Flight Safety Information - February 13, 2023 No. 030 In This Issue : Incident: Asiana A333 at Tokyo on Feb 12th 2023, oil leak : Incident: Qantas E190 at Darwin on Feb 10th 2023, could not fully retract gear : Incident: France B789 near Paris on Feb 11th 2023, hydraulic problems : incident: Delta B763 at Edinburgh on Feb 10th 2023, engine shut down in flight : 5 injured in collision between jet, bus at LA airport : American Airlines Pilots Refuse Recorded Interview With Safety Board : DISRUPTION OF GPS SIGNALS AT TWO AIRPORTS INCREASES RISKS OF FLIGHT SAFETY : Changi Airport Group strengthens runway safety with enhanced FOD detection technology : Aviation Heeds Lessons from ICAO Annex 13 : Pilots regularly train on simulators: Why don’t doctors? : Boeing Has a New Problem—and It Isn’t Lack of Demand : US puts six Chinese aviation, tech entities on blacklist over balloon case : Boeing Plans New Logistics Centre In India Amid Big Aircraft Order : RESEARCH SURVEY Incident: Asiana A333 at Tokyo on Feb 12th 2023, oil leak An Asiana Airbus A330-300, registration HL7740 performing flight OZ-105 from Tokyo Narita (Japan) to Seoul (South Korea) with 297 people on board, was climbing out of Narita's runway 16R when the crew stopped the climb at 10,000 feet due to an oil leak. The aircraft entered a hold while the crew was working the related checklists and a runway inspection was performed, which found traces of oil on the runway. The aircraft returned to Tokyo for a safe landing on runway 16R about one hour after departure. A replacement A330-300 registration HL7736 reached Seoul with a delay of about 6 hours. The occurrence aircraft is still on the ground in Tokyo about 9 hours after landing back. Japan's Ministry of Transport reported traces of oil were found on the runway, which needed to be closed for about one hour as result. https://avherald.com/h?article=50512501&opt=0 Incident: Qantas E190 at Darwin on Feb 10th 2023, could not fully retract gear A Qantas Embraer ERJ-190, registration VH-UZH performing flight QF-1960 from Darwin,NT to Alice Springs,NT (Australia), was climbing out of Darwin's runway 29 cleared to climb to FL180 when the crew reported they could not retract the gear and requested to stop climb at 3000 feet. The aircraft levelled off at 3000 feet, a few minutes later the crew reported they had gotten the gear up and wanted to continue climb enroute while in contact with the company of what to do. The aircraft climbed to FL130, then stopped the climb again and returned to Darwin for a safe landing on runway 29 about 90 minutes after departure. A replacement Embraer ERJ-190 registration VH-XVM reached Alice Springs with a delay of about 2:45 hours. The airline reported the aircraft returned due to an engineering issue. A passenger reported the crew announced they could not automatically retract the landing gear, they were able to retract the gear manually, however, as no maintenance was possible in Alice Springs they would be returning to Darwin. https://avherald.com/h?article=50503957&opt=0 Incident: France B789 near Paris on Feb 11th 2023, hydraulic problems An Air France Boeing 787-9, registration F-HRBA performing flight AF-268 from Paris Charles de Gaulle (France) to Male (Maldives), was climbing out of Paris when the crew stopped the climb at FL270 due to hydraulic problems and decided to return to Paris, where the aircraft landed safely on runway 09R about 95 minutes after departure. The aircraft had remained on the ground for about 30 hours after a similiar occurrence the previous day, see Incident: France B789 near Paris on Feb 10th 2023, hydraulic problems. https://avherald.com/h?article=505073a6&opt=0 incident: Delta B763 at Edinburgh on Feb 10th 2023, engine shut down in flight A Delta Airlines Boeing 767-300, registration N197DN performing flight DL-209 from Edinburgh,SC (UK) to New York JFK,NY (USA), was climbing out of Edinburgh's runway 24 when the crew stopped the climb at about 10,000 feet after the right hand engine emitted a series of bangs and streaks of flames. The crew initially set course to return to Edinburgh, but then turned again and positioned for an approach to Glasgow Prestwick,SC (UK) where the aircraft landed safely on runway 30 about 30 minutes after departure. The aircraft taxied to the apron where the passengers disembarked normally. https://avherald.com/h?article=504f9f37&opt=0 5 injured in collision between jet, bus at LA airport Five people were hospitalized at Los Angeles International Airport (LAX) on Friday night after an American Airlines plane collided with a shuttle bus. The jet was being towed from a gate to a parking area when it collided with the bus, according to a tweet from LAX. The airport said that Los Angeles Fire Department (LAFD) personnel arrived on the scene after the incident to treat shuttle passengers. Only employees were on board the jet at the time of the crash. According to an LAFD statement, a tug driver was transported to a hospital in moderate condition, while the shuttle driver and two passengers were taken in fair condition. A