Flight Safety Information - February 23, 2023 No. 037 In This Issue : Incident: TUI B788 at London on Feb 16th 2023, could not fully retract flaps/slats : Incident: Jazz DH8D at Vancouver on Feb 12th 2023, unsafe gear : Incident: India B773 near Stockholm on Feb 22nd 2023, engine shut down in flight : Airplane diverted due to disruptive passenger, lands at North Carolina airport : Jet carrying 335 forced to turn back after missing destination airport's closing time by 10 minutes : Pilot Error After ‘Sierra Hotel Break’ Resulted in South China Sea F-35C Crash, Investigation Says : Vanishing cockpit recordings are impeding probes of near-crashes : TikTok Complaint Gets Thai Airways Cabin Crew Suspended : How Can Inadequate Crew Training Influence Aircraft Accidents? : After Alaska Airlines planes bump runway while taking off from Seattle, a scramble to ‘pull the plug’ : CAA, ICAO ink pact to ensure civil aviation safety compliance in Oman : Here's What Sets The Boeing 747SP Apart From Other Jumbo Jet Variants : Taiwan Air Force Mirage jet loses external fuel tanks : Roughly 18 guns were seized every day at US airports last year : JetBlue Ready For A Fight If DOJ Blocks Merger With Spirit Airlines : POSITION: Business Development (BD) & Marketing Professional : ARGUS International Audit Production Manager Position Available : Tenure-Track Faculty Position with a focus on Unmanned Systems in the School of Graduate Studies, College of Aviation, Daytona Beach : Graduate Research Survey Incident: TUI B788 at London on Feb 16th 2023, could not fully retract flaps/slats A TUI Airways Boeing 787-8, registration G-TUIC performing flight BY-20 from London Gatwick,EN (UK) to Bridgetown (Barbados), was climbing out of Gatwick's runway 26L when the crew could not fully retract the flaps/slats and stopped the climb at FL100 maintaining low speed. The aircraft returned to Gatwick for a safe landing on runway 26L about 55 minutes after departure. A replacement Boeing 787-8 registration G-TUIB reached Bridgetown with a delay of about 4.5 hours. The occurrence aircraft remained on the ground in Gatwick until Feb 19th, performed a test flight and returned to service on Feb 20th 2023. The aircraft had also returned to Gatwick the previous day (Feb 15th 2023) performing flight BY-84 to Punta Cana (Dominican Republic), passengers reported they were not given any information about the reason for the return. https://avherald.com/h?article=50585fcb&opt=0 Incident: Jazz DH8D at Vancouver on Feb 12th 2023, unsafe gear A Jazz de Havilland Dash 8-400, registration C-GGDU performing flight QK-8369 from Fort Saint John,BC to Vancouver,BC (Canada) with 66 passengers and 4 crew, was on final approach to Vancouver's runway 08L when the crew initiated a go around at about 1200 feet AGL after selecting the gear down and receiving three red lights indicating the gear was not down and locked. The crew worked the related checklists and performed an alternate gear extension, which resulted in three green lights indicating the gear was now down and locked. The aircraft landed safely on runway 08L about 35 minutes after the go around. The Canadian TSB reported maintenance found fault codes on the Proximity Sensor Electronic Unit (PSEU) and replaced the PSEU as well as the selector valve. https://avherald.com/h?article=50585d9f&opt=0 Incident: India B773 near Stockholm on Feb 22nd 2023, engine shut down in flight An Air India Boeing 777-300, registration VT-ALK performing flight AI-106 from Newark,NJ (USA) to Delhi (India) with about 330 people on board, was enroute at FL330 about 50nm northeast of Stockholm (Sweden) when the crew decided to divert to Stockholm due to a right hand engine (GE90) oil leak. The crew shut the engine down and landed safely on Stockholm's runway 01L about 35 minutes after leaving FL330. India's DGCA reported an inspection of the aircraft after landing revealed oil exiting the drain mast of the right hand engine. https://avherald.com/h?article=50582194&opt=0 Airplane diverted due to disruptive passenger, lands at North Carolina airport The plane was forced to land at the Raleigh-Durham Airport on Wednesday. A plane traveling from Jacksonville to Washington, D.C. landed on Wednesday due to a disruptive passenger. RALEIGH, N.C. (WBTV) - An airplane was diverted to a North Carolina airport on Wednesday after it was forced to land due to what authorities described as a ‘disruptive passenger.’ According to the FBI, the plane took off from Jacksonville and was en route to Washington, D.C. Due to the circumstances surrounding the passenger, it landed at the Raleigh-Durham Airport. The FBI Charlotte Field Office was called to the scene to conduct interviews and gather facts. Investigators will consult with the U.S. Attorney’s Office of the Eastern District of N.C. to determine if federal charges will be filed. https://www.wect.com/2023/02/22/airplane-diverted-due-disruptive-passenger-lands-north-carolina-airport/ Jet carrying 335 forced to turn back after missing destination airport's closing time by 10 minutes Nearly 335 passengers were sent back to Tokyo and did not arrive at Fukuoka Airport until the next day. FOX Business' Jeff Flock reports from Newark Liberty International Airport, where flights are being impacted by a plane shortage. A Japan Airlines plane was forced to return to Tokyo this week after being refused at a regional airport for arriving 10 minutes after the cut-off time. Flight JAL 331 left Tokyo's Haneda Airport at 8 p.m. on February 19 – over an hour after its planned departure. The plane, which was expected at 8:30 p.m., did not arrive at Fukuoka until around 10:10 p.m. But because Fukuoka Airport enforces a strict 10 p.m. cut-off time, JAL 331 was not cleared to land and was forced to make a nearly 5-hour journey back to Tokyo. Fukuoka's curfew is intended to curb noise pollution. JAL 331 also had to stop at Osaka's Kansai Airport to refuel, adding to passengers' and crew members' misfortune. According to Asahi Shimbun, a Japanese newspaper, there were reportedly 335 passengers on the Japan Airlines plane. Passengers arrive at Tokyo's Haneda international airport on December 29, 2022, ahead of the New Year's holiday. (PHILIP FONG/AFP via Getty Images) Japan Airlines arranged for the passengers to stay in a hotel after they returned to Tokyo. The passengers boarded a flight the next morning and eventually landed at Fukuoka Airport on Monday. Fukuoka and Tokyo are located on