of the civil aviation industry in Kyrgyzstan, as well as expanding the capabilities of domestic air carriers in the international air transportation market.” ICAO Annex 19 requires each State to establish and maintain a State Safety Programme – an integrated set of regulations and activities aimed at improving safety – that is uniquely developed to reflect the size and complexity of a state’s aviation system. The SSP is a key platform that allows a State to apply safety management principles throughout its regulated entities, allowing safety oversight authorities and service providers to interact and resolve safety concerns more effectively. The project commenced in December 2022 and is expected to complete in the first half of 2023. About Us CAA International (CAAi) is the technical cooperation arm of the UK Civil Aviation Authority. CAAi provides regulatory advice, training, capacity building programmes and examination services to aviation regulators and industry organisations across the globe. Drawing on world-leading expertise from within the UK regulator, CAAi helps organisations design and implement regulatory best practice to comply with international regulatory standards. Last year, CAAi trained over 2,500 aviation professionals and worked in over 60 countries. Twitter: @CAAi_UK LinkedIn: https://www.linkedin.com/company/caa-international Facebook: https://www.facebook.com/CAAiUK/ Web: https://caainternational.com Media Contact Stuart Coates Senior Manager - International Marketing and Communications E. stuart.coates@caa.co.uk T. +44 (0)330 138 2226 CAA International Limited Part of the UK Civil Aviation Authority Aviation House, Beehive Ring Road, Crawley, West Sussex, RH6 0YR United Kingdom For all inquiries, please contact us at: stuart.coates@caainternational.com www.caainternational.com Airlines are lobbying for a change to federal regulations that could put one pilot in the cockpit In the airline business, there are two cost factors the airlines can never control: fuel and labor. And as technology improves — and pilot salaries increase — there's been a controversial move lately by the industry to try to amend what's known as part 121 of the Federal Aviation Regulations. That's the federal air regulation that requires air carriers to have two pilots in the cockpit at all times. The airlines have been quietly lobbying that the single-pilot approach would quickly solve the staffing problem caused by the pilot shortage and that technology has vastly improved to allow for safe operation of a single-pilot flight. There's language in a new bill now introduced in Congress — the Federal Aviation Administration reauthorization bill — asking the Federal Aviation Administration to reconsider part 121 and to allow the use of a single pilot operation, first in cargo aircraft. Not surprisingly, airline pilots are loudly protesting this idea, claiming that it would diminish a safety discipline and culture that has been responsible for the safest 25 years in commercial aviation in the history of aviation. Pilots unions argue it's all about the airlines saving money and could compromise safety. But many recent examples tend to confirm the unions' argument, including a 2015 crash in Europe. A co-pilot of a Germanwings flight locked the pilot out of the cockpit and deliberately crashed the plane, killing himself and 149 other people, giving credence to the ongoing argument that in an airborne crisis you need two pilots working in concert to save the aircraft — as was the case in the "Miracle on the Hudson," when pilots Chesley "Sully" Sullenberger and Jeffrey Skiles successfully ditched a U.S. Airways flight in New York's Hudson River after the plane hit a flock Canada geese on takeoff and subsequently lost power. All 150 passengers as well as the crew were successfully rescued. And most recently, an incident about 10 days ago occurred on an American Eagle flight from Chicago to Columbus. Shortly after takeoff, the pilot became incapacitated. The co-pilot was able to regain the controls, declare an emergency, turn the plane around and make a safe emergency landing back in O'Hare, and the pilot died later at a hospital. Had there not been a two-person crew in the cockpit, the story would have had a tragic ending. In any case, more than 40 countries have appealed to an international aviation agency to revise standards globally to give airlines the option for a one-person cockpit crew, so the fight is just getting started. https://www.cbsnews.com/news/one-pilot-in-cockpit-staffing-shortage-faa-part-121/ Pilots faulted for crash of F-16 CM in Louisiana LANGLEY AIR FORCE BASE, Va. — Air Combat Command released an accident investigation board report recently regarding an F-16CM crash that occurred March 23, 2022, in Beauregard Parish, Louisiana. The pilot, who was assigned to the Oklahoma Air National Guard’s 138th Fighter Wing, safely ejected and sustained minor injuries. The aircraft, valued at approximately $26.95 million, was destroyed upon impact. The mishap occurred during an Aerospace Control Alert launch training mission, when the two-ship formation flight was conducting intercept and air-to-air refueling training. While conducting this training, the flight lead directed the formation to conduct an unplanned intercept of a general aviation aircraft, with the training objective being to accomplish a low/slow visual identification intercept in order to acquire the aircraft’s tail number. The pilot and flight lead conducted the intercept of the general aviation aircraft together. The flight lead collected the first five digits of the aircraft’s tail number, but was unable to collect the sixth, and then split off from the formation. The pilot continued the intercept and collected the final digit of the aircraft’s tail number, then started to climb up and away from the general aviation aircraft. In a low-speed and low-altitude environment, while in close proximity to the general aviation aircraft, the pilot inadvertently selected the Digital Backup switch instead of retracting the trailing edge flaps. The two switches are shaped the same and located next to each other on the flight control panel. This selection caused the aircraft to shudder, which while