worker on board the aircraft was treated but was not taken to a hospital. A prominent skid mark from the jet’s tire was visible, and the shuttle’s windshield had been visibly damaged, according to Los Angeles outlet KABC. The cause of the collision has not been confirmed. https://thehill.com/homenews/3853986-5-injured-in-collision-between-jet-bus-at-la-airport/ American Airlines Pilots Refuse Recorded Interview With Safety Board The National Transportation Safety Board said it had issued subpoenas to the pilots of a plane involved in a close call at Kennedy Airport. In January, an American Airlines plane crossed in front of a Delta Air Lines plane about to leave Kennedy Airport.Credit...Eduardo Munoz/Reuters The National Transportation Safety Board said Friday that it had subpoenaed the pilots of an American Airlines plane that crossed in front of another jet that had been cleared to take off last month at Kennedy International Airport. The agency took the step after the pilots declined its request for electronically recorded interviews. According to a preliminary report on the close call by the safety board, the American Airlines plane crossed a runway on Jan. 13 without clearance from air traffic control. That forced controllers to instruct pilots of a Delta Air Lines plane to abort their takeoff. The planes came within 1,400 feet of each other. The union that represents American Airlines pilots said in a statement that it objected to electronic audio recordings because the practice could make pilots less candid. An interview that puts pilots at ease “is critical to getting the most information in any safety investigation,” Capt. Dennis Tajer, a spokesman for the union, said in an interview. In a statement, the union said the safety board had recently begun requiring some witnesses to be electronically recorded. But the safety board said in a statement that recording interviews was a “longstanding practice” and that its staff had recorded interviews in “numerous past investigations involving commercial airlines.” The board said it had told the American Airlines pilots that a court reporter would also record their testimony and provide them with a transcript that they could review for accuracy. The American Airlines crew have seven days to respond to the subpoenas, the agency said. It said it had reviewed written statements from the Delta crew, adding that “their statements contain sufficient information for N.T.S.B. investigative purposes given their role in the incident.” The cockpit recordings in both planes were “overwritten,” the safety board said, meaning that they were taped over, leaving no audio record of what pilots in either plane said to one another during the incident. The equipment that records cockpit conversations is designed to overwrite itself after two hours. In its statement, the safety board noted that it recommended in 2018 that the Federal Aviation Administration require that cockpit voice recorders be capable of recording at least 25 hours of audio. Last week, a Southwest plane and a FedEx jet narrowly avoided a collision at Austin-Bergstrom International Airport in Texas. https://www.nytimes.com/2023/02/10/business/ntsb-american-airlines-jfk-runway-incident.html DISRUPTION OF GPS SIGNALS AT TWO AIRPORTS INCREASES RISKS OF FLIGHT SAFETY KARACHI: The disruption of GPS signals at Allama Iqbal International Airport and Sialkot International Airport increased risks to flight safety, citing sources, ARY News reported on Sunday. The Global Positioning System (GPS) system enables pilots to fly aircraft on preferred routes from waypoint to waypoint. The satellite-based radio navigation system provides geolocation and time information to a GPS receiver anywhere on or near the Earth. According to details, the problem is being reported at around 150 – 54 nautical miles from the Allama Iqbal International Airport and Sialkot International Airports as the pilots are facing difficulty during landing and takeoffs due to the sudden disappearance of the signals of the satellite-based radio navigation system. Unmute “More than 25 planes have been affected from December 01 and February 02 due to the malfunction of the GPS system,” well-informed sources told ARY News. In this regard, the Pakistan Civil Aviation Authority (PCAA) issued a NOTAM [a notice containing information essential to personnel concerned with flight operations] for domestic and international flights. GPS, Disruption signals, flight safety risks The NOTAM warned the pilots about the GPS signal malfunctioning around 100 km near airports and directed pilots to keep in contact with the traffic controller immediately before landing. The NOTAM further advised pilots immediately seek guidance from the air traffic controller if there are any complications before landing to ensure a safe landing. In the past few days, two international airlines before landing at Sialkot Airport also complained about the disruption in the GPS system after with the assistance of an air traffic controller the pilot is able to land safely. The GPS