Flight Safety Information - January 3, 2023 No. 002 In This Issue : Incident: Arabia A320 at Coimbatore on Jan 2nd 2023, bird strike on runway : Incident: Malta A320 at Berlin on Dec 31st 2022, bird strike : Embraer EMB-505 Phenom 300 - Fatal Accident/Takeoff (Utah) : FAA addresses dual-engine shutdown of A220 P&W engines : The Many Factors That Lead to Runway Overruns : Business Aircraft Accident Reports: January 2023 : Frontier Airlines A321 Diverts To Miami After Crew Fall Ill : Aviation safety in 2022: More than 170 killed in fatal plane crashes including China flight disaster : Looking to prevent fuel tank explosions on the Boeing 747, FAA issues AD : What To Expect From The Aviation Industry Over The Next Decade : AAR Corp welcomes new US law on used aircraft parts : Most Used Passenger Jet? A Condor Boeing 767 Has More Than 16 Years Of Flight Time : 15 years after 'officially' retiring its first stealth jet, the US Air Force is looking for help to keep the F-117 flying for another decade Incident: Arabia A320 at Coimbatore on Jan 2nd 2023, bird strike on runway An Air Arabia Airbus A320-200, registration A6-AOQ performing flight G9-414 from Coimbatore (India) to Sharjah (United Arab Emirates) with 164 people on board, was backtracking runway 05 for departure when an eagle collided with the left engine (CFM56). The aircraft returned to the apron. The carcass of an eagle was removed from the runway. The airline as well as the airport authority reported the aircraft was taxiing on the runway when a large sized bird presumed to be a kite collided with the left hand engine. https://avherald.com/h?article=5032fbf5&opt=0 Incident: Malta A320 at Berlin on Dec 31st 2022, bird strike An Air Malta Airbus A320-200, registration 9H-AEP performing flight KM-377 from Berlin (Germany) to Malta (Malta) with 170 passengers and 6 crew, was climbing out of Berlin's runway 25L when the crew stopped the climb at about 8000 feet due to a bird strike. The aircraft returned to Berlin for a safe landing on runway 25L about 16 minutes after departure. The airline reported due to the bird strike they suffered a shortage of aircraft forcing them to cancel a number of flights on Jan 1st 2023. A replacement Smartlynx A320-200 registration YL-LDR reached Malta the following day with a delay of 19 hours. The occurrence aircraft is still on the ground in Berlin about 48 hours after landing back. https://avherald.com/h?article=5032f2a2&opt=0 Embraer EMB-505 Phenom 300 - Fatal Accident/Takeoff (Utah) Date: 02-JAN-2023 Time: c. 11:35 LT Type: Embraer EMB-505 Phenom 300 Owner/operator: Eagle Jet 300 LLC Registration: N555NR C/n / msn: 50500327 Fatalities: Fatalities: 1 / Occupants: 3 Other fatalities: 0 Aircraft damage: Written off (damaged beyond repair) Category: Accident Location: Provo Municipal Airport (PVU/KPVU), Provo, UT - United States of America Phase: Take off Nature: Unknown Departure airport: Provo Airport, UT (PVU/KPVU) Destination airport: Chino Airport, CA (CNO/KCNO) Investigating agency: NTSB Confidence Rating: Information is only available from news, social media or unofficial sources Narrative: The Embraer Phenom 300 jet was destroyed when it crashed on takeoff at Provo Municipal Airport (PVU/KPVU), Provo, Utah. Unconfirmed reports suggest that one of the pilots sustained fatal injuries. The second pilot was seriously injured, and two passengers received minor injuries http://www.aviation-safety.net/wikibase/305493 FAA addresses dual-engine shutdown of A220 P&W engines FAA addressed a condition on the P&W 1500G engines equipped on the A220 that would lead to a dual-engine shutdown Following a dual-engine shutdown on an aircraft with Pratt & Whitney 1500G power plants – used exclusively for the Airbus A220 family – the United States’ Federal Aviation Administration (FAA) issued an Airworthiness Directive (AD) to prevent the shutdown from happening again. The AD, which is a final rulemaking, was published on December 27, 2022, with an effective date of January 31, 2023. The dual-engine shutdown occurred as the aircraft landed, compromising the braking capability of the narrow-body aircraft, as the crew lost engine power and the ability to control hydraulic systems. The FAA did not specify when the event occurred. However, the Aviation Safety Network recorded an incident in July 2021 in which an airBaltic Airbus A220-300, registered as YL-AAQ, suffered a dual-engine shutdown as it landed at Copenhagen Airport (CPH). According to the FAA, following an investigation into the matter, it determined that “the sequence of the auto-throttle increasing throttle to maintain Mach number, immediately followed by pilot command to decrease throttle to idle, caused a transient disagreement between actual and commanded thrust.” As a result, the disagreement triggered a thrust control malfunction (TCM) detection logic, and the aircraft shut down both engines as soon as wheel sensors detected that the aircraft had physically landed on the runway. To prevent such a situation from occurring in the future/again, operators will have to remove certain electronic engine control (EEC) full authority digital engine control (FADEC) software versions and replace them with updated software. “This software update makes corrective improvements to the TCM logic, including revised criteria for triggering the TCM logic and establishing criteria that permit the TCM logic to unlatch during flight,” concluded the FAA. Air Line Pilots Association, International (ALPA) was the only party to comment on the directive, wholeheartedly agreeing with the change. The government agency estimated the software update would take two hours at a cost of $170 per aircraft. Since the AD affects 147 engines that are equipped on aircraft that are registered in the US, the FAA estimated the total cost for operators in the country to be $24,990. https://www.aerotime.aero/articles/faa-addresses-dual-engine-shutdown-of-a220-pw-engines/amp The Many Factors That Lead to Runway Overruns Stabilized approaches are critical to mitigating the risks. On the evening of December 27, 2022, a Embraer EMB-505 Phenom 300 skidded off the runway at Jack Thorp /Hawthorne Municipal Airport (KHHR). There were no injuries to the seven persons on board. The local television crews captured video of the aircraft off the end of the 4,884-foot by 100-foot runway, noting “It traveled all the way to the end of the runway before sliding off, possibly due to the wet tarmac.” The airplane traveled through the airport perimeter fence before coming to rest on what appeared to be a street. Then the questions began: Did the brakes fail? Was there insufficient braking action on the wet pavement? What caused this runway overrun? The FAA and the National Transportation Safety Board (NTSB) have been studying that question for years. Don’t Skimp on Preflight Planning FAR 91.103 requires the pilot to be familiar with all available information prior to the flight which includes aircraft performance—takeoffs and landings. Yet many pilots get lazy and stop doing the calculations, falling into the complacency trap “it’s only me in the aircraft,” or “I’m just going out for touch-and-go flights, and I know the runway real well.” Don’t be this pilot. Accidents