normal, was unanticipated by the pilot and led him to believe it was an uncommanded aircraft response. The pilot then ejected. The AIB president found that the cause of the mishap was the pilot’s ejection from the aircraft following his incorrect assessment that the aircraft had departed controlled flight. The pilot inadvertently placed the Digital Backup switch to “Backup,” resulting in an incorrect assessment that the aircraft had departed controlled flight and a misperceived inability to recover the aircraft before initiating ejection. The Board President also found two substantially contributing factors to the mishap, lack of flight leadership and lack of flight discipline, in the flight lead’s and pilot’s violation of various training rules. https://www.enidnews.com/news/vas_outside_the_gate/pilots-faulted-for-crash-of-f-16-cm-in-louisiana/article_927142c2-75d3-11ed-861f-bff7fa067888.html Congressman Cohen Introduces Bill to Reform Federal Aircraft Emergency Evacuation Standards WASHINGTON -- As the holiday season continues and millions of Americans are set to board crowded flights in the next few weeks, Congressman Steve Cohen (TN-09), a senior member of the Transportation and Infrastructure Subcommittee on Aviation, today introduced the Emergency Vacating of Aircraft Cabin (EVAC) Act to ensure the Federal Aviation Administration (FAA) does more to prioritize passenger safety by appropriately considering seat size, carry-on baggage, people with disabilities, seniors and children in its emergency evacuation standards. The FAA’s current standards require that passengers be able to evacuate aircraft within 90 seconds, but recent simulation tests failed to adequately take into account whether a flight is full or mostly empty, has passengers with mobility issues or many other real-life conditions that Americans deal with every time they fly. U.S. Senator and pilot Tammy Duckworth (D-IL) and U.S. Senator Tammy Baldwin (D-WI) plan to introduce an identical measure in the Senate. “I have long held doubts that the 90-second evacuation standard can be met in most instances, which is why I previously introduced and passed the Seat Egress in Air Travel (SEAT) Act to require the FAA to establish minimum standards for seat sizes and distances between rows of seats in order to ensure passengers can safely evacuate,” said Congressman Cohen. “The EVAC Act will ensure the FAA’s emergency evacuation standards address the needs of all members of the flying public, including those with disabilities.” “Imagine being on a crowded flight when the worst-case scenario happens: the crew tells you that you have 90 seconds to evacuate—but how can more than 150 passengers sandwiched into crowded rows actually safely evacuate in less time than it takes to brush your teeth?” said Senator Duckworth. “The flying public deserves better. That’s why Senator Baldwin and I are introducing the Emergency Vacating of Aircraft Cabins (EVAC) Act to require the FAA to finally establish evacuation standards that consider not just seat size, pitch and configuration, but other real-life conditions like the presence of carry-on bags and passengers of different heights, weights, ages and abilities. We must act to make flying as safe as we know it can be—and as safe as Americans deserve.” “As we enter a busy holiday season, travelers should have the peace of mind that evacuation and safety protocols have taken all passengers into account,” said Senator Baldwin. “The FAA has a responsibility to ensure they meet their own safety requirements under realistic conditions, especially for children, senior citizens and passengers with disabilities.” Recent FAA simulations to determine the impact of smaller seat size and smaller seat pitch on passengers’ ability to safely evacuate within 90 seconds were limited to test subjects who were all adults under age 60. Additionally, according to CBS News, the tests did not include the presence of obstacles like carry-on baggage that could slow down an evacuation, and were conducted in groups of just 60, while Boeing 737 MAX 8 seating capacity, for instance, ranges from 162 to 178. Then-FAA Administrator Steve Dickson even conceded the tests “provide useful, but not necessarily definitive information…” The EVAC Act would direct the FAA to issue a rule establishing evacuation standards that take into account certain real-life conditions including: • Passengers of different ages, including young children and senior citizens • Passengers of different heights and weights • Passengers with disabilities • Passengers who do not speak English • Passengers who cannot speak, are non-vocal or non-verbal • Presence of carry-on luggage and personal items like purses, backpacks and briefcases • Seat size and pitch • Seat configuration, location, and other obstacles in pathway to exit “Cheers to Senator Duckworth, Senator Baldwin, and Rep. Cohen for introducing the EVAC Act to direct the FAA to establish evacuation standards that reflect the current realities of cabin environment including cabin density, carry-on bags, charging cords, and challenges for passengers with disabilities,” said Sara Nelson, president of the Association of Flight Attendants-CWA, representing 50,000 Flight Attendants at 19 airlines. “In order to save lives, Flight Attendants are charged with evacuating passengers in 90 seconds during an emergency. We are concerned that current regulations for certification of the aircraft cabin don't reflect our real world conditions. We don't need the first test on this to be an active emergency. Let's get real now! That's what Senator Duckworth is making possible with this legislation.” “As professional pilots, safety will always be our highest priority, and we strongly support the common-sense recommendation that the FAA reevaluate transport-category aircraft evacuation standards,” said Allied Pilots Association President Capt. Ed Sicher. “The realities of commercial air travel today — including widely differing passenger ages and physical abilities, language barriers, seat pods blocking access across aisles, and ever-shrinking seat size and pitch — all come into play when an evacuation becomes necessary. We applaud Senator Duckworth, Senator Baldwin, and Representative