malfunction is a big problem and could result in a big crash if not fixed at the earliest risking life of passengers. https://arynews.tv/gps-disruption-airports-flight-safety/ Changi Airport Group strengthens runway safety with enhanced FOD detection technology Flight safety is paramount at Singapore Changi Airport (SIN). That’s why the airport uses iFerret, a high-performing FOD detection system backed by a set of electro-optical sensors and proprietary software, to provide 24/7 surveillance of the runway in all-weather conditions. Video As air traffic around the world rebounds strongly and flight movements surge with the easing of COVID-19 travel restrictions, runway safety is more important than ever. Increased runway use intensity would lead to higher probability of foreign object damage risk for aircraft, and such hazards occurring on runways can have catastrophic consequences. At the same time, manpower for conducting airfield inspection remains tight on the ground in many airports, resulting in the urgent need for automation to mitigate the risk. Automating foreign object debris (FOD) detection on runways Foreign objects as tiny as a metal bolt left behind unintentionally on the runway surface would pose a significant risk to aircraft safety if ingested into its engine. To safeguard runway operations, Singapore Changi Airport has been using a state-of-the-art, Singapore-designed intelligent and fully automatic foreign object debris (FOD) detection system, known as iFerret, at its Runways 1 and 2 since 2009. iFerret, which is currently owned by CAG, provides round-the-clock protection against FOD on the runway through its high-definition electro-optical (EO) sensors and proprietary image processing software, which can detect objects as small as 4cm on the 4km long by 60m wide runway with over 95% detection accuracy in all weather conditions, including in the pitch darkness of a rainy night. The system comprises a set of 12 smart cameras installed at a distance from the runway, so that it can be deployed and maintained without having to disturb the operational runway. Upon FOD detection, the system automatically alerts airfield operators and provides a zoom-in image of the suspect item on the runway surface (e.g. a piece of asphalt or loose tyre pieces), so that duty safety personnel can perform visual verification remotely before despatching a site team to retrieve any FOD threat in real time. This solution provides a much higher level of safety assurance than manual runway inspections, which are resource-heavy, susceptible to human errors, and carry the high opportunity cost of runway closures while only providing limited safety assurance within the short duration of each manual inspection interval. Going a step further to roll out an improved system In 2020, as part of continuous improvement, Changi Airport Group (CAG) further upgraded the system’s detection algorithm to reduce invalid alerts. These false alerts are sometimes caused by reflections of objects due to water puddles on the wet runway surface during or after a rain. For over 15 months, CAG’s engineering team and its technology partner from NCS worked hand-in-hand to enhance the system’s detection accuracy to remove false positives. The outcome – iFerret version 2.0 – managed to cut down false alarms by more than ten-fold. iFerret 2.0 has since been installed along Changi Airport’s new Runway 3. Plans are underway to deploy this upgraded iFerret version to Runways 1 and 2. Accurate detection iFerret is the only system in the market that produces superior full HD coloured images, allowing foreign objects on the dark surface to be seen as clearly as in daytime even in low lighting conditions. It also allows operators to perform visual verification remotely by zooming in, and is easy to maintain without the need for runway closure due to its extended distance from the runway. Using EO sensors also meant that the system does not interfere with existing aviation systems or pose health hazards, unlike other solutions which make use of radar technology. Usage of iFerret can also be extended to wildlife detection, airfield monitoring and surveillance, as evident from the data collected over the years by iFerret at Changi Airport. Ms Liu Yanling, Senior Vice President of Airside Operations, Transformation and Operations Strategy at Changi Airport Group, said: “iFerret is an important system that helps safeguard every flight’s take-off and landing at Changi Airport. Besides alleviating the threat of FOD on our runways, iFerret’s ability to accurately detect FOD and pinpoint its exact location minimises the time required to remove FOD and the need for extended runway closures. This secures runway safety and capacity essential for the running of the airport.” https://www.internationalairportreview.com/article/182568/changi-airport-group-runway-safety-fod-detection-technology/ Aviation Heeds Lessons from ICAO Annex 13 French and Singapore investigators provided sonar and acoustical locating equipment during the search and rescue of Lao Airlines Flight