Flight Safety Information - December 12, 2022 No. 238 In This Issue : Incident: Transavia France B738 at Djerba on Dec 8th 2022, flaps problem : Incident: American B738 at Washington on Dec 9th 2022, burning smell in cabin : Incident: Europa B738 at Lisbon and Madrid on Dec 9th 2022, flaps problem : Incident: Brussels A320 at Tenerife on Dec 7th 2022, lightning strike : Incident: ANZ A320 at Dunedin on Dec 9th 2022, hydraulic failure : Incident: American A319 near Barranquilla on Dec 2nd 2022, smell of smoke in cabin : Boeing 737-8ZS (WL) - Taxiway Excursion (Russia) : Airplane pilot group on a mission to curb crashes in and out of Aspen : Dozens of passengers stranded on tarmac at Boston's Logan International Airport for hours : Anti-Collision Equipment Needed to Cut Ground Support Damage : Orlando Airport could run out of fuel Sunday night. Here's what travelers should know. : US to send 12 military training aircraft to Vietnam : How Boeing Used An F/A-18 'Hornet' Fighter Jet To Test Active Aeroelastic Wing Technology : ESASI FocusOn… ICAO – NEW DATE – 1 February 2023 : IBAC and Unmanned Safety Institute Launch Auditor RPAS Accreditation Course - Now Open For Enrollment Incident: Transavia France B738 at Djerba on Dec 8th 2022, flaps problem A Transavia France Boeing 737-800, registration F-GZHS performing flight TO-8392 from Paris Orly (France) to Djerba (Tunisia), was on approach to Djerba when the crew received indication of problems with the flaps and entered a hold at 4000 feet. About 20 minutes later the aircraft positioned for an approach to Djerba's runway 27 and landed safely at a higher speed than normal (about 180 knots over ground). The aircraft remained on the ground for about 6 hours then returned to service. The aircraft had suffered the same issue on Dec 4th 2022 already, see Incident: Transavia France B738 at Paris on Dec 4th 2022, flaps problem. https://avherald.com/h?article=50238474&opt=0 Incident: American B738 at Washington on Dec 9th 2022, burning smell in cabin An American Airlines Boeing 737-800, registration N969AN performing flight AA-1787 from Washington National,DC to Orlando,FL (USA) with 178 people on board, was climbing out of National Airport's runway 01 when the crew declared Mayday Mayday reporting the flight attendants reported something burning in the back of the cabin and requested for an immediate approach to Washington Dulles Airport. The aircraft positioned for an approach to runway 01C, the crew advised the flight attendants were reporting a burning smell in the back, something burning, requested emergency services to meet the aircraft on landing and advised they were planning to stop on the runway. The aircraft landed safely on runway 01C about 9 minutes after departure and vacated the runway via a highspeed turn off and stopped to have emergency service check them out. A replacement Boeing 737-800 registration N817NN continued the journey and reached Orlando with a delay of about 9 hours. The occurrence aircraft remained on the ground for about 28 hours before returning to service. https://avherald.com/h?article=5022ef18&opt=0 Incident: Europa B738 at Lisbon and Madrid on Dec 9th 2022, flaps problem An Air Europa Boeing 737-800, registration EC-LUT performing flight UX-1155 from Madrid,SP (Spain) to Lisbon (Portugal), was on final approach to Lisbon's runway 20 when the crew initiated a go around from about 1500 feet MSL due to a problem with the flaps. The aircraft entered a hold at FL070 for about 20 minutes, then climbed to FL200 and returned to Madrid for a safe landing on runway 32L about 85 minutes after the go around and about 2:15 hours after departure. The aircraft remained on the ground for about 25 hours before returning to service. https://avherald.com/h?article=5022e07a&opt=0 Incident: Brussels A320 at Tenerife on Dec 7th 2022, lightning strike A Brussels Airlines Airbus A320-200, registration OO-SNE performing flight SN-3781 from Brussels (Belgium) to Tenerife South,CI (Spain) with 155 people on board, was descending towards Tenerife when the aircraft received a lightning strike. The crew stopped the descent at FL100 and decided to divert to Las Palmas,CI (Spain) where the aircraft landed without further incident about 30 minutes later. The airline reported that following the lightning strike a small hole was discovered. Airbus and the airline decided that the aircraft was permitted to do one more flight, the aircraft should return to Brussels with the passengers. This resulted in discussions with the passengers who argued they were just 15 minutes from their destination and should now return to Brussels for a 4.5 hour flight and the next day fly to Tenerife again. Over these discussions the crew timed out, everybody had to get off the aircraft. As the airline has no services in Las Palmas, hotels or onward travel could not be arranged, the passengers were on their own. The aircraft remained on the ground in Las Palmas for about 17 hours, then positioned