happen when pilots become complacent. In 2018 the FAA released Advisory Circular AC 91-79A, Mitigating the Risks of a Runway Overrun Upon Landing. According to the AC, the FAA and the NTSB determined runway overruns during the landing phase of flight account for approximately 10 incidents or accidents every year, “with varying degrees of severity, with many accidents resulting in fatalities.” As a result, the NTSB recommended the FAA adopt training scenarios drawn from real-world conditions that a pilot might encounter. This scenario-based training is designed to increase a pilot’s recognition of higher-risk landing operations, for example when the runway is wet or contaminated by ice or snow, or if the aircraft is approaching with tailwind. The AC goes on to state, “All pilots are responsible for knowing the operational conditions they will be encountering and being able to assess the impact of environmental situations on the airplane’s landing distance.” What Causes Runway Overruns? The NTSB and FAA have identified the causal factors of runway overruns. • Unstabilized approach—be it too fast and/or too high. Basically, the pilot is behind the aircraft. • High airport elevation or high density altitude (DA), resulting in increased groundspeed. • Effect of excess airspeed over the runway threshold. This causes a floating tendency. • Airplane landing weight. A heavier airplane takes longer to stop. • Landing beyond the touchdown point, causing the pilot to run out of length and options at the same time. • Downhill runway slope, requiring stronger brake application and difficulty slowing down. • Excessive height over the runway threshold. You land further down the runway, eating up precious distance. • Delayed use of deceleration devices, such as reverse thrust, beta, or ground spoilers. • Landing with a tailwind. The FAA’s Small Aircraft Branch provided the following tailwind performance information for a few small airplanes: Cessna 150 and 152, note on the landing distance chart, “for operation with tailwinds up to 10 knots, increase distances by 10 percent for each 2 knots.” In larger, faster aircraft, the effect of a tailwind that leads to increases in landing distance can grow drastically, sometimes more than 20 percent for the first 10 kts of tailwind. • A wet or contaminated runway. This results in a lack of braking action. Note that the unstabilized approach tops the list—but fortunately, it is the easiest factor to address. When a pilot transitions from one type of aircraft to another—including everything from a two-place to a four-place trainer or a jet—there will be a learning curve when it comes to flying approaches. We’re taught to get the aircraft stabilized, have an aiming point for touchdown, to identify where the aircraft will come to a stop, and the go-around point if that doesn’t happen. In piston aircraft go-arounds are a little easier, as the engine usually doesn’t have to spool up like it does on a jet. When this doesn’t happen the pilot runs out of runway and ideas at the same time. FAA’s Definition of Stabilized The FAA definition of the stabilized approach, per Advisory Circular AC-25-735, is “a stabilized approach is one in which the pilot establishes and maintains a constant angle glidepath towards a predetermined point on the landing runway.” The pilot does this by adjusting the airplane’s energy resulting in optimum airspeed and descent. Stabilized approaches are based on the pilot’s judgment of certain visual clues and management of the aircraft configuration to maintain the approach. While every runway is unique, a commonly referenced optimum glidepath follows the “3:1” principle. For every 3 nautical miles (nm) flown over the ground, the aircraft should descend 1,000 feet. This flight-path profile simulates a 3-degree glideslope. According to the AC, factors leading to an unstabilized approach include excess airspeeds normally flown in the terminal area and or ATC clearances that require an airplane to remain at an altitude that makes interception of the normal glidepath difficult—this is the old ‘slam dunk’ approach which can be problematic even for the most experienced pilots. If you can’t achieve a stabilized approach let ATC know, and initiate a go-around. Arrived at the approach threshold with the aircraft configured for landing and on speed. Be very careful on approaches where a gust factor requires a few extra knots, because those extra knots mean a higher ground speed and more runway used. According to AC-25-735, “a 10 percent excess landing speed causes at least a 21 percent increase in landing distance.” This excess speed means more braking will be required, which can result in tire damage. The AC emphasized the management of the aircraft’s energy plus potential altitude as the approach is flown for best results, noting that flights that were above the “3:1” descent ratio, and not stable, “often had high rates of descent and high approach speeds” this was found even when the aircraft was 20 nm from touchdown, noting the approach is more at risk of being unstable when closer to the optimum “3:1” descent ratio, the approach is more at risk of being unstable when closer to the runway (i.e., 500 feet to 1000 feet height above touchdown) More Stabilized Approach Guidance Multiply groundspeed in knots by 5 to estimate the appropriate descent rate in feet/minute to maintain a 3-degree glidepath. Use visual approach systems such as VASI or PAPI to maintain glidepath, if available. For more information, look to Chapter 8 of the FAA Pilot’s Handbook of Aeronautical Knowledge, and Advisory Circular 91-79A. https://www.flyingmag.com/the-many-factors-that-lead-to-runway-overruns/ Business Aircraft Accident Reports: January 2023 PRELIMINARY REPORTS Six Escape Cascading In-flight Emergencies, Agusta AW139, Sept. 24, 2022, Houma, Louisiana Both pilots and all four passengers were able to evacuate the aircraft without injury after the crew successfully managed a series of equipment failures that first filled the cockpit with smoke, then obstructed operation of the flight controls while simultaneously rendering engine controls inoperative, leaving both engines running at maximum continuous power. The Part 135 charter flight was just seven minutes from landing at Houma Airport in Louisiana when the smell of burning plastic was noticed throughout the helicopter. Initially, no smoke was apparent, there were no caution lights or abnormal instrument indications, and flight characteristics remained normal. The pilots turned off the air-conditioning in case that was the source of the smell. A few minutes later they heard “a loud ‘whoof’ noise” and “thick orange/brown smoke” began pouring from the aft portion of the overhead circuit breaker panel, quickly filling the cockpit and reducing visibility to zero. An audible low rotor warning sounded, accompanied by a rapid overspeed of both engines, as the collective spontaneously moved upward and the cyclic moved left. Opening the small ventilation window in the left cockpit door failed to clear the smoke and the helicopter’s airspeed prevented opening the door, but the left-seat pilot was able to remove his cockpit window, allowing the smoke to clear. “Significant force” was required