opposite sides of Japan. The cities are over 550 miles apart. Passengers arrive at Tokyo's Haneda international airport on December 29, 2022, ahead of the New Year's holiday. (Philip FONG / AFP) It is unknown why JAL 331 departed from Tokyo late on Sunday evening. According to Asahi Shimbun, officials say that planes that land late due to "unavoidable" circumstances, such as stormy weather or congestion, are usually allowed to land past 10 p.m. https://www.foxbusiness.com/retail/jet-forced-turn-back-missing-destination-airports-closing-time-10-minutes Pilot Error After ‘Sierra Hotel Break’ Resulted in South China Sea F-35C Crash, Investigation Says An F-35C Lightning II Joint Strike Fighter during a ramp strike aboard USS Carl Vinson (CVN-70) on Jan. 24, 2022. This post has been modified to clarify the recommendations from the investigators. A 2022 ramp strike aboard the carrier USS Carl Vinson (CVN-70) that injured six sailors and resulted in the loss of an F-35C Lighting II Joint Strike Fighter was due to a mistake by the fighter pilot during landing, an investigation into the Jan. 24, 2022 incident determined. The junior officer had performed a specialized landing approach to Vinson for the first time, but he did not realize a built-in aid that helped control the plane’s power during landing was switched off. The F-35C made an underpowered approach to the carrier, according to the investigation obtained by USNI News. By the time the pilot realized his aircraft was underpowered, there wasn’t enough time to stop the aircraft’s nose from striking the back of the flight deck, collapsing the F-35Cs landing gear. The momentum carried the fighter, assigned to the “Argonauts” of Strike Fighter Squadron (VFA) 147, across the Vinson’s deck and into the South China Sea. Flying debris injured five sailors on the deck. The pilot was hurt ejecting from the fighter, according to the investigation. “This mishap was the result of pilot error,” wrote U.S. 7th Fleet commander Vice Adm. Karl Thomas in his June 3rd endorsement. “The mishap pilot (MP) attempted an expedited recovery breaking overhead the carrier, an approved and common maneuver, but the MP had never performed this maneuver before, and it reduced the amount of time to configure the aircraft and conduct landing checks,” the report said. “As a result of the compressed timeline and the MP’s lack of familiarity with the maneuver, the MP lost situational awareness and failed to complete his landing checklist. Specifically, the MP remained in manual mode when he should have been (and thought he was) in an automated command mode designed to reduce pilot workload during landings.” The ramp strike followed a routine mission of just under four hours for the junior officer pilot and his wingman. The investigation found that the F-35C pilot, who was on his first deployment, had 650.3 total flight hours with 370.7 in the F-35C, was well rested, mentally fit and among the top performing junior officers in Carrier Air Wing 2. The fighter, designated JASON 406, had a degraded electronic warfare system but was otherwise mission capable. The sky was mostly cloudless, winds were 15 knots straight down the carrier deck and the seas were low – with two-to-four-foot waves. According to the investigation, the pilot wanted to attempt a landing maneuver popularly known as a Sierra Hotel or “Shit Hot” break for the first time. The Sierra Hotel Break is a maneuver in which “an aircraft uses G-forces to decelerate over the course of a 360-degree turn, dropping the landing gear when the aircraft is below landing gear transition speed. When breaking aft of the ship or overhead the ship, a pilot has a reduced amount of time to configure the aircraft and conduct landing checks,” reads the investigation. The pilot started the first turn of the break at the rear of the carrier just over the landing signal officer platform. “He did not want to be too fast during the break and he remembered his airspeed being 370-390 knots as he initiated a break over the LSO platform. He called ‘Burner’ on the auxiliary radio, informing his wingman that he was selecting afterburner, and then initiated his break, deselecting afterburner after a few seconds,” reads the investigation. After the turn, the pilot didn’t engage the two landing assist tools on the fighter, the Approach Power Compensation Mode (APC) and the Delta Flight Path (DFP), which automate some of the pilot’s necessary tasks for landing on an aircraft carrier. When activated, DFP automatically adjusts the throttle to keep the aircraft on correct glide scope to land on a carrier, while the APC maintains the fighter’s angle of attack. “The [pilot] realized that the jet was extremely underpowered as the jet became slow and continued to descend (settle),” the investigation continued. “At this moment, [the pilot] manually pushed the throttle to military power and then went to maximum afterburner once he realized that the airplane was in a perilous state, failing to climb,.” Six seconds later, the LSO told the pilot the speed was too low. A second later the LSO told the pilot to wave off and hit the afterburners. Data recovered from the F-35C after the crash showed that after the turn the F-135 engine on the aircraft shifted to flight idle – the minimum throttle position for the engine – and remained there until the pilot attempted to accelerate two seconds before hitting the ramp on Vinson. Timeline of Ramp Strike on Jan. 24, 2022: 1630:37: [Pilot] initiates the carrier break at the stern of CVN 70. 1631:04: [Pilot] lowers the landing gear. 1631:20: [JASON 406] enters the groove. 1631:25: Backup LSO gives a “Right for lineup” call. 1631:26: Primary LSO gives a “Little power” call. 1631:27: CAG Paddles gives a “Powe– Waveoff, Waveoff, Burner, Burner, Burner… Burner” call. The word “power” is not completed by CAG Paddles before starting the “Waveoff…” sequence of calls. 