Cohen for taking the lead on this critical safety issue.” This legislation is supported by a broad coalition: the Association of Flight Attendants-CWA, Association of Professional Flight Attendants (APFA), Transport Workers Union of America (TWU), Allied Pilots Association (APA), Captain Chesley “Sully” Sullenberger, FlyersRights.org, American Association of Retired Persons (AARP), American Academy of Pediatrics (AAP), National League of Cities, Paralyzed Veterans of America, National Association of the Deaf, Judith Heumann, World Institute on Disability, Autism Society of America, Autistic Self Advocacy Network (ASAN), American Foundation for the Blind, Disability Rights Education & Defense Fund (DREDF), Muscular Dystrophy Association, All Wheels Up, Amputee Coalition, Christopher & Dana Reeve Foundation, United Spinal Association, ALS Association, Access Ready and American Council of the Blind. https://cohen.house.gov/media-center/press-releases/congressman-cohen-introduces-bill-reform-federal-aircraft-emergency Airline passenger with box cutter who caused flight to be diverted has been indicted ATLANTA - William Allen Liebisch has been charged with interfering with the duties of a flight crew after he brought a box cutter aboard a Fronter Airlines flight and told a fellow passenger that he wanted to stab someone, which required the pilot to make an emergency landing in Atlanta. “People have the right to travel in peace and free from fear of their fellow passengers,” said U.S. Attorney Ryan K. Buchanan. “Passengers who disrupt flights with threats of violence will quickly learn that they will be answering for their conduct in federal court.” “The FBI is committed to doing its part to prevent violence, intimidation, and threats of violence that endanger passenger and flight crew safety on commercial flights”, said Keri Farley, Special Agent in Charge of FBI Atlanta. “Hopefully this indictment proves that the federal government takes all threats on aircrafts seriously and violators who disrupt travel will be prosecuted to the fullest extent of the law.” “Unruly passenger behavior is unsafe and disruptive to the traveling public, as well as the flight crew,” said Todd Damiani, Special Agent-In-Charge, U.S. Department of Transportation Office of Inspector General, Southern Region. “We will continue to work with our law enforcement partners to pursue and hold accountable those who choose to engage in such reckless activity while aboard commercial aircraft.” According to U.S. Attorney Buchanan, the indictment, and other information presented in court: On November 11, 2022, Liebisch was a passenger aboard a Frontier Airlines flight from Cincinnati, Ohio, to Tampa, Florida. He passed through the Transportation Security Administration (TSA) security checkpoint in the Cincinnati airport, where TSA officers found a box cutter in his possession but mistakenly believed that they had rendered it inoperable by removing its blade. Once the flight had taken off, Liebisch inserted a spare blade that was stored in the handle of the box cutter. A passenger saw Liebisch use the box cutter to clean his nails. Another passenger reported to two flight attendants that Liebisch said that he was going to stab someone. Because there were no law enforcement officers on the flight, one attendant asked two male passengers to assist. One passenger stood in the back nearby while the other took the seat of the passenger who made the report to the flight attendants. Both men and a flight attendant tried to keep Liebisch calm and under control for the remainder of the flight. While this was happening, the captain made an emergency landing at the nearest airport, which was Hartsfield-Jackson Atlanta International Airport. Once the plane landed, the passengers were instructed to deplane immediately and to leave their belongings on the plane. Atlanta Police Department (APD) officers were at the gate but did not get on the plane to avoid antagonizing Liebisch, who was in the rear of the plane with the two male passengers. As the last passengers deplaned, Liebisch charged toward a flight attendant at the front of the plane while holding his box cutter. One of the passengers tackled him from behind, and APD officers rushed on the plane to subdue Liebisch. He stopped resisting as soon as they said they would use a taser on him if he did not comply. A subsequent search of his carry-on bag uncovered a second box cutter. After Liebisch’s arrest, the plane was not able to continue its trip to Tampa until the following morning. William Allen Liebisch, 42, of Cincinnati, Ohio, has been charged with interfering with the duties of a flight crew, and carrying a weapon aboard an airplane. The magistrate court ordered him to remain in custody pending trial. Members of the public are reminded that the indictment only contains charges. The defendant is presumed innocent of the charges, and it will be the government’s burden to prove the defendant’s guilt beyond a reasonable doubt at trial. This case is being investigated by the Federal Bureau of Investigation and the U.S. Department of Transportation Office of Inspector General. Assistant U.S. Attorney Paul R. Jones is prosecuting the case. For further information please contact the U.S. Attorney’s Public Affairs Office at USAGAN.PressEmails@usdoj.gov or (404) 581-6016. The Internet address for the U.S. Attorney’s Office for the Northern District of Georgia is http://www.justice.gov/usao-ndga. https://www.justice.gov/usao-ndga/pr/airline-passenger-box-cutter-who-caused-flight-be-diverted-has-been-indicted Airbus to modify A321XLR fuselage as per FAA request The Federal Aviation Administration (FAA) has approved design requirements for certain Airbus A321XLR aircraft parts addressing safety concerns related to the model’s Rear Center Tank (RCT). According to the FAA document seen by Reuters on December 8, 2022, the US aviation regulator will require Airbus to make some A321XLR fuselage modifications. Since the RTC tank is located at the lower fuselage area, which partially replaces the rear cargo compartment in comparison to older generation planes, the FAA said Airbus will need to lower half of the fuselage near the longitudinal RCT area. The