to push the collective back down and center the cyclic. With the collective fully down, the helicopter quickly climbed 3,500 to 4,000 feet as main rotor speed (NR) gradually recovered to 100 percent, both engines indicating 145 percent power. “Full body weight” was required to keep the collective down. Unable to make the helicopter descend with normal control inputs, the crew switched one engine to flight idle. NR decreased from 100 percent to the upper 70s. Switching the engine back to flight condition helped restore main rotor rpm, but made forward cyclic the only way to force the helicopter to descend. This in turn built indicated airspeed to 170-186 knots during the descent from 6,000 to 1,000 feet. The left-seat pilot declared an emergency and requested fire and emergency medical services. Still unable to control engine power in manual mode, the crew set up for an autorotation with the No. 2 engine in idle mode. NR rapidly decayed to 75 percent after No. 1 was also switched to idle, so the pilots broke off the first approach, returned No. 1 to flight status, and went around. On the second approach, they switched No. 1 back to flight status each time NR dropped to 70 percent and then back to idle when it reached 85 percent, thereby slowing to a safe speed while descending to 50 feet. They then entered autorotation with both engines at idle, landed on the runway with forward airspeed, and skidded off into the grass. Subsequent examination found chafing and burned insulation on a 30-volt, 300-amp cable in the overhead panel that had been incorrectly routed above rather than below its support bracket, exposing it to contact with rivets on the C3 collective torque tube. In response, the manufacturer issued Emergency Alert Service Bulletin No. 139-731 calling for borescope inspections to identify misrouted cable assemblies, inspection of any affected cables and associated torque tubes, and replacement of any support brackets with incorrectly oriented retaining clips. The following day, EASA issued an AD mandating compliance with this service bulletin. No Obvious Clues to Ferry Accident, Bell 206B, Oct. 6, 2022, near Maitland, New South Wales, Australia The Australian Transport Safety Bureau's (ATSB’s) preliminary report offered no clear insights into why the helicopter crashed onto the bank of the Hunter River, killing the solo pilot and destroying the aircraft. The accident occurred in good visibility during daylight hours, well under the lowest reported cloud layers, with winds of eight knots. Initial examination of the wreckage found no pre-impact defects in the powerplant, flight controls, or airframe; a fuel spill at the accident site ruled out fuel exhaustion, and the fuel filter bowl showed no evidence of contamination. A series of course reversals and both lateral and vertical excursions from the charted VFR corridor remain unexplained. The 1970-model helicopter, registered in Australia since 1986, was being returned to its owner in Warnerville, NSW after extensive maintenance at the Casino Airport to repair hail damage and replace life-limited components. The ferry pilot, holder of a commercial certificate with low-level helicopter rating, a current Class 1 medical, and current flight review, lifted off from Casino at about 1350 local time. At Wirragdurie, he entered the charted VFR corridors through restricted areas R583B and R578E, which provide 2-3 nm lateral clearance under ceilings of 2,500 and 1,600 feet, respectively. At 15:47, approaching the border between the two, he answered a phone call from a relative and said the helicopter was flying well, operations were normal, and he was five minutes from the Maitland airport and 20 minutes from Warnerville. Nine minutes later and about 4 nm from the end of the corridor, the helicopter made a hard right 180-degree turn and backtracked northbound while climbing into restricted airspace, reaching 3,100 feet before descending back to 1,100. At Hilldale it made another right turn, departing the west side of the corridor in a climbing turn around a hill and reaching 2,900 feet while crossing through the corridor to the west. It descended to 120 feet agl over the town of Vacy before climbing once again and turning south parallel to but still outside the VFR corridor. At 1616 it cleared a ridge by about 200 feet, then began a shallow descent toward the Hunter River. Six witnesses described seeing it roll hard and descend into the riverbank. Examination of the wreckage and a tree struck by the helicopter indicated that it crashed in an 80-degree right bank and 60-degree nose-low attitude. King Air Crashes into Parking Lot, Beech E90, Oct. 18, 2022, Marietta, Ohio Both pilots, the airplane’s only occupants, were killed when the twin-engine turboprop crashed into the parking lot of an automobile dealership near the end of a short Part 91 positioning flight. All communications with air traffic control were normal during the 75-nm flight from Columbus, Ohio, to Parkersburg, West Virginia. The King Air was on a three-mile final on the RNAV approach to Runway 21 and cleared to land when eyewitnesses saw it abruptly depart from controlled flight into a near-vertical spin into the ground. Security camera footage corroborated those accounts. Numerous pilot reports of trace to moderate icing were recorded in the area, and satellite data indicated supercooled water droplets in clouds from about 1,300 to 8,000 feet above the ground. A post-crash fire “totally consumed” the fuselage above the floorboards, making it impossible to determine the status of the pneumatic anti-icing system. FINAL REPORTS Forced Landing Precipitated by Windshield Ice, Airbus Helicopters AS350B2, March 17, 2022, Sept-Îles Airport, Quebec, Canada The helicopter struck the frozen surface of the Baie des Sept Îles while attempting a precautionary landing after the windshield abruptly frosted over at an altitude of 300 feet. The helicopter had been parked outside overnight with the windshield uncovered; before takeoff, a combination of hot air from the cabin heat and one-third of a gallon of automotive windshield washer fluid were used to clear the rime ice that had accumulated. The pilot was attempting to maneuver closer to the Île du Père-Conan when the helicopter hit the ice, pitched forward, and rolled onto its left side. The pilot and passenger were able to evacuate the wreckage without injury and were rescued by snowmobile after the pilot contacted family members via mobile telephone. Autopilot Disconnect Suspected in Cheyenne Disaster, Piper PA-31T, June 5, 2020, Eatonton, Georgia Radar track data suggest that “the airplane likely was not being actively controlled” when it diverged from a gentle left turn in instrument conditions to a hard right bank that reached 120 degrees and entering a descent that eventually accelerated to 7,000 fpm. Turbulence from nearby convective activity likely delayed the pilot’s recognition that the autopilot had disengaged and “made it difficult for the pilot to recognize and recover from the fully developed unusual attitude.” He, the student pilot in the right seat, and three passengers were killed when the airplane plunged to earth from its cruising altitude of 26,000 feet. Witness statements, some