QV301. Preliminary data recovered from the cockpit voice recorder (CVR) and flight data recorder (FDR) from the fatal crash of Yeti Airlines Flight YT691 last month indicate that the propellers of both engines went into feather on the base leg, according to a statement by Nepal’s Accident Investigation Commission. Speaking to AIN, joint secretary of the Ministry of Culture, Tourism and Civil Aviation Buddhi Sagar Lamichhane said the authority will release a preliminary report in the coming days. A Nepali-language statement released by the ministry on February 6 said investigators will continue their probe while examining “technical and human aspects” of the January 15 crash of the ATR 72 twin-engine turboprop. Authorities continue to analyze the flight recorders in Singapore with support from that country’s Transport Safety Investigation Bureau (TSIB), France's Bureau of Investigation and Analysis for Civil Aviation Safety (BEA), the Transportation Safety Board of Canada (TSB), Pratt & Whitney Canada, and the European Aviation Safety Agency (EASA). The provisions guiding all global civil aviation activities appear in the form of the International Civil Aviation Organization’s (ICAO) 19 Annexes to the Chicago Convention, which took effect in 1947—the year ICAO came into existence. Today, 193 countries are signatories to the Convention; individual state laws and regulatory instruments also govern aviation. First introduced in 1951, Annex 13—Aircraft Accident and Incident Investigation lays out international Standards and Recommended Practices (SARPs) for investigators. It lists technical specifications spread across four parts: Organization and Planning, Procedures and Checklists, Investigation, and Reporting. Complementary documents (Doc) and circulars (Cir) also provide guidance, among them Doc 9973—the Manual on Assistance to Aircraft Accident Victims and their Families. Under Annex 13, the state of occurrence bears responsibility for initiating an investigation but may delegate all or part of the responsibility to another country or a regional accident and incident investigation organization (RAIO) by mutual consent. Accident and serious incident investigations are not solo acts; as such, the following "Big Four" may appoint an accredited representative and associated advisers: the State of Registry, the State of the Operator, the State of Design, and the State of Manufacture. Additionally, a country that holds a special interest (i.e., citizens involved) may send a technical expert. In the case of a dangerous goods (DG) aviation occurrence, the State of Origin can also appoint an accredited representative. (Note: Annex 13 provides separate definitions for advisers and accredited representatives.) Beyond Annex 13, states commonly enter into memoranda of understanding (MoUs) with one another to share facilities, equipment, and expertise and frequently participate in multilateral ICAO meetings across the year. Annex 13 stipulates that investigators should read flight recorders without delay. Doc 10053 guides the protection of sensitive records during investigations. State adoption of investigation-specific legislation and regulations coupled with strong surveillance and regulatory oversight ideally strengthen the protection of records, from witness statements and crew medicals to flight recordings and transcripts. Protection of CVRs, airborne image recording (AIR), and any related transcripts begins at the time of the accident or incident and continues after the publication of the final report. Protection of other records begins when the investigative authority assumes custody or control and continues after the final report is published, states Annex 13. There is a caveat. While records can be made available under Annex 13, their disclosure should hinge on a balance test conducted by a “competent authority” and weighed across nine variables for and against the public interest. Factors include “the requester’s intended use of that record, whether the rights or interests of a person or organization will be adversely affected by the disclosure or use of that record, and whether that record is of a sensitive or restrictive nature,” to name a few. Annex 13 starkly highlights the sensitivity and complexity of air crash investigations and the significance of collaboration. In the case of Ethiopian Airlines Flight ET 302, the U.S. National Transportation Safety Board (NTSB) and BEA called on Ethiopian authorities to amend the final report on the March 10, 2019 crash of a Boeing 737 Max 8 to address operational and human factors findings. Their requests fall wholly within the scope of Annex 13. Under Part 4—Reporting, the investigative authority must send a confidential draft of the final report to the Big Four; in turn, states have 60 days to comment. Before public release, the authority shall either amend the final report or attach appended comments. Following this step, the final report is then sent to the Big Four authorities plus any state having suffered citizen fatalities or serious injuries and any state