back to Brussels. The aircraft is still on the ground in Brussels about 33 hours after landing in Brussels. https://avherald.com/h?article=50221e20&opt=0 Incident: ANZ A320 at Dunedin on Dec 9th 2022, hydraulic failure An ANZ Air New Zealand Airbus A320-200, registration ZK-OAB performing flight NZ-677 from Auckland to Dunedin (New Zealand), was on final approach to Dunedin's runway 21 descending through about 1800 feet MSL when the crew initiated a go around due to a hydraulic failure and decided to divert to Christchurch (New Zealand). The aircraft climbed back to FL250 and landed safely on Christchurch's runway 02 about 50 minutes after the go around. The airline reported emergency services were on standby as a precaution, the passengers disembarked safely and were re-accomodated. https://avherald.com/h?article=50221ace&opt=0 Incident: American A319 near Barranquilla on Dec 2nd 2022, smell of smoke in cabin An American Airlines Airbus A319-100, registration N3014R performing flight AA-1135 from Miami,FL (USA) to Pereira (Colombia), was enroute at FL350 about 100nm west of Barranquilla (Colombia) when the crew reported strong smell of smoke in the cabin and decided to divert to Barranquilla for a safe landing on Barranquilla's runway 05 about 30 minutes after leaving FL350. Colombia's DIACC reported no anomalies were found on the ground. The occurrence was rated an incident and is being investigated by the DIACC. A replacement Airbus A319-100 registration N4032T reached Pereira with a delay of about 28 hours. The occurrence aircraft remained on the ground in Barranquilla for 53 hours before positioning back to Miami. The aircraft remained on the ground in Miami for another 15 hours before returning to service. https://avherald.com/h?article=5021f1dc&opt=0 Boeing 737-8ZS (WL) - Taxiway Excursion (Russia) Date: 10-DEC-2022 Time: 17:17 UTC Type: Boeing 737-8ZS (WL) Owner/operator: S7 Airlines Registration: RA-73664 MSN: 37085/3654 Fatalities: Fatalities: 0 / Occupants: 168 Other fatalities: 0 Aircraft damage: None Location: Moscow-Domodedovo Airport (DME) - Russia Phase: Taxi Nature: Passenger - Scheduled Departure airport: Perm Airport (PEE/USPP) Destination airport: Moskva-Domodedovo Airport (DME/UUDD) Confidence Rating: Information is only available from news, social media or unofficial sources Narrative: S7 Airlines flight S71158, a Boeing 737-8ZS, suffered a taxiway excursion after landing on runway 14R at Moscow-Domodedovo Airport (DME). After landing, the aircraft rolled out of taxiway A9 and became stuck. The aircraft had to be towed to the apron. Weather: wind 110-4, visibility 800, RVR 1900, NGO 120, t=+0, QNH 1008, runway 14R, sleet 4 mm. https://aviation-safety.net/wikibase/302635 Airplane pilot group on a mission to curb crashes in and out of Aspen Pilots will tell you that flying into and out of Aspen can be dangerous and so does the data. “Over the last four decades, there have been over 40 accidents — all involving private, non-airline aircraft — that caused substantial damage or the complete loss of the aircraft in the vicinity of ASE (Aspen-Pitkin County Airport). ASE’s challenges arise from factors like the airport’s altitude, its surrounding mountains, its sloping runway that requires most aircraft to land to the south, and takeoff to the north, wind currents, etc.” That observation was made in the Airport Vision Committee’s “common ground recommendations” adopted by the Board of County Commissioners in December 2020. The recommendations were the fruits of nearly two years of work and public feedback missions led by the vision committee, which, in November, unanimously agreed to the formation of what is called a “flight operations safety task force.” Last week, the Pitkin County commissioners approved the vision committee’s recommendation for a task force, a collection of 12 seasoned pilots with either local connections or local homes, aimed at recommending measures to increase safety and reduce accidents at the Aspen airport. Their emphasis will be on general aviation. “It’s a real opportunity for the local pilot community to help in airport affairs,” Roaring Fork Valley pilot Barry Vaughan, who chairs the task force, told the county commissioners. “Airport politics are convoluted and complex, and the pilot community, often perhaps at least from one perspective, isn’t heard much. And, this is something that shouldn’t be controversial. It’s something everybody can get behind.” Vaughan noted the Federal Aviation Administration’s authority when it comes to regulating airspace, pilot conduct, and licensing, for instance. “What can the local community do?” he asked. The answer, he said, is having the task force’s pilots — by using their connections and resources in the aviation field — craft measures the airport advisory board would first review before advancing to the Board of County Commissioners for its approval, he said. The task force ideally would present its initial measures and suggestions