1631:31.4: [JASON 406] impacts the ramp of CVN 70 just forward of the MA main landing gear, shearing the main landing gear, bouncing the tail of the MA into the air with a left-wing-down, nose-down component. Then the nose of JASON 406 “impact[ed] the ramp of CVN-70 just forward of the MA main landing gear, shearing the main landing gear, bouncing the tail of the MA into the air,” reads the report. An anti-air missile bracket on JASON 406 caught on the arresting wire and started a counter-clockwise spin on the fighter. It slid on its belly down the flight deck at nearly 95 miles per hour before falling off. According to the investigation, the snag and the subsequent rotation was a lucky break for Vinson and its crew. “This likely kept the MA fuselage wreckage from impacting other personnel, ground equipment and aircraft parked on the fourth row of CVN-70’s bow,” reads the report. As JASON 406 hurtled down the deck, flying debris from the crash injured the sailors. In addition, debris from the crash damaged an EA-18G Growler on the deck of Vinson, causing more than $2.5 million in damage to the aircraft. The crash also caused an estimated $120,000 of damage by gouging the flight deck, according to the report. Following the crash, the crew quickly began damage control procedures and was able to quickly clear the flight deck, USNI News previously reported. “Within 30 to 45 minutes, we were ready to receive aircraft,” a service official told USNI News last year. “The USS Lincoln was nearby, so they went and got a drink of gas at the Lincoln and then came back to us that same night.” The Navy recovered JASON 406 a month later using unmanned vehicles deployed from the commercial platform DSCV Picasso. Ultimately, investigators determined that “pilot error was the cause of the mishap. However, the error was not conducted in a reckless manner nor with malicious intent,” reads the report. A Navy spokesman told USNI News that, due to the crash, the pilot has been removed from flight status but is still in the service. Additionally, investigators recommended that F-35C pilots to always use Approach Power Compensation Mode (APC)/Delta Flight Path (DFP) throttle assists and that heads-up displays include additional audible indicators showing when flight aids are activated. The investigation board did not recommend eliminating the Sierra Hotel breaks in the future. https://news.usni.org/2023/02/21/pilot-error-after-sierra-hotel-break-resulted-in-south-china-sea-f-35c-crash-investigation-says Vanishing cockpit recordings are impeding probes of near-crashes Cockpit recordings from a series of recent air-safety incidents in the US, including three near-collisions on runways, aren’t available to investigators — raising questions about whether rules related to the devices are sufficient. Black boxes on all six jetliners involved in four close calls since December were automatically overwritten after crews continued on flights or conducted other routine operations, according to the National Transportation Safety Board. The loss of the data has renewed longstanding calls by the NTSB for the US government to require airlines to capture 25 hours of sound — the standard in Europe since 2021 — increasing the odds that they’ll have useful recordings. Currently, devices in the US record two hours of sound and, when available, can be one of the most helpful tools in determining how accidents occur. “Twenty-five hours should be the standard across all the countries, Jennifer Homendy, the NTSB chairwoman,” said in an interview. “For us coming late to this, following the European standard, is embarrassing.” Changing the rules for cockpit recorders faces a number of challenges. In September, the Federal Aviation Administration, which regulates the aviation industry, dropped its effort to require extended recorders. An FAA advisory committee rejected the creation of a new rule “due to competing priorities and resources,” FAA acting Administrator Billy Nolen said at the time in a letter to the NTSB. The regulator has said it plans to resubmit its request for a 25-hour rule this year and a spokesman referred to the letter when asked to comment. Pilot unions say they need assurances the privacy of crew members will be prioritized. While the NTSB is prohibited from releasing the raw recordings from the cockpit, there is a “lack of protection against carriers and others from leaking it,” the Air Line Pilots Association, the largest flight-crew union in North America, said in a 2015 letter to the FAA. JetBlue Airways Corp. Chief Executive Officer Robin Hayes defended the existing recorder standard in an interview, saying so much flight data is available through other sources there is little to gain by changing it. The Airlines for America trade group said it generally supports going to 25-hour recorders, but added there are “many details and considerations that need to be addressed.” Agencies also typically have a legal duty to show the costs of a new rule don’t outweigh the benefits. New technology makes it easier to store large volumes of digitized sound data, and major manufacturers such as Honeywell International Inc. and L3Harris Technologies Inc. already sell units with those capabilities. But with fatal crashes so rare now, it’s difficult for FAA to show recorder changes will prevent future accidents. Investigative Tool Crash-proof black box recorders have been used in air travel for about 60 years. They’re designed to withstand high impacts and fire, and have proved highly reliable after accidents. In addition to the cockpit recorder, a separate device captures 25 hours of detailed flight data. The NTSB has cataloged more than 40 instances since 2002 in which the voice recordings weren’t available. Recent incidents, now at the center of debate on the rule, include a December 18 United Airlines Holdings Inc. flight, which descended to within several hundred feet of the ocean after taking off from Maui, Hawaii, and a January 13 runway incident at New York’s John F. Kennedy International Airport involving planes operated by American Airlines Group Inc. and Delta Air Lines Inc. Separately, on January 23 there was a runway incident in Honolulu involving a United jet and a smaller plane, and on February 4 a FedEx Corp. jet came within 100 feet (30.5 meters) of colliding with a Southwest Airlines Co. plane. Previous cases where recording data was lost include an Air Canada jet that missed other planes on the ground by as little as 20 feet in San Francisco in 2017, and a 2009 flight in which pilots flying from San Diego to Minneapolis went silent for more than an hour and flew past their destination. While no one was injured in these incidents — meaning investigators could interview pilots and obtain other evidence — cockpit recordings allow investigators to verify crew accounts and identify subtle actions during the chain of events, said James Cash, who formerly served as the NTSB’s chief technical adviser for recorders. “It’s tough to do that from interviews, especially