corroborated by cell phone footage, described the airplane descending “in a flat-spin-type of motion” with fire “occurring on both sides of the fuselage near both wings” and parts of the airplane separating during the descent. Fire subsequently destroyed most of the fuselage, including the autopilot controller. Both outer wing sections had separated during the descent. The accident occurred just over one hour into a planned two hour 36-minute flight from Williston, Florida, to New Castle, Indiana. The pilot filed an IFR flight plan and obtained a weather briefing via ForeFlight about an hour and a quarter before departure; the briefing included convective Sigmets along its route of flight over central and northern Georgia and Airmets for instrument conditions and turbulence. It did not include assessments of current or future icing potential, which predicted a high probability of icing conditions including supercooled liquid droplets around the time of the accident. Archived weather radar showed that in the three minutes before the upset, the Cheyenne was operating in an area of supercooled droplets and ice crystals, creating “the potential for moderate to severe icing conditions,” as well as “general air-mass thunderstorms with the potential for structural icing above the freezing level at 15,000 feet.” https://www.ainonline.com/aviation-news/business-aviation/2023-01-02/business-aircraft-accident-reports-january-2023 Frontier Airlines A321 Diverts To Miami After Crew Fall Ill Eight crew members and one passenger were taken to hospital after reporting feeling dizzy onboard the flight. Frontier Airlines flight F9-111 between San Juan (SJU) and Orlando (MCO) was forced to divert to Miami (MIA) on Saturday evening after several onboard fell ill. Incident details On December 31, the Airbus A321-200, registered N702FR, took off from San Juan in Puerto Rico for Orlando. Around two hours into the flight, while passing over the Bahamas, the flight deck crew requested a diversion to nearby Miami International Airport citing illness onboard. F9-111 landed safely on Runway 09 at 18:31 EST, 17 minutes after requesting the diversion, and was met by Miami-Dade’s Fire Rescue Team. Eight crew members and one passenger reported dizziness and were treated by paramedics on the scene before being moved to local hospitals. No details about the cause of the sudden illness have been released at the time of publication. Frontier Airlines has been approached for further information. The seven-year-old Airbus A321 remained at Miami Airport over the weekend, returning to Orlando on Monday morning. It is unclear if the aircraft has returned to commercial service or will remain at Frontier’s Florida hub. According to Flightradar24, the jet was scheduled for a hop between Orlando and Windsor Locks (BLD) on Monday evening, though the subsequent flight has since been canceled. N702FR was previously involved in a fume incident in 2018. Flying as F9-1851 between Islip (ISP) and Myrtle Beach (MYR), the aircraft returned to Islip shortly after departure, when crew members reported a strong odor within the flight deck. No smoke was detected onboard, and the jet landed safely back in New York around 15 minutes later. One crew member and two passengers were taken to the hospital, while seven others were treated directly at the airport. Similar incidents Though details of Saturday’s diversion have yet to be released, fume-related emergencies like N702FR’s 2018 incident are a unique occurrence. Between 2018 and 2020, about 400 passengers and crew members required medical attention due to fume events. In October 2022, an American Airlines flight to Bridgetown (BGI) returned to Miami after chemical fumes emanating from a passenger’s carry-on bag left several passengers and crew members unwell. Five of Flight 338’s crew members were taken to a local hospital, though no passengers required further medical treatment. A more severe fume incident in 2015 led to the death of a Spirit Airlines pilot. Flight NK-708 recorded a strong, foul-smelling odor upon descent into Boston (BOS), with its flight crew members required to don oxygen masks to land the Airbus A319. The pilot and the first officer reported serious symptoms, including nausea, body shakes, and exhaustion, while the captain was diagnosed with internal bleeding and blood values consistent with Triorthocresyl phosphate (TOCP) poisoning. Both returned to work shortly after the incident; however, the captain was noted to be struggling with hand-eye coordination and “unusual behavior.” Fifty days after the incident, the captain suffered a fatal heart attack, leading to calls for an inquest into airline cabin air quality and aerotoxic syndrome. In March 2022, US congress pushed forward legislation to strengthen the rules around fume events. If approved, the proposed Cabin Air Safety Act would direct the Federal Aviation Administration (FAA) to require flight, cabin, and ground crews on how to respond to such incidents and develop a standardized system for reporting fume events. The bill remains in the introductory stage, having been referred onwards to the Committee on Commerce, Science, and Transportation. https://simpleflying.com/frontier-airlines-miami-diversion-crew-unwell/ Aviation safety in 2022: More than 170 killed in fatal plane crashes including China flight disaster Six fatal air accidents during 2022 claimed 174 lives of passengers and crew, together with four people on the ground. Despite these tragedies, it was one of the safest years for commercial air travel in history. The figures are revealed in the latest Civil Aviation Safety Review by a leading expert. Adrian Young, of the Dutch consultancy To70, concludes that despite flight numbers returning towards 2019 levels, there was not a corresponding increase in fatal accidents. He writes: “The post-Covid recovery that everyone expected came in 2022. Whilst it was a difficult summer with capacity issues at airports, leading to long queues at terminals, the recovery has not resulted in a higher accident rate. “The current rate of one fatal accident every four and a quarter million flights and this year’s fatal accident rate is better than average over the last 10 years.” The aviation death toll of 174 corresponds to the average number of fatalities on the roads in an hour and a quarter worldwide. The United Nations says that 1.3 million people die each year on the roads worldwide, with road traffic accidents the leading cause of death for people aged five to 29 years. The first fatal air crash of 2022 accounted for three-quarters of the year’s death toll. On 21 March, China Eastern flight 5735 was en route from the southwestern city of Kunming, capital of Yunnan province, to Guangzhou when it entered a near-vertical dive and crashed into a mountainside. All 132 passengers and crew aboard the Boeing 737-800 were killed. The Wall Street Journal later reported US officials believed the plane had been deliberately put into a nosedive by someone on the flight deck. The next fatal accident, in Nepal on 29 May, claimed 22 lives. The Tara Air tragedy was the 12th fatal crash involving a commercial aircraft in the Himalayan kingdom in 12 years. The Independent reported: “The