providing information, facilities, and expertise. For DG occurrences and accidents or serious incidents involving an aircraft with a certified maximum takeoff weight (mtow) of 5,700 kilograms or more, the final report also gets submitted to ICAO. The stipulation practically covers all commercial and business aircraft today. The sole objective of the investigation and the final report is the prevention of accidents and incidents, not to assign blame or liability. While investigations can become highly politicized, Annex 13 calls for states to have an independent investigative authority, structured to “withstand political or other interference or pressure” and functioning separate from any judicial or administrative proceedings, any regulators, and any other entities. https://www.ainonline.com/aviation-news/air-transport/2023-02-13/aviation-heeds-lessons-icao-annex-13 Pilots regularly train on simulators: Why don’t doctors? Fourteen years ago, Captain Chesley “Sully” Sullenberger heroically landed US Airways Flight 1549 in the Hudson River, saving everyone onboard. While deemed a “miracle” on the Hudson, the truth is Sully’s decision-making during such a historic landing was informed by a combination of decades of experience and countless hours of simulation training. Airline pilots train on a simulator every six months and undergo rigorous flight reviews every two years, which has led to the airline industry’s incredible safety record (the National Transportation Safety Board estimates the chance of dying in a plane crash to be one in 29.4 million). By contrast, the chance of an adverse event contributing to death during a hospital stay is up to one in 333. But nearly half of these events are due to preventable medical errors. Medical care is a human system, which means variation among people is natural and common. Doctors are people who sometimes display bad judgment, make mistakes and have memory lapses that can lead to complications and poor clinical care. The family of comedian Joan Rivers settled a medical malpractice lawsuit that claimed doctors performed “unauthorized procedures” that may have led to her death. Similar medical errors also affect millions of other patients who lack such name recognition. We acknowledge that no single “magic bullet” can fix the healthcare system, but there is evidence that simulation-based training is one solution to eliminate variability in clinical skills. After all, years in practice are not a proxy for clinical skills. A key source of the problem, according to recent research, is traditional medical education based on dated technology and old-fashioned ideas about how doctors learn. Despite transformative advances in medical research and clinical care, America’s current medical education model supports learning through passive methods, such as the time-honored apprenticeship model pioneered by William Osler in the 1890s. Its fundamental assumption is that longitudinal, chance clinical experiences are the best way to produce good doctors. Most physicians have scant hands-on training once they enter clinical practice. The most common way physicians maintain their subspecialty board certifications is a multiple-choice exam, which is often open book. Our research at Northwestern University and at other academic medical centers shows that traditional methods of clinical medical education are obsolete and need reform to better prepare doctors to serve today’s patients. Medicine needs to catch up to the training and certification procedures used by aviation and other high-risk industries in which professionals engage in frequent simulation. In our simulation lab at Northwestern University Feinberg School of Medicine, doctors and other clinicians practice their skills in surgery, invasive procedures such as colon polyp removal (during routine colonoscopy) and central venous catheter insertion and maintenance, advanced cardiac life support, communication and several other clinical skills. Throughout this process, they receive rigorous assessment and feedback to ultimately achieve nearly flawless, mastery standards. Our work at Northwestern and research at other institutions show that clinicians trained in the simulation laboratory to mastery standards provide patients with safer care than those who were trained by more traditional methods. Simulation is now a standard teaching tool used throughout medical schools, but to fully benefit from integrating simulation-based education into clinical practice, it will require the combined efforts of medical schools, healthcare systems and regulatory agencies. Funding medical education research must also be a top priority of federal and state grants. Our patients expect their doctors to be competent. To meet this expectation, clinicians should be required to use simulation to demonstrate competence as part of their privileging and credentialing processes. Multiple studies demonstrate that simulation-based education produces better clinicians (individuals and teams), mitigates errors/mistakes, improves patient outcomes — and