when they are some period of time later,” Cash said. https://english.alarabiya.net/News/world/2023/02/22/Vanishing-cockpit-recordings-are-impeding-probes-of-near-crashes TikTok Complaint Gets Thai Airways Cabin Crew Suspended The airline has dealt with the matter swiftly. Cabin crew members at Thai Airways have been suspended following a complaint from a passenger posted on social media platform TikTok. Flight attendants failed to clear passenger tray tables before landing, a clear violation of safety procedures. Cabin crew fail to clear trays before landing A few days ago, Thai Airways revealed it was conducting an urgent investigation after a passenger's video went viral on TikTok. The video, posted by user Praewa_panicha, showed her and two friends landing at Bangkok Suvarnabhumi Airport (BKK) with all three of their tray tables open and still holding food trays. According to Praewa Nang Mana, she had rung the bell for assistance twice before landing, but flight attendants failed to clear their tables. It appears the three friends weren't the only ones, with Praewa adding that some other passengers apparently also didn't have their trays cleared. As the aircraft lands in Bangkok following a flight from Singapore Changi Airport (SIN), a water bottle is seen falling onto the floor. Praewa claimed that the tray tables made it difficult to buckle their seatbelts, while they had to hold onto the trays during landing to prevent further mess. In a later video, Praewa said that cabin crew didn't perform checks before landing to ensure tables were stowed and failed to clear the food trays even after landing. She then had to get out of her seat and ask a cabin member to clear their tables so that her two friends were able to get out. A month's unpaid suspension The airline's communications team said that, following an urgent investigation, cabin crew were found to have failed their obligations and suspended for a month without pay, along with being issued a written warning. The crew members will also be required to undergo intensive security training before they return to work. Thai Airways added that it has an obligation to passenger safety and has a checklist that its cabin crew are required to follow at takeoff and landing. Thai Airways commented, "Thai Airways would like to stress that the company holds the safety of passengers to the utmost importance. Cabin crew has a checklist to ensure the orderliness of the cabin prior to take off and landing and must work according to international aviation safety standards." What are the rules? As per the Federal Aviation Administration's (FAA) regulations, "no operator may move an aircraft on the surface, take off, or land when any food, beverage, or tableware furnished by the operator is located at any passenger seat." Discover more aviation news with Simple Flying. This is primarily to prevent objects falling around the cabin that could later pose a safety hazard. Tray tables must also be stowed completely during takeoff and landing to ensure passengers have enough room to evacuate in the event of an emergency. https://simpleflying.com/thai-airways-tiktok-complaint-crew-suspension/ How Can Inadequate Crew Training Influence Aircraft Accidents? Inadequate pilot training is one of the most significant contributors to aircraft accidents. The Federal Aviation Administration (FAA) states that adequate pilot training is one of the two significant factors influencing flight safety. The other is the airworthiness of the aircraft (up-to-date maintenance). Commercial aviation accidents having inadequate crew training as a root cause is quite common. Moreover, it is common for flight crew training to contribute to minor incidents or near-misses. Flight crew must be fully trained on all aircraft systems and behaviors during normal and abnormal operations. A lack of understanding of complex systems and behaviors could lead to catastrophic events. Inadequate pilot training Inadequate pilot training becomes one of the major causes, if not the root cause, of the two catastrophic crashes involving the Boeing 737 MAX aircraft. In the aftermath of the two crashes, it was assumed that no additional pilot training was required for the newly introduced maneuvering control augmentation system (MCAS). Additionally, the new system was invisible to the pilots and was created to perform routine augmentation in the background. As a marketing strategy, Boeing had made the operators believe that basic pilot training would be sufficient in covering the trim stabilizer runaways without the formal introduction to the MCAS. Months later, the investigation into the two crashes revealed that pilot training assumptions were utterly flawed. While the flight crew did not require information on the MCAS during normal operations, the flight crew needed to be more knowledgeable when the MCAS behaved abnormally. It turned out to be a multifold problem. The pilots needed to be made aware of the new system and trained on the functionality of the system. During the two doomed flights, the pilots did not recognize the fault and were clueless about resolving the issue. Want answers to more key questions in aviation? Check out the rest of our guides here. Effective training curriculum Pilot training is challenging as complex information is transmitted to hundreds of thousands of individuals (pilots) who come from different backgrounds, skill sets, and values. Training authorities must identify the amount of knowledge that must be included in pilot training. Moreover, how is that information perceived and practiced by different individuals under challenging circumstances? Does the curriculum have to be thorough, or is a brief overview of the differences sufficient? Aviation crash investigators understand pilot behavior as they interact with complex automated flight systems. The recent Congressional Research Service report highlighted the increasing use of automated flight control systems and broader concerns regarding human performance and human assumptions about pilot reactions to abnormal and emergency situations and alerts. Over-relying on automated systems The FAA has identified that newer pilots over-rely on automated systems, which hinders their understanding of manual flight operations. The FAA proposes pilot training criteria that prevent them from overly relying on autopilot while focusing on the flightpath management. While the recommended practice makes the learners