nation’s domestic airlines tend to use old, ill-maintained aircraft; the Twin Otter involved in the latest tragedy was around 40 years old. “There is inadequate training in, and enforcement of, accepted international aviation standards. “All the nation’s airlines are banned from the EU because safety officials have no faith in Nepal’s aviation regulator.” The only other accident with a death toll in double figures was in Tanzania on 6 November. Nineteen people died when an ATR42 belonging to Precision Air came down in Lake Victoria. Flight PW494 from Dar es Salaam was approaching its destination, Bukoba, during treacherous weather conditions. Two people were also killed in two freak accidents on the ground. The first was on 2 September, when a TAP Portugal Airbus A320 landed at Conakry in Guinea at the end of a routine flight from Lisbon – and struck a motorcycle being ridden on the runway by two men, both of whom died. Two firefighters lost their lives on the runway at Lima in Peru on 18 November in a bizarre accident that saw a Latam Airbus A320 burst into flames after a collision with a fire truck. It appears that the aircraft had been cleared for take-off even though a fire truck was about to embark on a planned high-speed training run. The aeroplane was severely damaged and a number of passengers were injured,” Mr Young’s report says. Also in Peru, a single passenger died on 20 September when a Jetstream 32 belonging to Saeta overran the runway while attempting take-off at El Estrecho airport close to the Colombian border. Overall, there was one fatal accident for every 4.17 million flights. The rate has been in the range one per 4 million to one per 5 million every year since 2015, except in 2017 when it was lower and 2018 when it was higher. The safety review warns: “One trend in 2022 that might, we stress, might, relate to a loss of skills following the Covid lockdowns, relates to ground handling. “Three of the accidents, all non-fatal, involved ground handling equipment striking aircraft with a force to seriously damage them. An airbridge, a baggage belt and a set of stairs were involved in the three incidents; two in Europe and one in the US. Mr Young also comments on the growing focus on sustainable flight and airport operations. “To date, developments in this field have not had an impact on safety,” he writes. “However, future developments may well require careful scrutiny to ensure that we do not introduce new risks to civil aviation.” Aviation figures 2021: 38 accidents, of which 4 were fatal; 81 fatalities. 2022: 33 accidents of which 6 were fatal; 178 fatalities. https://news.yahoo.com/aviation-safety-2022-more-170-234950952.html Looking to prevent fuel tank explosions on the Boeing 747, FAA issues AD To address a potential fire hazard, the FAA issued an AD for the Boeing 747 Following inspections by Boeing plus reports received by the Federal Aviation Administration (FAA), the agency has issued an Airworthiness Directive (AD) for certain Boeing 747-400 and 747-8 aircraft that have an activated horizontal stabilizer fuel tank. Operators reported ‘wear-through of the motor impeller inlet adapter of a transfer pump for the horizontal stabilizer fuel tank caused by contact between the pump inlet check valve and the inlet adapter’, which prompted the FAA to issue the AD. It affects 28 aircraft currently registered in the US. Inspecting Boeing 747 tanks According to the agency, airlines noted the issue after ‘troubleshooting of fuel imbalance issues involving the main wing fuel tanks, which utilize the same pump design as the horizontal stabilizer fuel tank’. Subsequent investigations by Boeing resulted in the discovery of two fuel pumps that had sufficient wear on them to enable contact between the motor impeller inlet check valve flapper and the pump inducer. Further findings revealed 22 more worn pumps and ‘oscillations within the fuel flow around the pumps can cause the inlet check valve to vibrate as it is held spring-loaded against the inlet adapter of the pump,’ according to the FAA’s AD. If the wear is undetected or not addressed, it could result in steel-on-steel contact. Since there is ‘a period of operation during each flight with a fueled horizontal stabilizer fuel tank where the pump will run dry for a short period before the flight crew is alerted to shut it down, or the pump is automatically shut off,’ explained the AD, ‘if the wear on the inlet adapter is severe enough, the steel-on-steel contact can cause a source of heat and/or sparking within the fuel tank’. Ultimately, the heat and/or sparking, combined with flammable fuel vapors, ‘could result in a fuel tank explosion and consequent loss of the airplane,’ the FAA concluded. Compliance with the AD In order to comply with the directive, airlines will have to inspect the fuel pumps and report their results to the FAA. According to estimates provided by the regulator, the inspections of the motor impeller inlet adapter and inlet check valve on the left and right transfer pumps will take 12 work-hours. With an estimated cost-per-hour of $85, the price to airlines to complete the inspection will be $1,020 per Boeing 747, with an additional hour to report findings to the FAA. If operators have to replace the motor impeller inlet adapters, it will cost them $1,340 per aircraft, including labor ($340) and parts ($1,000), while the replacement of motor impeller inlet check valves will set them back $21,445 ($1,445 labor, $20,000 parts). Since the inlet check valves are not available as standalone parts, ‘this cost is for the pump housing, which contains the motor impeller inlet check valve’. The FAA noted that Boeing is currently working with its suppliers to make the motor impeller inlet check valve a standalone part. The AD is effective January 13, 2023, and is a final rulemaking. Airlines have 90 days after the effective date to implement the corrective actions and report their findings to the FAA. At the same time, the inspection reports required by the directive will help Boeing obtain more information about the issue, enabling the manufacturer and the agency to release a final action to address the unsafe conditions. The inspection reports could potentially help Boeing to address this problem in the main and center wing tanks, where the same pump design is used. Currently, the FAA has not discovered an unsafe condition of the pumps in the aforementioned fuel tanks. https://www.aerotime.aero/articles/looking-to-prevent-fuel-tank-explosions-on-the-boeing-747-faa-issues-ad What To Expect From The Aviation Industry Over The Next Decade What will happen by 2032 and beyond? The global aviation industry has experienced severe turbulence in the past few years and has been rushing to recover promptly in this year's post-pandemic era. Now that the aviation industry has stably flown through this storm, what lies ahead for the industry in the next decade? Let's discuss the possible trends. 