to the advisory board this spring, he said. “These pilots … will not be making any commitments on behalf of the county,” Vaughan explained, “but what they’ll be doing is reaching out to our potential partners in the aviation community and discussing amongst themselves ideas that we can come up with that on a voluntary basis, if pilots get involved, can help make our airspace safer.” The backgrounds of the group’s pilot advisors run the gamut, he told the board. “We’ve got representatives of different echelons of flights levels. We’ve got it all covered,” he said, ticking off the names of Daniel Baker, founder of the aviation tracker called FlightAware; Bruce Gordon and Gary Kraft of locally-based EcoFlight; retired commercial pilot Capt. Brett Detwiler; engineer and private pilot Peter Hutter; Mayo Aviation pilot William Landis; developer and private pilot John McBride; investment adviser and pilot Walter Obermeyer; airline transport pilot Mike Solondz; engineer and private pilot Steve Vance; and Tyson Weihs, who is a commercial pilot and founder of ForeFlight, an app for pilots. “I think it’s good mix of people,” said Commissioner Patti Clapper, adding that, during her career at Aspen Valley Hospital, “I spent too much time dealing with first-hand and meeting with families of victims of incidents at the airport and actually more surrounding our airport. I think this is a great opportunity for us to really look at safety.” This year alone has seen four runway incidents involving private aircraft at Sardy Field that temporarily closed the airport. There were no fatalities or major injuries, but there was property damage. Two of those runway incidents — on Feb. 21 and Aug. 15 — cost county taxpayers $517,546. The airport also is trying to recoup the expenses from the aircraft owners and their insurers. The February crash involved a Hawker 800XP business jet that overran the runway on the north side of the airport, rupturing the aircraft’s fuel tanks that spilled some 1,200 gallons of jet fuel on the ground. The aircraft also was totaled. “A third-party crane and operator was contracted for removal of the aircraft from the runway safety area before the facility could re-open for operations,” according to a supplemental budget request from airport director Dan Bartholomew to the county board. “In addition to the costs incurred for soil remediation and crane services, additional costs were tabulated to account for other resources, including regular and overtime personnel costs for Airport and Public Works staff who responded to the incident.” The August incident was when a Cessna Citation 560 business jet ran off the runway as it was landing, spilling 220 gallons of jet oil and damaging several airfield lights and signs. Much of the oil was washed away by rain, but “mitigation of the contaminated soil required the services of a third-party contractor,” said Bartholomew’s request. “The majority of the costs to the county resulting from this incident — for which reimbursement from the aircraft owner’s insurance is being sought — is for airfield lights and signage, along with the costs to remediate contaminated soils resulting from this incident.” The most recent fatal general aviation accident originating from the Aspen airport — on July 3, 2021 — and was due to pilot error, according to a preliminary investigation report from the National Transportation Safety Board. The final report has not been completed. Two New York residents were killed when one of them, the pilot of a single-engine Beechcraft Bonanza, abandoned the pre-approved instrument flight path and departed under visual rules, crashing the plane near Midway Pass, which is in the Hunter-Fryingpan Wilderness. The plane was about 20 miles outside of Aspen, en route to Iowa, at an elevation of 11,500 feet, when it crashed into a mountainside, the report said. The challenges posed by Aspen-Pitkin County Airport have generated such dubious distinctions as being among WorldAtlas.com’s “America’s 6 Scariest Airports,” which noted the March 2001 tragedy involving a Gulfstream attempting to land in Aspen, crashing into Shale Bluffs. “In 2001, a chartered plane crashed, killing all 18 people aboard. In the wintertime, Aspen, Colorado, sees a large influx of tourists keen to hit the slopes. But, the surrounding mountains demand a steep take-off and approach angle. All pilots flying in and out of Aspen-Pitkin must have special certification to show they are up to the task. In addition, the snowy and windy conditions can wreak havoc,” WorldAtlas.com said. Or, take Fodors, which offered in its November 2021 “World’s 13 Most Dangerous Airport” piece: “Another scary airport in the U.S. is Aspen/Pitkin County Airport (elevation 7,800 feet) in the popular ski town of Aspen. Multiple crashes have happened due to ever-changing wind conditions, low visibility, and mountains on either side. It’s definitely one of the trickiest runways to land in the country.” The ultimate goal