aware of all automated systems (MCAS in the case of the 737 MAX), pilots must also focus on aircraft's flight path for necessary intervention. According to the FAA, "The advisory provides a single framework for operations and training programs to help pilots develop and maintain manual flight skills and avoid becoming overly reliant on automation.” – Training Representative, FAA. While human errors will always be associated with aviation accidents, adequate, efficient, and periodic crew training can certainly minimize aviation accidents. https://simpleflying.com/how-can-inadequate-crew-training-influence-aircraft-accidents/ Flexjet Acquires Constant Aviation - Flexjet Becomes the Only Private Aviation Fleet Provider with a Comprehensive Range of In-House Maintenance, Repair and Overhaul (MRO) Capabilities- Ability to Provide Its Own Maintenance and Repair Services Is a Key Differentiator for Flexjet When It Comes to Safety, Dispatch Reliability and Efficiency- Acquisition Provides Flexjet with the Largest Aviation Maintenance Support Infrastructure in Business Aviation CLEVELAND, Feb. 22, 2023 (GLOBE NEWSWIRE) -- Flexjet, a global leader in subscription-based private aviation, today announced it has acquired Constant Aviation, a leading provider of aviation maintenance, repair and overhaul (MRO) services. “Integrating Constant Aviation into Flexjet is part of an overriding strategic vision to differentiate Flexjet among its competitors at the most fundamental level. Typically, other companies in our space rely largely on third-party providers to meet their global product support and maintenance needs. This not only limits their overall ability to meet the needs of their customers, but it also takes control away from operators and limits their ability to deliver the highest possible levels of service,” said Jay Heublein, Flexjet Senior Vice President of Maintenance. “This historic move by Flexjet represents one of the most significant infrastructure investments in the history of our industry.” Flexjet’s fleet grew by 40 percent in 2022, bringing additional demands for maintenance services. Integrating Constant into Flexjet will address this need, adding capabilities including: • Complete airframe, engine and avionics maintenance capability • Industry-leading paint and interior modification and refurbishment capability • Advanced in-house engineering and avionics installation • Heavy maintenance, engine and component overhaul • Damage repair, composite and sheet metal repairs and non-destructive testing • Parts support and distribution As part of the transaction, Flexjet will acquire Constant’s facilities at Cleveland Hopkins International Airport (ICAO: KCLE) and Orlando Sanford (Florida) International Airport (ICAO: KSFB). Flexjet plans to build new facilities at Sanford, significantly expanding its maintenance footprint in the heart of Florida’s high-volume private jet travel corridors, to a total of 220,000 square feet. Flexjet’s maintenance facility footprint now covers 650,000 square feet in Cleveland, OH; Teterboro, NJ; Naples, FL; Dallas, TX; White Plains, NY; Sanford, FL; and Morgantown, WV. Flexjet also gains dedicated access to Constant’s nationwide AOG (Aircraft on Ground) mobile response network, with teams deploying from 28 U.S. locations and the capacity to serve the entire continental U.S. and Caribbean markets. The teams can respond to maintenance requests from aircraft at multiple airports in every region that lacks dedicated facilities. “With Constant’s unique capabilities, along with a proprietary Aircraft on Ground network to handle real-time aircraft issues, Flexjet is not dependent on third-party maintenance to keep its fleet flying regardless of location or conditions,” said Heublein. Constant Aviation recently expanded its MRO capabilities beyond its portfolio of business jets and other fixed-wing aircraft to include rotorcraft such as helicopters, drones and other commercial Unmanned Aircraft Systems (UAS). Accordingly, it will be able to support Flexjet’s new private helicopter division, which operates in the U.S. in the Northeast and South Florida and in Europe based out of London, U.K. All of Constant’s existing team members will join Flexjet and, in addition, Flexjet plans to hire nearly 200 more technicians over the next 12 months. Constant has been an MRO industry leader in workforce development and training initiatives to grow an industry-wide talent pool for technicians that has been shrinking. Those initiatives will carry over to Flexjet, which recently graduated its first class of apprenticed Airframe and Powerplant (A&P) technicians. About Flexjet Flexjet, a global leader in subscription-based private aviation, first entered the fractional jet ownership market in 1995. Flexjet offers fractional jet ownership and leasing and is the first in the world to be recognized as achieving the Air Charter Safety Foundation’s Industry Audit Standard, is the first and only company to be honored with 24 FAA Diamond Awards for Excellence, upholds an ARG/US Platinum Safety Rating, a 4AIR Bronze Sustainable Rating and is IS-BAO compliant at Level 2. Red Label by Flexjet, a market differentiator, which features the most modern fleet in the industry, flight crews dedicated to a single aircraft and the LXi Cabin Collection of interiors. To date there are more than 40 different interior designs across its fleet, which includes the Embraer Phenom 300 and Praetor 500, Bombardier Challenger 350, the Gulfstream G450 and G650. Flexjet’s European fleet includes the Embraer Praetor 600 and the Gulfstream G650. Flexjet’s helicopter division sells fractional, lease, and on-demand charter access to its fleet of owned, operated and maintained Sikorsky S-76 helicopters which boast 55,000 hours of safe flying certified by Wyvern and ARG/US and serving locations throughout the northeastern United States, United Kingdom, and southern Florida. Flexjet is a member of the Directional Aviation family of companies. For more details on innovative programs and flexible offerings, visit www.flexjet.com or follow us on Instagram @FlexjetInc. https://www.globenewswire.com/news-release/2023/02/22/2613384/0/en/Flexjet-Acquires-Constant-Aviation.html CAA, ICAO ink pact to ensure civil aviation safety compliance in Oman The agreement will support the sultanate’s efforts to ensure compliance with the highest safety standards in the field of civil aviation. Muscat – The Civil Aviation