1. Pilot shortages will continue Traveling this year has been incredibly disappointing and hectic for thousands of passengers, as they are often met with unexpected and rather sudden flight cancelations, delays, and misplaced and lost baggage. Rebookings have also become equally stressful for passengers as they'll subsequently be dealt with limited next-flight-out options. But how has air travel become so chaotic this year? The answer lies in a prolonged problem, the aviation industry is more short-staffed than ever, an unfortunate consequence of the massive layoffs conducted during the pandemic. The staffing shortages have affected nearly every aspect of the industry, ranging from ground staff, airline and airport personnel, and even air traffic controllers. However, the issue of pilot shortage is becoming more prominent than ever, with airlines such as United Airlines starting their own flight academy as a solution. And if a pilot crunch wasn't significant enough, fatigue, poor pay rates, and overscheduling have also become serious pairing concerns. As the aviation industry continues to evolve, the demand will continue to outpace the growth of pilots. 2. Single-pilot operations will not happen There's been an ongoing heated debate over single-pilot operations in commercial aviation. Still, it's doubtful that such practices will ever be adopted by airlines, even if it does reduce operating expenses and could help with the pilot shortage issue. Although new-generation aircraft technology has advanced to sophisticated levels of automation, there is still too much at risk. The risks of being over-reliant on technology are something that has bitten the industry many times and cost an unfortunate amount of innocent lives. There's also the risk of the single pilot suddenly becoming incapacitated, or how having just one person operating the flight deck increases the risk of terrorists becoming more daring to commit crimes. As attractive as the concept of single-pilot operations may be for the pilot shortage issue, such ideas should only be implemented if the current level of safety is not compromised in any way and instead should be enhanced. And security is one of the most notable factors in the aviation industry, which is why single-pilot operations for commercial aviation will not happen in the next decade. 3. Quicker adoption of technological advances Although technology adoption has always been inevitable for the future, the pandemic certainly sped things up with an increase in self-service platforms and electronic boarding systems. The trend will continue into the next decade when the evolution of passenger services becomes a self-operation with biometrics and cloud technology, whereby passengers will perform all services till boarding on their own, and the airport can still track every movement. Some airlines have already started implementing Electronic Flight bags (EFBs) for their pilots. However, the trend is sure to become more popular as the technology evolves, allowing pilots to better perform basic flight planning calculations with a greater variety of digital documentation. Artificial Intelligence (AI) could also be implemented in commercial aircraft flight decks to aid pilots in situational awareness or precision control. Still, it will not be kicking pilots out of the flight deck. Considering net-zero emissions by 2050, adopting Sustainable Aviation Fuels (SAF) and green aircraft technology will begin to penetrate deeper into the market. New engine core concepts and retrofitted or blended wing designs are also expected to come out within the next decade, as they bring higher fuel efficiency benefits when compared to changing the aircraft design, aerodynamics, or systems. 4. Electric aircraft will take flight The timeline for electric aircraft in commercial aviation might still be in the late infancy stages now, but they have already been given the green light to fly. Manufacturers such as Archer, Heart Aerospace and Eve Air Mobility have already received significant orders from major carriers such as United Airlines, Air Canada, and Icelandair for electric vertical take-off and landing aircraft (eVTOL). Aircraft and cabin designs from the many manufacturers have already been produced, with some already having test flown their prototype aircraft after receiving piloted permits from the relevant authorities. For some manufacturers, their electrical products are likely to take off in 2028 or even earlier if all tests, certifications, and building of infrastructures carry on smoothly. With the speed at which the urban air mobility revolution is going, it's plausible that the manufacturers' estimation will become a reality within the decade. Passengers could be hopping on electric flying aircraft - or flying taxis as they would be called, to get between cities to beat the congested airport and rush-hour traffic on the highways. 5. The presence of small, city-like airports Let's face it, no one fancies the large crowds and queues at big international airports. Even the smaller regional airports are beginning to get congested as passengers shift towards them in hopes of fewer disruptions. With the progression of urban air mobility expected to further within the next decade, the use of current airports as vertiports for electric aircraft is certainly not as feasible in the long run. This is where the trend for smaller, city-like airports worldwide will gain traction to cater to urban air mobility specifically. Essentially, the airport is like its own ecosystem of a multimodal advanced air mobility port. It can, and will eventually be, built onshore on islands, building rooftops or smaller urban areas, or even offshore where ferries will transport passengers from the port to land. Besides being an airport for electric aircraft operations, the smaller airports are likely to house the command, control, cargo, and recharging areas as well. So besides being multimodal, it's also multi-functional. Some of these urban airports are already currently being constructed within cities, with a few set to be completed within the next few years. Get all the latest aviation news right here on Simple Flying! 6. Regional airlines could face a steep decline What once was the critical backbone of domestic and regional air transportation systems has now, and will likely continue to, become entirely forgotten in its decline. Regional airlines have been under plenty of pressure, as the pilot shortage issue affects them the hardest, especially since pilots would instead sign with a big low-cost carrier or a full-cost carrier for higher salaries. There's also the rising threat of existing, and new low-cost carriers, and even leisure or hybrid carriers, which are taking up all types of routes to get their share of any market. These airlines also offer relatively competitive cabin products, giving full-cost carriers a serious flight for their profits. In response, the bigger full-cost carriers have been trying to launch new routes., which are typically operated through feeder service by the regional carriers. However, full-cost carriers would profit more if they operated these routes by themselves, compared to feeding through smaller airlines. As a result, the regional carriers have lesser flights to service. Pretty soon, the increasing cost of operations will outweigh the profits earned from the few services they can offer, forcing several regional carriers to file for bankruptcy and become totally redundant. 