lives — and saves money. The evidence is clear and it is long past time to answer this call. We must dispense with 19th-century thinking and technology to train doctors for today’s high-tech medicine. The lives of our patients depend on it. Drs. Jeffrey Barsuk and Diane Wayne are professors of medicine and medical education; Dr. McGaghie is professor of medical education and preventive medicine at Northwestern University Feinberg School of Medicine in Chicago. Barsuk is the director of Feinberg’s simulation laboratory. https://thehill.com/opinion/healthcare/3853175-pilots-regularly-train-on-simulators-why-dont-doctors/ Boeing Has a New Problem—and It Isn’t Lack of Demand The biggest risk for Boeing BA +0.42% isn’t demand. It’s supply. In particular the supply of skilled labor needed to ramp up production across the entire aerospace supply chain. If the industry comes up short on labor, it will be another year of missed numbers for Boeing (ticker: BA) https://www.barrons.com/articles/boeing-airbus-stock-price-workers-supply-chain-16ea00c6?siteid=yhoof2 US puts six Chinese aviation, tech entities on blacklist over balloon case Despite China's repeated communication with the US, Washington continued to escalate the balloon case through a mix of both political and economic moves, due to the malicious political manipulation by some forces in Washington, which presents worrying signs for bilateral ties, experts warned over the weekend. The Biden administration on Friday blacklisted six Chinese aviation and technology companies as part of its response to a Chinese civilian balloon, according to the US Commerce Department. The department said the five companies and one research institute were supporting "China's military modernization efforts, specifically the People's Liberation Army's (PLA) aerospace programs including airships and balloons." The six entities are Beijing Nanjiang Aerospace Technology Co, China Electronics Technology Group Corporation 48th Research Institute, Dongguan Lingkong Remote Sensing Technology Co, Eagles Men Aviation Science and Technology Group Co, Guangzhou Tian-Hai-Xiang Aviation Technology Co, and Shanxi Eagles Men Aviation Science and Technology Group Co. US Deputy Secretary of Commerce Don Graves said on Twitter his department "will not hesitate to continue to use" such restrictions and other tools "to protect US national security and sovereignty." Also on Friday, Reuters reported that the Biden administration plans to ban investments in some Chinese technology companies and increase scrutiny of others to crack down on the billions of dollars of US investment in "sensitive" Chinese sectors. On Thursday, the US House of Representatives passed a resolution attacking China for using a "surveillance balloon" over US territory. Chinese Foreign Ministry spokesperson Mao Ning said on Friday that "the Chinese side has repeatedly shared information and stated its position on the unintended entry of the unmanned Chinese civilian airship into US airspace due to force majeure. The US Congress's resolution is about scoring political points and dramatizing the whole case. China deplores it and firmly opposes it." Washington's escalation and expanding of the political implications of the airship case is a sign that US economic and foreign policy has been completely hijacked by its political machines, which is having economic consequences not only on the two countries, but also on global industrial chains, experts noted. He Weiwen, a former senior trade official and an executive council member of the China Society for World Trade Organization Studies, told the Global Times on Saturday that the airship case has given the US another excuse to abuse export controls targeting Chinese companies, and given the US-led "decoupling" push, it won't be surprising if more high-tech firms are affected. The past months already saw the US ramp up efforts to strangle China on advanced technology, including a decision to cease approval licenses for US firms to export most items to Huawei and coercing the Netherlands and Japan to join the US in limiting exports of advanced chip-making equipment to China. "All the things that the Biden administration has done are not conducive but detrimental to bilateral cooperation," Li Yong, deputy chairman of the Expert Committee of the China Association of International Trade, told the Global Times on Sunday, noting that the incident disrupted the momentum toward stabilizing bilateral ties since the Bali meeting between the two heads of state. "Both the US' tech suppression and its escalation of the airship case actually point to a core problem, that is, the current atmosphere for US-China relations is worrying," Gao Lingyun, an expert at the Chinese Academy of Social Sciences in Beijing, told the Global Times on Saturday. "Some political forces are trying to exploit the tensions for their own political gain, and this is something to watch out for." Experts said it is not surprising that the US uses the balloon case as an excuse to sanction Chinese institutions, entities and