Authority (CAA) inked a management services agreement with the International Civil Aviation Organization (ICAO) on Tuesday. The agreement will support the sultanate’s efforts to ensure compliance with the highest safety standards in the field of civil aviation. It was signed by Nayef Ali al Abri, Chairman of CAA, and Juan Carlos Salazar, Secretary-General of ICAO. According to the agreement, Oman will seek the assistance of qualified international experts from ICAO. Additionally, the pact covers staff training to assist all efforts pertaining to civil aviation safety in Oman. The signing of the agreement is in line with CAA’s attempts to comply with ICAO’s standards and attain the requisite compliance accreditation. Later on Tuesday, Salazar met H E Gen Sultan Mohammed al Nu’amani, Minister of Royal Office, in his office. Salazar thanked Oman for hosting the second edition of the Civil Aviation Legal Advisers Forum (CALAF/2). He also expressed his appreciation for Oman’s role in boosting cooperation in field of international civil aviation. During the meeting, the two sides discussed several matters of mutual interest. https://www.zawya.com/en/world/middle-east/caa-icao-ink-pact-to-ensure-civil-aviation-safety-compliance-in-oman-dsxnty6d Here's What Sets The Boeing 747SP Apart From Other Jumbo Jet Variants The 747SP was the longest-range airliner available until it was superseded by the 747-400 The legendary Queen of the Skies, the Boeing 747 “Jumbo Jet”, is well-known and well-loved across the globe. With its iconic hump and large fuselage, the aircraft type continues to turn heads decades after its introduction. Since 1968, dozens of commercial and military variants of the 747 have been built. One of these is the Boeing 747SP (Special Performance). Shorter fuselage, longer range In the early 1970s, the McDonnell Douglas DC-10 and Lockheed L-1011 TriStar were introduced. In response, Boeing sought to develop a mid-sized widebody aircraft to compete with these new market entrants, having launched its massive 747 just shortly before. Around the same time, the 747’s launch customer, Pan American World Airways (Pan Am), requested for a derivative to operate its longest route between New York and the Iranian capital of Tehran. Flag carrier Iran Air joined in on the request, looking for a jetliner that could travel the distance but was not as large as the standard 747. Thus, in 1973, Boeing launched the 747SP: a variant of the 747 that was 47 feet (14 meters) shorter than the original. The variant was originally named 747SB (Short Body), but the suffix was later changed to SP to indicate its Special Performance features, namely its greater range and higher cruising speed. Banking on its capabilities, a circumnavigation record was achieved by a United Airlines 747SP in 1988, with Neil Armstrong and Moya Marie Olsen Lear on board. The aircraft type was also involved in several other significant round-the-world attempts. The 747SP was the longest-range airliner at the time until it was superseded by the 747-400 in 1989. Other differences Apart from its shortened length – to optimize range and speed efficiencies – there were several differences adapted to the design of the 747SP. Rather than six cabin doors on each side, there are only four. Its flaps were also simplified to single pieces on the trailing edges instead of the triple-slotted flaps of standard 747s. To counteract the decrease in yaw moment-arm due to the shortened fuselage, the 747SP’s tailplane is larger vertically and horizontally. The 747SP can carry 276 passengers in a three-class configuration, has a Maximum Take-Off Weight (MTOW) of 700,000 pounds (320,000 kg), and a range of over 5,830 nautical miles (10,800 km). In comparison, a standard 747 has a capacity of 366 passengers in three classes, a 745,000-pound (333,000-kg) MTOW, and a maximum range of 4,620 nautical miles (8,560 km). Popularity Despite its technical offerings, Boeing did not meet its expected sale of 200 units of 747SPs. This was, in part, due to rising fuel costs. Over the five decades that the 747 was in production, 1,574 have been made – but of these, only 45 are 747SPs. Other commercial variants, like the 747-200 and 747-400, fared much better, with 393 and 694 deliveries, respectively. In 2012, after 40 years in service, Iran Air withdrew the last 747SP from commercial service. As of September 2022, only three units remain in use for non-commercial purposes. https://simpleflying.com/boeing-747sp-differences-guide/ Taiwan Air Force Mirage jet loses external fuel tanks No one injured during accident at Hsinchu Air Base TAIPEI (Taiwan News) — A Mirage 2000 jet lost two external fuel tanks during regular drills, reports said Wednesday (Feb. 22). The French-made fighter jet was taxiing on the runway at Hsinchu Air Base preparing for takeoff Tuesday (Feb. 21) when the fuel tanks fell from under the wings, the Liberty Times reported. The Air Force launched an investigation to find out the cause of the mishap, during which nobody was injured. Speculation centered on either the pilot touching a button by accident or a mistake during maintenance work on the plane. According to the Air Force, France had improved its support work for the planes by upgrading the supply of parts and technical repair services since 2021. During annual training last year, the Mirage 2000 team outperformed its rival F-16 and IDF teams, per the Liberty Times. Taiwan bought 60 Mirages in 1992, but lost six of the jets to accidents. https://www.taiwannews.com.tw/en/news/4818107 Roughly 18 guns were seized every day at US airports last year ATLANTA (AP) — The woman flying out of Philadelphia’s airport last year remembered to pack snacks, prescription medicine and a cellphone in her handbag. But what was more important was what she forgot to unpack: a loaded .380-caliber handgun in a black holster. The weapon was one of the 6,542 guns the Transportation Security Administration intercepted last year at airport checkpoints across the country. The number — roughly 18 per day — was an all-time high for guns intercepted at U.S. airports, and is sparking concern at a time when more Americans are armed. “What we see in our checkpoints really reflects what we’re seeing in society, and in society there are more people carrying firearms nowadays,” TSA administrator David Pekoske said. With the exception of pandemic-disrupted 2020, the number of weapons intercepted at airport checkpoints has