7. Business travel could have a new look When air travel rebounded this year, the demand for leisure routes recovered relatively quickly, and airlines quickly provided a growing supply. However, business travel has yet to return to half of the pre-pandemic levels, and a decline within the next decade is likely inevitable for various reasons. The most significant is how the pandemic altered how several businesses operate, with remote work becoming increasingly popular to disregard the need for travel. But still, some companies would have travel commitments, which is where the new look of business travel comes in with the rise of 'bleisure' travel. Yes, 'bleisure' travel is when passengers combine business commitments with non-work itineraries on the same trip to maximize vacation time. Rather than waiting for the long-scheduled summer or winter vacation period, passengers are more likely to book a 'bleisure' trip, given the added flexibility where they need not wait till peak seasons to pay fuller airfare prices. 8. Premium economy will be the new business class The likely increasing trend of 'bleisure' travelers goes hand in hand with the possible rising popularity of premium economy cabins. Airlines have gradually started getting rid of their long-haul first class cabin, and business class cabins have become more luxurious to fill in the gaps. Business class has become the new first class, considering the lack of deviation with lie-flat beds and privacy screens. Without a business class cabin doing what it was initially designed to address and with a higher price point, this is where the popularity of premium economy will start to increase. Some airlines' premium economy cabins already feature greater reclines and larger entertainment screens besides extra legroom. Some also serve complimentary champagne, further reducing the deviation between premium economy and business class. A premium economy airfare would better fit budgets than business class cabins, and the extra legroom over the economy cabin is enough to incentivize passengers. Full-cost carriers, even low-cost carriers, are likely to start investing in premium economy cabins if they haven't already. Although certain lounge access is already available with some airlines, dedicated lounges solely for premium economy passengers will also become a trend in the next decade. 9. A shift in the world's market dynamics Over the past decade, the Asia-Pacific region was forecasted to become the quickest worldwide regarding airline activity. The region was previously expected to account for 40% of future airline productions, and although the pandemic has slowed the pace down, the numbers have changed to 45%. And while China will still remain the most significant market within Asia-Pacific when it reopens, new contenders have entered the playing field. India, currently the world's third-largest aviation market, is still relatively under-penetrated compared to China. However, this will likely change within the next decade as the Indian aviation industry blossoms. Aircraft manufacturers such as Airbus and Boeing have also taken an added interest in India, especially for supply chain productions of aircraft engines, SAF, and even aerospace defense systems. Another likely contender within the region in the next decade is Indonesia. The country is set to become the world's fourth-largest aviation market by 2030. It currently boasts more than 30 international and over 200 domestic airports, with the government's plan to open at least five more. Indonesia is also home to Lion Air, the second largest Southeast Asian low-cost carrier behind AirAsia. https://simpleflying.com/next-decade-major-aviation-trends/ AAR Corp welcomes new US law on used aircraft parts The US Navy's P-8A Poseidon maritime patrol aircraft is a militarised version of the commercial Boeing 737. US-based aircraft maintenance provider AAR Corporation could benefit from a provision in the recently enacted fiscal year (FY) 2023 National Defense Authorization Act (NDAA) that requires the US Air Force (USAF) and US Navy (USN) to consider buying used parts for their commercial-derivative aircraft, according to the company's chief executive. While AAR has “had success here and there” selling used aircraft parts to the US government, the government has tended to favour new aircraft parts, said John Holmes, AAR's president and CEO. However, the new law requires the USAF and USN to “implement processes and procedures” for buying used parts, and AAR believes it is well-positioned to furnish such items. “We think this could be the starting point of [a] meaningful opportunity for AAR,” Holmes told analysts on 20 December. “How much and how long, I think, is a question, but we're really encouraged by the fact that that language is now part of the NDAA.” Platforms that could be affected by the provision include the USAF and USN C-40 transport and the USN P-8 maritime patrol aircraft, both of which are military versions of the Boeing 737, and the USAF C-32 transport, which is a military version of the Boeing 757, Holmes said. Lawmakers said that greater reliance on used aircraft parts could provide several benefits to the military. In a July report, the Senate Armed Services Committee wrote that it “recognises that the [US Department of Defense] already purchases FAA-certified used parts for many platforms but believes expanding the practice across all relevant fleets could generate significant operations and maintenance savings and increase the availability of spare parts”. https://www.janes.com/defence-news/news-detail/aar-corp-welcomes-new-us-law-on-used-aircraft-parts Most Used Passenger Jet? A Condor Boeing 767 Has More Than 16 Years Of Flight Time The aircraft has been actively flying for Condor since May 2004. The Boeing 767 is one of the oldest commercial aircraft still flying today. With several different variants, the aircraft is operated by airlines worldwide, such as United Airlines, Air Astana, and All Nippon Airways, to name a few. One of the variants, the Boeing 767-300ER, was popular among airlines for providing much-needed increased capacity and range. Though aging and outdated compared to new-generations aircraft, the Boeing 767-300ER still proves valuable today and occupies a significant portion of the fleets of some airlines, such as Condor. In fact, the German carrier's fleet houses one Boeing 767-300ER that is considered one of the world's most used, with over 16 years of accumulated flying under its wings. A rare milestone for the Boeing 767 Condor currently houses nine Boeing 767-300ERs with an average fleet age of just under 29 years. One of the aircraft within the fleet is D-ABUC, aged at approximately 30 years old. The German carrier ordered the aircraft on June 27th, 1991, and the following year on December 11th, the aircraft rolled off production lines and departed for its first flight. A long-awaited delivery was made to Condor on January 11th, 1993. Get all the latest aviation news right here on Simple Flying! However, D-ABUC switched between a few airline operators in the late '90s to early '00s, as it flew for Lufthansa and the now-defunct Thomas Cook. The aircraft was only a permanent member of Condor's fleet from May 2004. While it was a bit tricky to gather