of the flight operations safety task force, is to address what its name implies: “Unlike typical business or governmental objectives, the success of this mission would ultimately be measured in the negative, by a reduction in the number of accidents and incidents occurring at KASE and in the associated airspace and in the reduction of the number of concomitant accident/incident reports by the National Transportation Safety Board,” said a memo to the commissioners ahead of last week’s meeting. https://www.aspentimes.com/news/airplane-pilot-group-on-a-mission-to-curb-crashes-in-and-out-of-aspen/ Dozens of passengers stranded on tarmac at Boston's Logan International Airport for hours BOSTON — Dozens of passengers at were stranded for hours on the tarmac at Boston's Logan International Airport Sunday night. Passengers said the lengthy delays were because of issues de-icing planes at the busy airport. More than half a dozen planes carrying hundreds of passengers were waiting on the tarmac at Terminal A for hours into the overnight hours. "We apologize to our customers who were inconvenienced and delayed due to winter weather in Boston. The event combined with deicing delays lead to backups for departing and arriving flights. We are working to recover our operation and resume a normal flight schedule throughout the day," Delta said in a statement Monday morning. One man said he and 100 others on a Delta flight bound for Chicago were on the plane for more than six hours. The troubles didn't stop once off the planes for many travelers. "We were told when we finally got down here that the bags were taken off the plane. There was an overhead announcement and that they were put onto a ramp but not on the carousel, and that was at least an hour ago," said Dan Parlato, a passenger on a plane for more than three hours. https://www.wcvb.com/article/dozens-of-passengers-stranded-on-tarmac-at-bostons-logan-international-airport-for-hours/42213552 Anti-Collision Equipment Needed to Cut Ground Support Damage The International Air Transport Association (IATA) is calling for the widespread deployment of enhanced ground support equipment (GSE) that uses anti-collision technology to improve safety and contain the cost of ground damage involving GSE. Without the transition to enhanced GSE, the yearly bill for aircraft damage occurring during ground handling operations on the apron would double over the next 15 years, to $9.7 billion, according to an analysis by IATA. Speaking during the trade body’s recent global media days in Geneva, Nick Careen, IATA senior v-p of operations, safety, and security, described the transitioning to enhanced GSE as a “no-brainer.” According to IATA, the technology exists and pilot projects with GSE equipped with advanced sensors and auto-navigating systems have shown it improves vehicle control and increases docking accuracy. “We have proven technology that can improve safety,” he said. “And with the cost of ground damage growing across the industry, there is a clear business case supporting early adoption.” IATA based the forecasts on an analysis of the incidence of ground damage with the projection that the number of flights will double between 2022 and 2038 (the number of incidents involving GSE increases in line with the increasing number of flights), and the change in aircraft mix following the introduction of composite materials in the structural elements of new aircraft designs. The minor dents and scrapes that airlines tolerated to a degree in traditional metal-skinned aircraft fleets—as “ramp rash” is typically visible and repairs tend to be relatively easy—are “no longer acceptable” in composite aerospace structures, the study notes. The study noted that this has prompted the need to find a new way of reducing or eliminating ground damage. The analysis of the ground damage cost covers charges directly related to the repair—including labor and material, temporary leasing, logistical expenses, and administrative costs—as well as indirect costs such as lost revenue, crew and passenger repositioning, and compensation for delayed services. Direct costs account for 90 percent of the total ground damage expense. AIRCRAFT DAMAGE FROM GROUND SUPPORT EQUIPMENT The study found that motorized GSE striking the fuselage of the aircraft causes most aircraft ground damage that occurs once the aircraft becomes stationary. With a ground damage rate of 35.4 per 10,000 departures, the ground damage rate for widebody aircraft runs 10 times higher than that of narrowbody aircraft (3.6 per 10,000 departures), but regional jets, turboprop, and narrowbody aircraft are 30 percent more prone to severe ground damage. Wings of regional jets, turboprops, and narrowbody airliners are more susceptible to ground damage than those of widebody aircraft because of their closer proximity to the ground, where GSE operates. Wing damage tends to fall within the severe damage category. The analysis of the total cost of aircraft ground