individuals, with the aim of accelerating decoupling from China. "It also shows that the Biden administration has become growingly reckless in its strategy to contain China, no matter what the costs," Li said, noting that the politicization of the matter by the US government will have repercussions within the US, fueling its racial divide. But even in such circumstances, it is still essential for China and the US to manage differences and strengthen communication for the sake of maintaining a stable relationship, which is vital to both economies, He said. The US economy is now under broad pressure from inflation, a looming recession and an unfolding debt crisis. A sound economic relationship with China will greatly help alleviate the pressure. While the Biden administration has decided to postpone Blinken's reported trip to Beijing following the case, US Treasury Secretary Janet Yellen said that she still hoped to visit China, according to US media reports. And China's Ministry of Commerce said on Thursday that China welcomes Yellen to visit China, as it is important for both countries to maintain normal communications. https://www.globaltimes.cn/page/202302/1285288.shtml Boeing Plans New Logistics Centre In India Amid Big Aircraft Order With the new centre, Boeing aims to speed up access to parts which will improve aircraft availability for airlines and reduce flight cancellations or grounding due to maintenance issues, he said. Bengaluru: Boeing Co plans to invest about $24 million in India to set up a logistics centre for airplane parts, Salil Gupte, president of the local unit told Reuters on Monday, boosting its footprint in the country amid a large plane order. India's former state-run carrier Air India, which is now owned by Tata Group, is expected to announce a major deal this week for nearly 500 jets, worth more than $100 billion at list prices, split between Boeing and Airbus, Reuters has reported. Boeing's share includes 220 planes split as 190 737 MAX narrowbody jets, 20 787 widebodies, and 10 777Xs. While Gupte did not comment on any specific customer orders, he said India was the third-largest domestic aviation market in the world and would soon be number three internationally. "India is one of the most important civil aviation markets in the world ... and that means there's going to be huge opportunity in both narrowbody and widebody aircraft," he said. With the new centre, Boeing aims to speed up access to parts which will improve aircraft availability for airlines and reduce flight cancellations or grounding due to maintenance issues, he said. The move comes at a time when Boeing is making deeper inroads into India's single-aisle market, the mainstay of rival Airbus, and winning orders from start-up airline Akasa Air and rival SpiceJet. Boeing forecasts India's carriers will need 2,200 new planes over the next 20 years, and with narrowbody planes making up the bulk Gupte expects that to be a focus area for Boeing. "As the middle-class grows and as India leads the world economic growth, you will see more and more people fly. That means we need to ensure our customers have the narrowbody aircraft they need to serve this market," he said. https://www.ndtv.com/india-news/boeing-plans-new-logistics-centre-in-india-amid-big-aircraft-order-3778707 RESEARCH SURVEY Greetings, My name is Nurettin Dinler, Research Scholar and PhD student at Department of Aviation Science, Saint Louis University working with Nithil Bollock Kumar, PhD Candidate, Gajapriya Tamilselvan, PhD, and Stephen Belt, PhD. We are working on a research project titled “Low-Cost Airline Pilots on Exercising Fuel-Loading Policies during Flight: A Phenomenological Exploration Study.” I am writing this e-mail to invite you to participate in a research study that we are conducting at Saint Louis University. Your participation in this study will involve taking a semi-structured interview that lasts for about 30 minutes. During the interview, you will be questioned about your experiences with Low-Cost Airlines’ fuel-loading policies developed to minimize pilot discretionary (extra) fuel. There is no compensation provided for your participation in the study. However, your participation will be a valuable addition to our research and your findings could lead to greater understanding of risk management for pilots and the sources of stressors in commercial aviation. Participation is completely voluntary, and your participation will remain confidential throughout the process of research. If you are interested in participating in this research, please take a moment to complete the survey at the following link: https://slu.az1.qualtrics.com/jfe/form/SV_0l9Awl5UkXDiKRo If you have any questions, please contact me at 321-245-8628 or nurettin.dinler@slu.edu Thank you for your time and consideration. Regards, Nurettin Dinler, M.S. Research Scholar Oliver L. Parks Department of Aviation Science School of Science and Engineering McDonnell Douglas Hall, Lab 1046 3450 Lindell Blvd., St Louis, MO 63103 nurettin.dinler@slu.edu (321) 245-8628 Curt Lewis