area should be made fire-resistant, diminishing potential safety risks to passengers, according to the document. The change is necessary “to establish a level of safety equivalent to that established by the existing airworthiness standards,” the FAA was cited as saying. However, industry sources ponder whether the design changes will hinder the A321XLR range since the improvements to the fire safety design around the tank will potentially add more weight. What is special about the A321XLR? The A321XLR narrow-body jet, which was officially launched during the Paris Air Show in 2019, is planned to fly as far as 4,700 nautical miles (8,700 kilometers), making it cheaper for its operators to offer longer flights when compared to the operating cost of larger twin-aisle aircraft. The unique range is enabled by a permanent RCT, which can hold 12,900 liters of fuel. The RTC design solution allows the A321XLR to fly longer routes connecting destinations like New York (JFK) and Rome (FCO), Tokyo (HND) and Sydney (SYD) or Houston (IAH) and Santiago (SCL) without a refueling stop. According to Airbus, the jet burns 30% less fuel per seat in comparison to the previous-generation aircraft. Designers also equipped the aircraft with a strengthened landing gear and an optimized wing trailing-edge flap to increase take-off performance, according to Airbus. When will the A321XLR enter commercial service? It was estimated that the A321XLR would enter service in 2021 or 2022. However, it did not happen due to disruptions in supply chains caused by the COVID-19 pandemic. The aircraft conducted its first flight in June 2022. The date of entry to commercial service was moved to late 2023, but the manufacturer delayed the event even further, citing regulatory issues. Now the European plane maker expects plane deliveries to start in 2024. https://www.aerotime.aero/articles/32883-airbus-to-modify-a321xlr-fuselage-as-per-faa-request GAMA Welcomes New Memberships The General Aviation Manufacturers Association (GAMA) announced the additions of MD Helicopters as a Member; Archer, Overair and Volocopter as Associate Members, and Odys Aviation as an Associate Member EPIC. MD Helicopters is headquartered in Mesa, Arizona, and was founded in 1947. They manufacture high-performance rotorcraft solutions that support operators flying military, commercial, law enforcement, utility and VIP mission profiles. MD Helicopters has a rich history of designing and building aircraft known for their safety, versatility, responsiveness, speed and reliability. Archer is designing and developing electric vertical takeoff and landing aircraft for use in urban air mobility networks. Archer’s mission is to unlock the skies, freeing everyone to reimagine how they move and spend time. Archer's team is based in Santa Clara, California. Archer joined GAMA in 2021 as an Associate Member EPIC and has elected to elevate their membership to an Associate Member. Overair is an advanced air mobility company headquartered in Santa Ana, California. Founded in 2020 as spinoff of Karem Aircraft, Overair is developing its electric vertical takeoff and landing (eVTOL) aircraft, Butterfly, using decades of proprietary VTOL technology developed for military use cases. These innovations give Butterfly critical power reserves using today’s commercially available battery cells, which translate into advances in safety and a superior experience for riders and communities. Overair (as Karem Aircraft) joined GAMA in 2018 as an Associate Member EPIC and has elected to elevate their membership to an Associate Member. Volocopter was founded in 2011 and is headquartered in Bruchsal, Germany. Its family of eVTOL aircraft will offer passengers (VoloCity and VoloRegion) and goods (VoloDrone) swift, secure, and emission-free connections to their destinations, supported by VoloIQ, the UAM ecosystem’s software platform that serves as its digital backbone for safe and efficient operations. Volocopter joined GAMA in 2018 as an Associate Member EPIC and has elected to elevate their membership to an Associate Member. Odys Aviation was established in 2019 and is headquartered in Long Beach, California. Odys Aviation is dedicated to building the future of regional air travel. Odys Aviation develops and builds vertical takeoff and landing aircraft for the world's busiest travel corridors. Using hybrid-electric technology, they are forging the next step in commercial aviation, cutting travel times in half while significantly reducing the industry's carbon footprint. https://www.aviationpros.com/education-training/trade-associations-events/press-release/21289399/general-aviation-manufacturers-association-gama-gama-welcomes-new-memberships Aviation could use up to 20% of world's hydrogen supply by 2050 for decarbonisation • Plane makers and engine manufacturers have invested about $4.5 billion in R&D related to the use of hydrogen for aircraft • Hemant Mistry of Iata says governments must consider the aviation sector's needs in plans for the use of hydrogen and renewable energy. The global aviation industry could use 15 per cent to 20 per cent of the world's projected hydrogen supply of 600 million tonnes by 2050 for the production of sustainable aviation fuels (SAFs) and to power new aircraft, according to the International Air Transport Association (Iata). The industry is projected to use about 100 mega tonnes of hydrogen for the production of SAF and 20 mega tonnes for hydrogen-powered aircraft, if they enter into service by 2035, as airlines pursue their goal of net zero emissions by the middle of the century, Hemant Mistry, Iata's director of energy transition, said in Geneva. "The scale-up of hydrogen to address aviation requirements will be necessary, but when we consider the use of hydrogen for aircraft propulsion only, it is only 3 per cent of the forecast global supply by 2050," Mr Mistry said. "Aviation must be considered in different country plans for hydrogen and renewables scale-up." Hydrogen is one of several competing technologies that could help the aviation industry achieve its goal of becoming net zero by 2050. Last month, the UK-based Rolls Royce said it completed a successful trial of a jet engine powered by hydrogen fuel. The