damage by aircraft category indicates that for each widebody flight handled, operators need to set aside $580 for potential ground damage; for narrowbodies, the cost totals $74 per flight, and for regional jets and turboprops $19 per flight. According to the IATA ground damage incident database, belt loaders, cargo loaders, passenger stairs, and passenger boarding bridges (PBB) cause 40 percent of total incidents. The organization estimates that replacing 75 percent of the global fleet of this equipment with enhanced GSE would reduce the expected ground damage cost per turn rate by 42 percent. There is no evidence that indicates that the damage rate runs lower at airlines that perform their own ground handling compared with ground handling outsourced to third parties, Careen told AIN. He cited the need for more research to establish whether the damage rate increases at airports that allow many handlers to operate on the ramp, each with their fleet of ground service equipment. Along with reducing the cost of ground damage, the transition to enhanced GSE will also support the industry’s commitment to achieving net zero CO2 emissions by 2050 as most new equipment is electrically powered, asserted Careen. “While the main focus of aviation’s decarbonization efforts is on how we power aircraft, what happens on the ground cannot be ignored,” he said. “The transition to enhanced GSE will contribute to our industry’s top priorities of safety and sustainability…The challenge now is to put together a roadmap so that all stakeholders are aligned on a transition plan.” https://www.ainonline.com/aviation-news/air-transport/2022-12-12/anti-collision-equipment-needed-cut-ground-support-damage Orlando Airport could run out of fuel Sunday night. Here's what travelers should know. The Federal Aviation Administration is warning pilots that Orlando International Airport (MCO) is running low on fuel, and that could mean hiccups in the days ahead for travelers. In an official notice, the agency said that the airport could continue having supply issues through about 7 p.m. Tuesday, and suggests that airlines should be prepared to operate flights into the airport with enough fuel on board to fly back out. Some carriers are already making adjustments to their operations as a result, and at least one has issued a waiver for travelers heading to or from Orlando. Here's what passengers need to know. Airlines making adjustments In a statement posted to Twitter Sunday morning, Orlando International Airport said the supply issue was the result of weather along the Gulf Coast that prevented ships from transporting fuel for delivery. Airlines have already begun to respond. United Airlines said in a statement that some of its flights will be adding extra stops for refueling. "Because of a shortage of fuel in Orlando that is impacting multiple airlines, we will add planned fuel stops on Sunday and Monday for some flights from Orlando. At this time we expect to operate our full schedule to get our customers to their destinations as planned," a spokesperson for the airline said. British Airways appears to have added a refueling stop in Miami for its service between Orlando and London Gatwick on Sunday night, according to its website. If you're planning to fly to or from Orlando in the next few days, it's a good idea to check with your airline about the status of your flight and keep your eyes open for any alerts about changes to the schedule. https://www.usatoday.com/story/travel/airline-news/2022/12/11/orlando-international-airport-could-run-out-fuel-sunday/10877704002/ US to send 12 military training aircraft to Vietnam An American Air Force brigadier general announced Friday the U.S. will transfer 12 T-6 military training aircraft to Vietnam between 2024 and 2027. "Three T-6 trainers are expected to be delivered in the first quarter of 2024," said Brigadier General Sarah Russ, Mobilization Assistant to the Director of Strategy, Plans, Programs and Requirements at the Pacific Air Force Headquarters at Joint Base Pearl Harbor. "The next two to three aircraft will be transferred by the end of that year, and the remaining six or seven in 2027, " she said at a press conference at the U.S. Embassy in Hanoi. "We are very pleased to coordinate with Vietnam's Air Defense - Air Force to train technicians for the aircraft maintenance program," she added. The U.S. will support Vietnam with English training for pilots, as well as courses in logistics, flight safety and aviation medicine, she added. Brigadier General Russ is attending the Vietnam International Defense Expo 2022 in the Vietnamese capital of Hanoi. The first large-scale arms fair in Vietnam lasts from December 8 to December 10 and includes the participation of over 170 weapons companies and businesses from 30 countries and territories. As the globe’s number one arms provider, the U.S. exports more weapons than the next 6-largest international arms exporters combined. During an online meeting with