flight data for the relatively old aircraft from 2004 to 2006, data from 2007 onwards provided a clearer picture of how well-used the aircraft was and continues to be. In 2007 alone, the aircraft had accumulated more than 5,568 flight hours through 725 cycles. The numbers would remain pretty consistent throughout the years but would eventually start to see a decline from 2017 onwards. Although the numbers weren't as grand as before, D-ABUC still accumulated more than 2,510 flying hours in 2021 and more than 2,370 hours in 2022. As of the end of end-2022, the widebody has achieved more than 145,000 total flight hours through nearly 20,000 flight cycles. An inevitable retirement And as Condor enters into 2023, D-ABUC is also actively flying nearly daily as it embarks on its 19th year of flying with the German carrier. The aircraft operated its most recent flight from Montego Bay Sangster International Airport to Frankfurt Airport as DE 2163 on January 2nd. As for the airline's eight other Boeing 767-300ERs, they are also actively flying, except D-ABUE, which remains parked at the moment. Unfortunately, as much as the aircraft type is hailed as a fleet member with well-balanced abilities, its time in the skies will eventually end as the new-generation Airbus A330neos will take its place. In July 2021, Condor placed an order for 16 of the newer aircraft type to replace its entire Boeing 767 fleet, with the delivery timeline scheduled between 2022 and 2024. The leisure carrier has already received two last month, D-ANRA and D-ANRH, with the former having just operated its first commercial flight as DE 2314, connecting Frankfurt Airport and Sir Seewoosagur Ramgoolam International Airport on December 27th. The Airbus widebody will be operating the route on a four-times-weekly schedule. Bottom line The new fleet additions and inaugural flights mark the start of a new era with a long-haul aircraft that provides greater capacities and higher fuel efficiency. Regrettably, and given how it is already 2023, the inevitable retirement of the nine Boeing 767-300ERs is effectively just a year away. As unfortunate as the retirement may be, it is still heartwarming to see how well-utilized the fleet has been even when nearing the end. https://simpleflying.com/condor-boeing-767-16-years-flight-time/ 15 years after 'officially' retiring its first stealth jet, the US Air Force is looking for help to keep the F-117 flying for another decade • The US Air Force unveiled its new stealth bomber, the B-21 Raider, in December. • The B-21 is expected to arrive 40 years after the US's first stealth aircraft, the F-117 Nighthawk. • The F-117 was officially retired in 2008, but the Air Force is still putting the stealth jet to use. The fuss about the unveiling of the new B-21 stealth bomber has drawn the aviation world's attention, but the B-21's grandfather is still in action. When it first flew in the early 1980s, the F-117 Nighthawk was the first operational stealth aircraft. The F-117 has been officially retired for about 15 years, but its retirement has been far from sedentary. The Nighthawk is still being used to train US pilots to counter enemy stealth planes and cruise missiles. The US Air Force is now making plans to keep some of its Nighthawks flying until at least 2034. A US Air Force Request for Information published this past fall sought companies interested in a potential 10-year contract to provide maintenance for the F-117, beginning in 2024. The RFI says the contractor will need to provide three services. First, maintenance and logistics for F-117As performing "limited flying operations" at Tonopah Test Range in Nevada. Tonopah — also designated Area 52 — is a highly classified site about 150 miles northwest of Las Vegas. Among the more interesting activities there are tests of nuclear weapon systems and experiments with Russian MiGs, anti-aircraft missiles, and other foreign equipment. Tonopah was also the original home of the F-117 and its operators, the former 4450th Tactical Group. The Air Force is also looking for companies to maintain F-117s in extended storage and to demilitarize and declassify surplus F-117s for buyers such as museums. "Anticipated demilitarization/declassification rate expected is a 2-3 aircraft per year," the RFI says. F-117 Nighthawk stealth aircraft retirement Employees and retirees who worked on the F-117 at the plane's retirement ceremony in Palmdale, California on April 22, 2008. Al Seib/Los Angeles Times via Getty Images More specific requirements include maintaining the F-117's stealth — technically "low observable," or LO — features, including "composite and structural repair support." The RFI also asks whether contractors have experience using ground-based diagnostic imaging radar to spot defects in an aircraft's stealth components. The Air Force currently has about 45 F-117s, more than 10 of which have been approved for transfer to museums, Air Force spokeswoman Ann Stefanek told Insider. "As we demilitarize the aircraft, they will be made available to museums, if requested, or be disposed of," Stefanek said. The F-117 was developed during the 1970s as a solution to increasingly lethal air defenses. Designed by Lockheed Martin's famed and highly secretive "Skunk Works," the Nighthawk used an angled shape and special coatings to minimize its radar signature. As the world's first stealth warplane, the F-117 has always had an air of myth around it. Viewed solely as a subsonic bomber that could carry just two 2,000-pound laser-guided bombs in an internal bomb bay, its performance was not particularly spectacular. But while stealth is almost taken for granted nowadays, it was a big deal when the F-117 made its first flight in 1981. The aircraft achieved a kind of cult status, including reports that it was linked to the well known — and totally fictional — F-19 stealth fighter. The F-117 flew in the Gulf War in 1991, where its secrecy and mystique generated yet more buzz. In 1999, the Nighthawk achieved another milestone: It became the first stealth aircraft shot down in combat. Clever Serbian gunners took advantage of a peculiarity of the F-117 — its bomb-bay doors reflected radar when they were open — to hit a Nighthawk with a surface-to-air-missile. The US pilot ejected from the burning F-117 and spent eight hours on the ground before being rescued. Only 59 F-117s were built, plus five prototypes. Because it was an early stealth design with stiff maintenance requirements, the Air Force decided to retire the plane as a new generation of stealth aircraft — the F-22 and F-35 fighters and the B-2 bomber — emerged. But there is still life in the old Nighthawk. It has occasionally been seen training with newer aircraft, including with Marine Corps F-35Bs off the California coast in April and with fourth- and fifth-generation jets over Georgia in May. Even more intriguing are reports that the F-117 is being used to simulate cruise missiles for missile-defense training. It's strange for the world's first stealth aircraft to end up as a fake missile, but for an aircraft with such a colorful history, it seems appropriate. https://www.businessinsider.com/us-air-force-wants-help-maintaining-retired-f117-stealth-jets-2022-12 Curt Lewis