climbed every year since 2010. Experts don’t think this is an epidemic of would-be hijackers — nearly everyone caught claims to have forgotten they had a gun with them — but they emphasize the danger even one gun can pose in the wrong hands on a plane or at a checkpoint. Guns have been intercepted literally from Burbank, California, to Bangor, Maine. But it tends to happen more at bigger airports in areas with laws more friendly to carrying a gun, Pekoske said. The top 10 list for gun interceptions in 2022 includes Dallas, Austin and Houston in Texas; three airports in Florida; Nashville, Tennessee; Atlanta; Phoenix; and Denver. Pekoske isn’t sure the “I forgot” excuse is always true or whether it’s a natural reaction to getting caught. Regardless, he said, it’s a problem that must stop. When TSA staffers see what they believe to be a weapon on the X-ray machine, they usually stop the belt so the bag stays inside the machine and the passenger can’t get to it. Then they call in local police. Repercussions vary depending on local and state laws. The person may be arrested and have the gun confiscated. But sometimes they’re allowed to give the gun to a companion not flying with them and continue on their way. Unloaded guns can also be placed in checked bags assuming they follow proper procedures. The woman in Philadelphia saw her gun confiscated and was slated to be fined. Those federal fines are the TSA’s tool to punish those who bring a gun to a checkpoint. Last year TSA raised the maximum fine to $14,950 as a deterrent. Passengers also lose their PreCheck status — it allows them to bypass some types of screening — for five years. It used to be three years, but about a year ago the agency increased the time and changed the rules. Passengers may also miss their flight as well as lose their gun. If federal officials can prove the person intended to bring the gun past the checkpoint into what’s called the airport’s sterile area, it’s a federal offense. Retired TSA official Keith Jeffries said gun interceptions can also slow other passengers in line. “It’s disruptive no matter what,” Jeffries said. “It’s a dangerous, prohibited item and, let’s face it, you should know where your gun is at, for crying out loud.” Experts and officials say the rise in gun interceptions simply reflects that more Americans are carrying guns. The National Shooting Sports Foundation, an industry trade group, tracks FBI data about background checks completed for a firearm sale. The numbers were a little over 7 million in 2000 and about 16.4 million last year. They went even higher during the coronavirus pandemic. https://apnews.com/article/politics-transportation-security-administration-philadelphia-airport-c68de51fe36a39c544e030a92b9602cb JetBlue Ready For A Fight If DOJ Blocks Merger With Spirit Airlines The carrier has outlined its intentions to fight for the controversial merger with Spirit Airlines to be approved. In the latest development in the ongoing saga of its merger with Spirit Airlines, JetBlue has indicated that it is prepared to go to court, if necessary, to ensure the deal is approved. The US Department of Justice (DOJ) is expected to issue its decision on the proposed $3.8 billion merger in early March. Among the possible outcomes of the DOJ's review are allowing the merger to happen, approving the merger but with certain conditions, or blocking the merger completely. The proposed merger would create the fifth-largest airline in the US, with an estimated 9-10% market share. This has led to concerns about the lack of competition in the market, ultimately leading to higher fares and reduced services for passengers. Much to JetBlue's disappointment, a number of recent reports have hinted that the merger may be opposed on such competition grounds. However, the airline's CEO, Robin Hayes, has declared that he is ready to put up a fight. When asked earlier this week what would happen if the DOJ opposed the deal, Hayes said quite simply, "We're going to go to court." Increasing competition at key airports In a bid to give the proposed merger the best chance possible of going through, JetBlue has already agreed to let go of Spirit Airlines' assets in both Boston and New York. Spirit Airlines currently has 16 daily departures at Boston Logan International Airport (BOS), 16 at LaGuardia Airport (LGA), and 24 at Newark Liberty International Airport (EWR). JetBlue would also concede a number of Spirit Airlines' slots at Fort Lauderdale-Hollywood International Airport (FLL), where both airlines currently have a significant presence. The gaps left by these concessions would then become available only to other ultra-low-cost carriers, such as Frontier Airlines, ensuring that the local markets remain competitive. However, JetBlue is not prepared to back down over its valuable Northeast Alliance with American Airlines in Boston and New York. This could prove to be the stumbling block in the deal, as we have seen in the past - back in 2016, Alaska Airlines agreed to end its partnership with American Airlines in order for its merger with Virgin America to be approved. JetBlue's ongoing expansion Despite the ongoing uncertainty surrounding its proposed merger with Spirit Airlines, JetBlue is continuing to expand domestically and internationally. The carrier recently announced its intention to commence Transatlantic services from Florida, as well as its aim to fly to Amsterdam Schiphol Airport (AMS) in the future, although the latter depends greatly on available slots at the busy airport. Get the latest aviation news straight to your inbox: Sign up for our newsletters today. If approved, the merger would likely happen in 2024, but for now, with the expected decision in early March fast approaching, all eyes remain on both JetBlue and Spirit Airlines to see how the next step in this merger saga folds out. https://simpleflying.com/jetblue-prepared-battle-doj-block-spirit-merger/ Clyde & Co is recognised as one of the world’s premier aviation law firms with globally integrated specialists who have extensive industry know-how across the sector. We are at the forefront of developments in the aviation industry and aviation law. Our clients encompass a diverse range of organisations throughout the aviation industry. We are looking for a seasoned Business Development (BD) & Marketing professional with experience of the aviation industry. Working as part of an integrated global BD, marketing and communications team, the