ground test used green hydrogen created by wind and tidal power. Last week, European plane maker Airbus said it is developing afuel-cell engine as part of wider plans for a hydrogen-powered aircraft that is scheduled to enter service by 2035. While hydrogen has three times the energy density offered by jet fuel, it requires 4.5 times as much volume for storage in liquid form, which has to be below minus-250°C. This presents new difficulties and opportunities for the decarbonisation of aviation, Mr Mistry said. Refuelling the aircraft will be challenging and different from refilling conventional aircraft, he said. On the other hand, the wings can be lighter and thinner with better aerodynamics because the fuel will not be stored in the wing as it is at present. Society's role in energy transition - Business Extra The use of hydrogen in aviation could accelerate with the expected introduction of small retrofitted aircraft seating 19 to 50 passengers by 2030, Mr Mistry said. After 2035, Airbus plans to bring a clean-sheet hydrogen-powered aircraft, which could start scaling up the requirements for the fuel. Major plane makers and engine manufacturers worldwide have invested about $4.5 billion in research and development related to the use of hydrogen for aircraft, according to Iata. The trade body identified 15 airlines that have expressed interest in hydrogen, either by investing in technology companies, or by signing agreements with developers, or even trying to solve some challenges, Mr Mistry said. Iata also tracked 15 airports in different stages of development, with some already using hydrogen for non-aircraft uses, some conducted feasibility studies and others have hydrogen deployment plans with hydrogen providers and aircraft manufacturers. Iata forecasts a "sharp reduction" in the cost of hydrogen production after the maturity and increase in green hydrogen facilities and after the cost of renewable energy production drops, Mr Mistry said. SAF 'tipping point' SAF, which Iata sees as the most significant contributor to reaching the net zero goal, requires a major boost in production from the current miniscule levels. SAF production will reach at least 300 million litres in 2022 — a 200 per cent increase on 2021 production levels of 100 million litres, according to Iata. Its more optimistic calculations estimate total production in 2022 could reach 450 million litres. However, SAF's production will be only 0.1 per cent of total jet fuel output globally this year, up from 0.04 per cent last year, Iata said. "Airlines used every last drop of available SAF, even at very high prices, so what we need urgently is continued production ramp-up," Mr Mistry said. Iata identified a "tipping point" for SAF production, a target of 24 million tonnes (30 billion litres), towards reaching its goals. Starting from the low baseline of SAF in 2021, production needs to scale up by 4,500 times to reach the industry's 2050 ambition — but if the 2030 tipping point is reached, the industry has two decades to scale up SAF use 15-fold, a more manageable target, according to Mr Mistry. The trade body called on governments to incentivise the production of SAF and take into account the needs of the aviation industry. Green financing Airlines will require financing to support their energy transition, such as investing in more efficient aircraft and the purchase of SAF. To access finance, the airlines must show financial institutions their ESG (environmental, social and governance) metrics in a reliable and transparent way so that lenders can make appropriate decisions. But the current sustainability reporting data requirements are highly "fragmented", said Emi Mima, Iata's manager of sustainable finance. Iata is working on an ESG Metrics Guidance for airlines to help them on sustainability disclosures, increase trust with lenders and ensure access to green financing, Ms Mima said. The trade body expects to publish the report on its website by the beginning of 2023, she added. Higher airfares owing to energy transition Iata's director general, Willie Walsh, said that airfares will increase as the industry moves to achieve its goal of net zero by 2050. Passengers faced higher ticket prices this year as airlines passed on the higher prices of conventional jet fuel to customers. "You cannot expect an industry making on average $1 profit per customer to absorb the increases we’ve seen," Mr Walsh said. "Going forward, as we see increases in carbon costs ... there has to be an impact on ticket prices as the industry transitions to net zero. The airlines cannot absorb increased costs." https://www.thenationalnews.com/business/aviation/2022/12/09/aviation-could-use-up-to-20-of-worlds-hydrogen-supply-by-2050-for-decarbonisation-iata/ TSB spotlights key aviation safety issues, says regulatory surveillance needs improvement On Feb. 2, 2019, the leader of a snowplow convoy working at Montreal-Trudeau International Airport proceeded onto Runway 24L, despite acknowledging previous instructions from air traffic control (ATC) to avoid that runway. At the same time, a Bombardier CRJ-200 was inbound from Chicago, on final approach to Runway 24L. As the snowplows proceeded to roll onto the active runway, ATC advised the pilots to initiate a go-around when their aircraft was a few hundred feet above the ground. The CRJ-200 circled the airport and landed safety after the maintenance vehicles had cleared the runway. While no one was hurt in this incident, it’s an all-too-common occurrence at Canadian airports. In fact, the Transportation Safety Board of Canada (TSB) says the rate of runway incursions has nearly doubled in the last 12 years, corresponding to an annual increase of 5.9 percent per year. That’s why runway incursions – where an aircraft or vehicle mistakenly occupies an active runway – have remained on the TSB’s list of key aviation safety issues since 2010. In fact, its most recent Watchlist 2022 was released on Oct. 26 and contains five key areas of focus for the aviation industry, ranked in no particular order: runway incursions, runway overruns, fatigue management, regulatory surveillance, and safety management. “Two issues are aviation specific – the risk of runway incursions and