the press in June last year, Pacific Air Forces Commander Kenneth Wilsbach said the U.S. had agreed to sell T-6 trainer aircraft to Vietnam to help improve pilot training. "We're committed to helping the aircraft to be delivered and then operationalizing and improving Vietnamese Air Force pilot training," he said at a teleconference hosted by the U.S. Department of State Asia Pacific Media Hub. In 2018 Vietnam sent two military pilots to the U.S. for a 52-week training course administered by the U.S. Air Force's Aviation Leadership Program. In May 2019, Vietnam Senior Lieutenant Dang Duc Toai became the first Vietnamese national to finish the program, for which he logged more than 167 hours flying the T-6. https://e.vnexpress.net/news/news/us-to-send-12-military-training-aircraft-to-vietnam-4546311.html How Boeing Used An F/A-18 'Hornet' Fighter Jet To Test Active Aeroelastic Wing Technology Boeing was looking at flexible wing technology and the use of composites. The story of how Seattle planemaker Boeing used a McDonnell Douglas F/A-18 Hornet for Active Aeroelastic Wing (AAW) development. When man first dreamed of flying, he studied how birds maneuvered through the air and noted how they flexed and bent their wings. The Wright Brothers used pulleys and cables on their rudimentary plane to perform turns similar to how birds did. Wing twisting was eventually abandoned as an idea for flight control after wings were fitted with ailerons, flaps, and leading edge slats. An example of wing warping can be seen in the drawing above. A US Navy F/A-18 was selected for the tests An Active Aeroelastic Wing integrates controls, structures, and aerodynamics at high speeds and pressures to control aeroelastic twist. Aeroelastic twist can be harnessed using aerodynamic tabs with multiple leading and trailing edge controls to provide wing control power. When studying what aircraft to use for the tests, Boeing determined that a pre-production version of the F/A-18 would be the ideal plane because of its high-wing aspect. Working with the Air Force and NASA, Boeing modified the F/A-18 to allow two leading-edge controls to work two trailing-edge controls for high-speed rolling performance. The technology was developed from knowing that the aeroelasticity of the wing caused by deflecting one of the control surfaces could be offset by deflecting another control surface. The tests took place in California Almost all modern planes use some form of slat along the leading edge to provide additional lift during certain flight portions. Deploying the slats simultaneously as the ailerons cause a twisting effect on the wing's main structural parts. Engineers knew that if used correctly, the wing would twist less. After modifying the aircraft for the tests, flights took place at NASA's Dryden Flight Research Center at Edwards Air Force Base in California. When being interviewed in May 2002, Via Boeing Frontiers, commander of the Air Force Research Laboratory, Paul Nielsen said: "The program takes us back to the future." This reference noted earlier attempts by the Wright Brothers and other aviation pioneers in wing twisting. Nielsen added: "The team will attempt to harness wing aeroelastic flexibility in a high-performance aircraft in a new and beneficial way." Before the test flight, Boeing sent the F/A-18 to its Phantom Works facility in St. Louis, where it used composite material and lightweight aluminum to modify the Hornet's wings. The modifications would allow the plane's wing's to twist up to five degrees. The project aimed to demonstrate roll control by using aerodynamically induced wing twists on a fighter jet. It was also a test to see how new composite materials could be used in aircraft manufacturing. Engineers saw many benefits in having a flexible wing Engineers at NASA thought that building a plane that could flex and bend its wings would create an aircraft that could change shape for maximum efficiency. They concluded that the benefits would be the following: • A better performance • Reduced drag • Improved fuel efficiency • The ability to carry heavier payloads • A weight reduction of up to 25% When speaking about what the tests could lead to, Boeing's vice president of Engineering and Information Technology, Pam Drew said: "The best minds in aerospace have long dreamed of an aircraft not restrained by the physical limitations of rigid, inflexible wings ... an airplane that can change its features and structures and soar like an eagle." https://simpleflying.com/boeing-active-aeroelastic-wing-technology-fighter-jet-tests/ ESASI FocusOn… ICAO – NEW DATE – 1 February 2023 • The ESASI FocusOn… ICAO will now be held on the 1 February 2023 • To register, please send an email to registrations@esasi.eu ESASI Seminar 2023 – CALL FOR PRESENTATIONS – Bratislava, Slovakia 26 to 27 April 2023 • The ESASI Executive Committee invites presentations for the 2023 ESASI Regional Seminar to be held in Bratislava, Slovakia (26 to 27 April 2023). • A