role will be responsible for devising and implementing marketing strategies and growing client relationships. Click here find out more about how to take your career to new heights at one of the world’s premier aviation law firms. ARGUS International, Inc. is Growing Audit Production Manager Position Available ARGUS PROS, A division of ARGUS International, is your one-stop source for creating a superior operation within your air transportation business. We are an experienced quality and safety assurance provider and are accredited by IATA as an IOSA Audit and Training Organization. Ours is a flexible organization, committed to true team auditing for multiple standards at the domestic, regional, and international levels, as well as tailoring all the other resources and services we offer to your specific needs. ARGUS PROS is currently seeking an Audit Production Manager to join our team. ARGUS is an established company with an unparalleled client list and reputation. The perfect candidate will have the proven ability to work with the listed technologies in a team setting. Position Summary: The Audit Production Manager – Air Carrier will manage the audit production processes for the IOSA Program working directly with the Vice President – Air Carrier and Director, Audit Programs – Air Carrier. They will participate in the processing of audit reports, audit quality control, audit tracking and development/modifications of internal forms/manuals. Responsibilities for the position will include, but not be limited to, the following: · Provide Quality Control to audit reports from Air Carrier (AC) audit programs · Work with Auditors to resolve discrepancies/errors within audit reports · Work with Operators and Auditors on the resolution of Corrective Actions · Track audit production status for Air Carrier (AC) audit programs · Assist in the development/revision to processes/procedures/forms/documentation · Assist in the planning and execution of training courses for both internal and external customers · Manage and maintain currency of company manuals · Manage and track the completion of internal and external audits/assessments Corrective Actions · Assist in the development of Corrective Action Plans and resolution of Corrective Actions of internal and external audits/assessments · Other duties as assigned Minimum requirements: · 4-year college degree, or equivalent work experience · IATA Operational Safety Audit “IOSA” experience preferred · Aviation experience required · Experience in auditing and/or evaluation and assessment of aviation operations, and/or maintenance preferred · Foreign language skills preferred · Good working knowledge of all Microsoft Office programs, including Excel, Word, PowerPoint, Publisher and Adobe Acrobat · Good working knowledge of internet and email usage · Excellent communication and organizational skills PROS is an equal opportunity employer. Please register to submit your cover letter and resume through the SGS Portal: https://jobs.smartrecruiters.com/SGS/743999885517109-audit-production-manager-air-carrier Tenure-Track Faculty Position with a focus on Unmanned Systems in the School of Graduate Studies, College of Aviation, Daytona Beach The School of Graduate Studies in the College of Aviation at Embry-Riddle Aeronautical University (ERAU) invites applications for a nine-month tenure-track, open rank position, with strong preference in background and expertise in Unmanned Systems and related areas. The department offers a primarily online Ph.D. in Aviation with specializations in Aviation Safety, Aviation Human Factors, Aviation Operations, and Interdisciplinary. It also offers an MS in Aviation, MS in Occupational Safety Management, and MS in Unmanned Systems in a traditional on-campus format. The candidate will be expected to teach courses in the Ph.D. and/or master’s degree programs and act as the chair and/or member of Ph.D. dissertation or thesis committees. Typical teaching load is 3 courses per semester. In addition to teaching responsibilities, the candidate is required to meet continuing scholarly growth requirements that include publishing scholarly work, actively pursuing and obtaining externally funded research, and presenting work at professional conferences. The candidate will be expected to fulfill service responsibilities to the university and the profession. Faculty for this position will be located on the Daytona Beach campus. The candidate is required to provide instruction through traditional classroom format. Required Qualifications The position requires a doctorate with relevant experience in aviation, safety, operations, or unmanned systems. Those candidates currently pursuing a doctorate may be considered. Preferred Qualifications Preferred qualifications include a Ph.D. in a closely related field, FAA Part 107 certificate, FAA pilot certificates, FAA flight instructor certificates, industry safety experience, and/or industry unmanned systems experience. Candidate materials should be submitted online by applying at https://embryriddle.wd1.myworkdayjobs.com/External/job/Daytona-Beach- FL/Tenure-Track-Faculty-Position-with-a-focus-on-Unmanned-Systems-in-the-School-ofGraduate-Studies--College-of-Aviation--Daytona-Beach_R305179. Candidates must submit the following for consideration: • Current CV • A letter of application, with emphasis on ability to teach courses on unmanned systems • Copy of Ph.D. transcript • Teaching philosophy (one page) • Research plan (one page), including research interests, strategies, and research plan Consideration of applications will begin on February 1, 2023, and will continue until the position is filled. Graduate Research Survey Greetings, Aviation Professionals! If you are seeing this message, you are being asked to participate in an anonymous questionnaire about safety culture. This is for my Master’s thesis, and your participation would be greatly appreciated. Participation is voluntary, and you can opt out at any time. It should take less than 15 minutes of your time. Please complete the survey in one sitting, as there is a limited period to have your responses recorded. Click the link https://fit.co1.qualtrics.com/jfe/form/SV_eEU2rcyJN3MzxH0 ,which will take you to an online survey platform. Please share this announcement with other aviation professionals you know; every response helps! Sincerely, Brandon Judy Master’s Student College of Aeronautics Florida Institute of Technology Curt Lewis