runway overruns,” explained TSB chair Kathy Fox. “Then, there are three multi-modal issues: fatigue management, safety management, and regulatory surveillance.” While very few runway incursions carry a severe risk of collision, it only takes one to have a disastrous outcome. “We’ve seen lots of work done by Nav Canada, airports, air operators, etc., to implement administrative procedures, including changes to phraseology, procedures, and the designation of airport hot spots,” Fox told Skies. “We also did an investigation in Toronto, looking at incursions in the south complex where there are two parallel runways just 1,000 feet apart. We’ve seen a high number of incursions in that area.” Fox explained that many of those incidents involve U.S. regional jets and said they are the result of a combination of factors, including lack of familiarity with Pearson airport’s two parallel runways that are connected by a taxiway. As well, regional jets are smaller – pilots don’t sit as high and may not see the hold short line. Plus, they are usually engaged in post-landing checklists and may not realize they are crossing over an active runway. To reduce the risk, the TSB is advocating for additional technological improvements. “Right now, the last defense in a serious runway incursion is a pilot seeing it, or the controller intervenes and provides a warning to an aircraft or a vehicle,” said Fox. “But if that doesn’t happen, there is technology that exists in other countries that can provide a direct-to-pilot warning of a pending incursion.” In the U.S., Runway Status Lights turn a different color to warn aircraft or vehicles if a runway is not safe. Currently, the automated system is in place at 20 American airports. “Another is something similar to TCAS (traffic collision avoidance systems) where right now, aircraft are equipped with warning systems to advise them of aircraft flying near them. Something like that using transponders on vehicles, or ADS-B, etc., could be adapted to alert the crew. It would only be required at busy airports.” Runway overruns occur when aircraft cannot stop in time and proceed past the end of the runway during a landing or rejected takeoff. A prime example occurred in August 2005, when an Air France Airbus A340 skidded off the end of Runway 24L at Toronto Pearson, coming to a stop in a nearby ravine. Following that event, the TSB made several recommendations. One of them was that all Canadian Code 4 runways that are at least 1,800 metres (5,905 feet) long should have a 300-m (984-ft) runway end safety area (RESA) – or an equivalent means of stopping an aircraft. “What Transport Canada settled on is moving to the 150-m (492-ft) ICAO standard RESA for all runways over 1,200 m (3,937 ft), with at least 325,000 passengers on an annual basis,” said Fox. “So, they are moving to the ICAO standard, but not the recommended practice. We feel that’s a good move, but it doesn’t go far enough.” She pointed to a 2018 incident, when a Boeing 747 cargo aircraft landing at Halifax could not stop in time and travelled 270 m (885 ft) past the end of the runway, stopping 50 m (164 ft) of a public highway. In this case, the ICAO standard would not have been enough. The most recent runway overrun in Canada occurred just days ago at the Region of Waterloo International Airport (YKF). On Nov. 25, 2022, a Flair Airlines 737-800 was inbound from Vancouver (YVR) and skidded off the end of Runway 08/26 after landing. The incident is currently under investigation by the TSB. The safety board has said that airport operators should conduct their own risk analysis in accordance with their safety management system (SMS) to assess and mitigate any hazards at the end of their runways. “What more can be done even if they meet the standard? Montreal, Ottawa, and Vancouver have implemented 300-m RESAs. We’d like to see Transport Canada require other airports (with Code 4 runways) to also conduct a risk analysis using their SMS.” As for the three multi-modal safety issues on the TSB’s 2022 Watchlist – fatigue management, safety management, and regulatory surveillance – Fox said there are still concerns. “New fatigue regulations are in place for 705 operators and will apply to 704 and 703 (in December). At the end of the day, since we started doing this in the early ’90s, there have been 38 air investigations where fatigue was identified as a factor. We want to see companies managing fatigue effectively. We’ll have to see how the new regulations play out and we’ll have to evaluate them in future investigations.” As for safety management and regulatory surveillance, Fox acknowledged that Transport Canada has taken several positive steps since the TSB issued safety recommendations following the crash of an Ornge medical helicopter in Moosonee, Ontario, in May 2013. “Several of those recommendations dealt with SMS, recommending that Transport require all commercial operators to have an SMS and tailor their oversight to be commensurate with an operator’s ability to manage their operation,” she explained. “They have done a lot of work in those areas since then, escalating oversight of operators who may face more challenges with being compliant.” When it comes to regulatory surveillance and enforcement, Transport Canada plays a crucial role by ensuring that operators and groups are following the rules. “But what we’ve seen is that, sometimes, Transport Canada hasn’t been effective at identifying operators who aren’t compliant with the regs or aren’t managing the safety of their operations,” said Fox. “They haven’t intervened in a timely fashion. Then there’s an accident and we have identified that the issues were known to Transport Canada, but they hadn’t intervened in a more timely way.” She said that operators are ultimately responsible for complying with regulations – but if they can’t, or don’t, then regulatory enforcement is the last remaining defense. While the top aviation safety issues have remained on the TSB’s Watchlist for years, Fox remains hopeful. “We issued our previous list during the pandemic, when all transportation sectors were slowed down, particularly aviation. Not a lot of progress was made and it’s true that these issues are the toughest of the tough – some date back to our original list in 2010. Any actions they do take need time to work their way through the system.” Accordingly, she said the TSB is moving to a triennial publication schedule for its Watchlist, with the next one due out in 2025. “All of these issues are important,” concluded Fox. “Safety management and an operator’s ability to manage and identify hazards is really what underpins everything. All commercial operators have to be not just compliant, but look carefully at the hazards they have in their operation. Seek out reports of close calls and near misses from your staff and correct them – and if that isn’t happening, the regulator needs to step in and take action sooner before an accident occurs. That’s why these issues are on our Watchlist.” https://skiesmag.com/news/tsb-spotlights-key-aviation-safety-issues-regulatory-surveillance-needs-improvement/ Airlines Call On Governments To Release $6 Billion In Trapped Revenues The world’s trade body for airlines, the International Air Transport Association (IATA), has said that close to $6 billion of its members’ assets are currently trapped in more than 27 countries and territories around the world. According to the organisation, the figure has risen by $395 million in the past six months alone. It has called on governments to lift the barriers which are currently preventing airlines from repatriating the revenues they earn from sales of passenger tickets, cargo space and other activities. The issue previously hit the headlines in early November, when Dubai-based Emirates – one of the world’s largest international airlines – again suspended flights to and from Nigeria due to the amount of trapped funds there. The carrier had only resumed its services to the country in September, after some funds had been released. IATA director general Willie Walsh has warned that more airlines could pull out of some countries if the situation did not start to improve. “Preventing airlines from repatriating funds may appear to be an easy way to shore up depleted treasuries, but ultimately the local economy will pay a high price,” he said. “No business can sustain providing service if they cannot get paid and this is no different for airlines.” The worst offender is Venezuela, where some $3.8 billion of airline funds are currently blocked, a figure which has been building up for many years. The government in Caracas implemented currency controls in 2003, which required airlines to seek official approval to move funds out of the country. By 2013, the value of requests started to outpace approvals. There was just one approval in 2015 and the last time any repatriation of funds was authorized was in early 2016, according to IATA. Close to $2 billion is trapped in other parts of the world, with the most problematic countries spread across Africa, Asia and the Middle East. Around $551 million in revenues are currently blocked in Nigeria, while a further $225 million of funds are trapped in Pakistan and $208 million in Bangladesh. There are also significant problems for airlines in Lebanon and Algeria, where $144 million and $140 million respectively are blocked. IATA said the Nigerian authorities has been talking to airlines to find ways to resolve the situation there – which began in March 2020 when demand for foreign currency in the country started to outstrip supply and the country’s banks were not able to service currency repatriations. Getting worse not better The situation has got far worse over the past year. In August 2021, IATA said that, excluding Venezuela, around $1 billion of airline revenues were blocked in around 20 countries. At the time, the worst offender was Bangladesh, where just over $146 million was being held. It was followed by Lebanon ($175.5 million in trapped funds), Nigeria ($143.8 million) and Zimbabwe ($142.7 million). Most of the problems are in the Middle East and Africa – these regions accounted for 16 of the 23 countries listed by IATA in September for blocking funds. Elsewhere in the world, airlines have also experienced difficulties in repatriating funds from Russia and Ukraine this year – a consequence of the international sanctions imposed on Moscow followings its invasion of its neighbor in February. https://www.forbes.com/sites/dominicdudley/2022/12/09/airlines-call-on-governments-to-release-6-billion-in-trapped-revenues/?sh=227dcce81731 Starlink Aviation takes flight with first private airline You can now get internet service on an airplane using Starlink…if you fly private. Today, SpaceX took to Twitter to announce that Starlink Aviation, the company’s satellite internet service for airplanes, took its first flights with JSX, a private airline company. SpaceX originally announced the new Starlink Aviation service back in November. On its webpage, the company says that, even with a plane traveling at hundreds of miles an hour, the service will be able to provide speeds of up to 350 Mbps, theoretically enabling video streaming and even online gaming: Starlink can deliver up to 350 Mbps to each plane, enabling all passengers to access streaming-capable internet at the same time. With latency as low as 20 ms, passengers can engage in activities previously not functional in flight, including video calls, online gaming, virtual private networks and other high data rate activities. The hardware package, which includes the Aero Terminal and is required to install the service, power supply, 2 wireless access points, and harnesses, costs $150,000. While you may think that covers everything you would need to add the service to your private jet, it does not include the cost of installation on the plane. Starlink, however, says that its design “enables installations during minimal downtime and combines well with other routine maintenance checks.” At that time, the company said that the service would officially launch in 2023, so SpaceX seems to have beaten out its own expectations with today’s announcement. The service costs between $12,500-$25,000 per month with a one-time hardware cost of $150,000. Of course, if you are flying private, I imagine that’s of little concern to you. In addition to launching its aviation service, the company also recently announced Starshield, a