presentation may be on any aspect of safety investigation including recent case studies, development of new investigation techniques and challenges facing investigators. • Presentations should last for a maximum of 20 minutes with a further five minutes for questions. Papers are not required. • Deadline for proposals to be received by ESASI – 31 January 2023 • For further information on the technical aspect of the workshop please contact the ESASI technical committee member: Brian McDermid, Kate Fitzgerald and David King at (presentations@esasi.eu) IBAC and Unmanned Safety Institute Launch Auditor RPAS Accreditation Course - Now Open For Enrollment December 06, 2022 -- Montreal – The International Business Aviation Council (IBAC) and Unmanned Safety Institute (USI) have opened enrollment to the new International Standard for Business Aircraft Operations (IS-BAO) Remotely Piloted Aircraft Systems (RPAS) Training course. As part of the RPAS auditor accreditation process, qualified IS-BAO auditors wanting to expand their qualifications within the rapidly growing RPAS segment are required to successfully complete the new USI online course that is now available at https://usi.matrixlms.com/ibac. As the recognized leader in UAS flight safety solutions, training, and certifications, USI has tailored this course to provide auditors RPAS training necessary to perform audits on operators of small Unmanned Aircraft Systems in primary non-complex, Visual Line of Sight Operations. Subsequent courses and requirements are in development for large-scale global adoption of commercial regulations for Beyond Visual Line of Sight (BVLOS) regulations. “Professionally trained and credentialed auditors are critical to the assessment of new and existing RPAS programmes,” commented IS-BAO Programme Director Andrew Karas. “We announced our partnership with Unmanned Safety Institute earlier this year for this auditor course credential because of their leadership and seven years experience in educating, training, and supporting RPAS organizations.” Josh Olds, USI’s President and CEO said, “IBAC’s IS-BAO and IS-BAH programs have undoubtedly added significant value to Business Aviation’s outstanding safety record over the past 20 years. Their keen recognition of RPAS as an extension of Business Aviation and their commitment to adapt the IS-BAO programme to evolving RPAS operations is bolstering a safer airspace internationally for future innovation." In addition, USI and IBAC look forward to expanding this educational program to UAS program managers looking to increase their understanding of safe operations and evolve their company safety culture. About International Business Aviation Council (IBAC) IBAC represents the interests of business aviation worldwide. IBAC is a non-profit, international trade association with official observer status at the International Civil Aviation Organization, the UN Specialized Agency for aviation matters, in Montreal, Canada. IBAC promotes and manages the industry-leading standards for best safety practices through its International Standard for Business Aircraft Operations (IS-BAOTM); International Standard for Business Aviation Handling (IS-BAHTM); Safety Management Tool Kit; SMS eLearning training; and Aircrew Identification Card. Recently introduced in partnership with CTX, the IBAC Carbon Credit Exchange provides the business aviation community a reliable resource for real-time offsetting to reduce its carbon footprint. More details at www.ibac.org Contact: Marj Rose, comms@ibac.org About Unmanned Safety Institute Unmanned Safety Institute (USI) is the industry’s most widely recognized leader in flight safety solutions for individuals, academia and organizations focused on integrating and operating UAS for civil or commercial purposes. Unmanned Safety Institute provides UAS flight safety training and certification to operational standards based on the adoption and modification of time-honored aviation safety practices. With more than 300 instructors and over 15,000 USI Certifications awarded around the world, USI works with large commercial enterprises and nearly 500 schools in all 50 states. USI is the global leader in commercial and academic UAS training and certification, delivering the most highly regarded training program of its kind. Programs include the Small UAS & Advanced Safety Certifications, Visual Line of Sight Systems Operations™ (VSO) and Professional Remote Operator™ (PRO) certifications and Unmanned Connect™ workforce development initiative. USI’s training and certification programs are endorsed by major aviation insurance providers, widely utilized in current BVLOS operations, and implemented nationwide as a workforce pathway program from secondary or post-secondary to the career field to align skillsets to industry pay scales. Discover more at www.UnmannedSafetyInstitute.org. Contact: Stephanie Holland, stephanie.holland@unmanned-safety.org www.unmannedsafetyinstitute.org Curt Lewis