new satellite internet service aimed at governments. https://bgr.com/tech/starlink-aviation-takes-flight-with-first-private-airline/ Wide-body aircraft demand could recover in 2023/2024: Airbus CEO While demand is still lagging for wide-body aircraft, Airbus Chief Executive Officer (CEO) Guillaume Faury said that he sees positive signs for more demand in the near future. According to Faury, 2023 and 2024 are set to be positive years for twin-aisle aircraft, as reported by Reuters. The manufacturer’s chief executive spoke at an event organized by the Association of Professional Aeronautics and Space Journalists (AJPAE, Association des Journalistes Professionnels de l’Aéronautique et de l’Espace) on December 8, 2022. So far in 2022, Airbus has delivered 80 wide-body aircraft, namely 28 variants of the A330, including the new engine option (neo) and 52 Airbus A350 aircraft. However, its order book for wide-body aircraft was reduced by 71, as cancelations for 75 A330-900neos, five A350-900, and 11 A350-1000s outweighed orders for the mentioned aircraft. The Airbus A350F was the only wide-body aircraft to grow its backlog in 2022. On December 7, 2022, Airbus indicated that it would fail to deliver 700 aircraft during the year, missing its forecasted target. The plane maker still insisted its financial guidance remained as if it were to deliver that number of aircraft, namely achieving adjusted Earnings Before Income and Taxes (EBIT) of €5.5 billion ($5.7 billion) and a Free Cash Flow (before Mergers & Acquisitions (M&A) and Customer Financing) of €4.5 billion ($4.7 billion) in 2022. Airbus indicates it will not reach the 700 aircraft mark in 2022 Despite a temporary travel boom throughout the summer, the current economic environment remains unpredictable for airlines. As such, while carriers are gearing up to ramp up for the next summer – like Lufthansa (LHAB) (LHA) bringing back some of their Airbus A380s in mid 2023 – the demand for new wide-body aircraft remains low. Boeing’s Orders & Deliveries page, where data is valid as of October 31, 2022, shows that Airbus’ main competitor amassed a net of 78 orders for wide bodies, including their cargo variants, such as the 767F or the 777F. https://www.aerotime.aero/articles/32885-airbus-wide-body-recovery-faury-2 Flight Operations Quality Assurance Analyst Indianapolis, IN US ID JR-003892 Category Flight Operations Quality Assurance Analyst Schedule Full time POSITION PURPOSE Processes day-to-day raw data using Flight Operational Quality Assurance (FOQA) and program Ground Data Replay Analysis System (GDRAS). Creates weekly and monthly deliverables in addition to working with Gatekeepers and other members of FOQA and FOQA Management Team (FMT). 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. • Supports the FOQA Program Manager with daily administration of the FOQA efforts to ensure analysis of flight data for improved flight safety. • Oversees data collection process of aircraft fleet in conjunction with Maintenance and Engineering. • Performs data analysis, root cause analysis, and determines corrective actions of digital flight data to determine adverse events for trends in flight and maintenance operations. • Coordinates, develops, verifies and validates aircraft specific event definitions. • Prepares flight operations trending analysis charts and reports. • Compiles and presents FOQA data summaries for use by senior management, regulators, pilots, and union officials. • Performs specialized studies and fulfills special data requests. • Creates safety and FOQA department publications. • Prepares reports, presentations, and statistical data required to keep the FOQA community informed. • Reviews corrective action responses to inspections and internal evaluations findings for adequacy. • Maintains FOQA database, write database queries, program new FOQA events, and manages documentation supporting these functions. • Communicates with other airlines FOQA departments, governmental and academic institutions regarding FOQA. • Performs 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 in aviation, flight technology, engineering, or related area or a combination of education and experience. • Holds Commercial Pilot Certificate • Basic understanding of aircraft systems and/or Part 121 aviation operations. • Previous work experience in quality control, maintenance, operations, safety or a combination of these areas (preferably in 14CFR Part 121 air carrier operations). • Previous experience maintaining and enhancing corporate safety standards and safe operation practices. • Extensive working knowledge of Microsoft Office Programs, including spreadsheet and database applications. • Strong work ethic, ability to work in a fast-paced environment and a positive attitude toward teamwork. PREFERRED EDUCATION and/or EXPERIENCE • At least 3 years related experience. • Additional certifications: Dispatch, Airframe and Powerplant and/or ATP license. • Basic computer programming and statistical methods experience preferred. • Prior experience with Sagem AGS or equivalent GDRAS platforms is preferred. 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 define problems, collect data, establish facts, and draw valid conclusions. Ability to interpret an extensive variety of technical instructions in mathematical or diagram form and deal with several abstract and concrete variables. Proven project management and analytical skills. Ability to handle numerous projects at one time and meet deadlines. Self-motivated and able to work with minimal supervision in support of the Safety Department. 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 DEMANDS The physical demands described here are representative of those that must be met by an associate to successfully perform the essential functions of this job. Able to move about the work environment. Frequently required to stand, walk, sit, talk and hear. WORK ENVIRONMENT The work environment characteristics described here are representative of those an associate encounters while performing the essential functions of this job. Typically not exposed to extreme environmental conditions. TRAVEL REQUIREMENTS Travel up to 10% of the time, including overnight stays. Curt Lewis