Flight Safety Information - April 17, 2023 No. 073 In This Issue : Incident: Singapore B744 at Nairobi on Apr 17th 2023, rejected takeoff due to bird strike : Accident: TAG SF34 at Flores on Apr 16th 2023, gear problem on approach, runway excursion : Incident: Qatar A359 at Islamabad on Apr 16th 2023, tail strike : Incident: Delta B739 near Oklahoma City on Apr 12th 2023, cargo fire warning : Incident: Cargolux B744 at Luxembourg on Apr 15th 2023, engine pod strike on landing : Incident: Saudia B772 near Kolkata on Apr 15th 2023, cracked windshield : Iranian court sentences 10 troops to jail terms over 2020 Ukraine jet downing : How Airline Pilots Handle Volcanic Ash : Boeing’s 737 Max problem is the latest headache for airlines hungry for new planes : The wing tip of an EVA Air A321 aircraft collided with a parked Boeing 777 : American Airlines Pilots Union Moves Towards Possibly Joining ALPA : Turkish Airlines targets 800-strong fleet by 2033 : Airbus, Air France face verdict over 2009 Rio-Paris crash : Call for Nominations For 2023 Laura Taber Barbour Air Safety Award Incident: Singapore B744 at Nairobi on Apr 17th 2023, rejected takeoff due to bird strike A Singapore Airlines Boeing 747-400 freighter, registration 9V-SFO performing flight SQ-7343 from Nairobi (Kenya) to Amsterdam (Netherlands), was accelerating for takeoff from Nairobi's runway 06 when the crew rejected takeoff at high speed (about 150 knots over ground) due to a bird strike into one of the right hand engines (PW4056). The aircraft slowed and became disabled on the runway about 3100 meters/10300 feet down the runway. The runway needed to be closed and is currently still closed about 4 hours after the rejected takeoff (however, no NOTAM has surfaced). A ground observer reported briefly seeing flames from the right hand side. The airport reported the aircraft developed technical difficulties following a bird strike. As result of the rejected takeoff the runway needed to be closed. https://avherald.com/h?article=507ec4d9&opt=0 Accident: TAG SF34 at Flores on Apr 16th 2023, gear problem on approach, runway excursion A TAG Transportes Aereos Guatemaltecos Saab 340A, registration TG-TAI performing flight 5U-211 from Cancun (Mexico) to Flores (Guatemala) with 14 passengers and 3 crew, was on approach to Flores when the crew detected a problem with the landing gear. The crew performed 2 low approaches, then prepared for a full stop landing on runway 10. The aircraft veered off the runway after touchdown at 08:23L (14:23Z), the right main gear was not in position (unclear whether not extended or collapsed). The aircraft came to a stop on soft ground in rough terrain. There were no injuries. Guatemala's Army reported the aircraft suffered a mechanical problem with the landing gear causing the aircraft to become disabled on landing. https://avherald.com/h?article=507e9692&opt=0 Incident: Qatar A359 at Islamabad on Apr 16th 2023, tail strike A Qatar Airways Airbus A350-900, registration A7-ALN performing flight QR-614 from Doha (Qatar) to Islamabad (Pakistan), touched down on Islamabad's runway 28L at 07:45L (02:45Z) but needed to go around, climbed back to 5000 feet, positioned for another approach to runway 28L and landed without further incident about 15 minutes after the balked landing. A post flight inspection revealed the aircraft had suffered a tail strike. The aircraft is still on the ground in Islamabad about 17 hours after landing. https://avherald.com/h?article=507e55f7&opt=0 Incident: Delta B739 near Oklahoma City on Apr 12th 2023, cargo fire warning A Delta Airlines Boeing 737-900, registration N915DU performing flight DL-359 from Atlanta,GA to Palm Springs,CA (USA), was enroute at FL320 about 200nm west of Oklahoma City,OK (USA) when the crew decided to turn around and divert to Oklahoma City reporting they had a forward cargo fire indication. The aircraft landed safely on Oklahoma's runway 17R about 35 minutes later and stopped on the runway. Emergency services using a thermal camera reported seeing no hotspot. The aircraft subsequently taxied to the apron. A replacement Boeing 737-900 registration N804DN reached Palm Springs with a delay of about 5:40 hours. The occurrence aircraft remained on the ground for about 3 hours, then positioned back to Atlanta. The aircraft remained on the ground in Atlanta for about 21 hours before returning to service. https://avherald.com/h?article=507e43cd&opt=0 Incident: Cargolux B744 at Luxembourg on Apr 15th 2023, engine pod strike on landing A Cargolux Boeing 747-400 freighter, registration LX-ECV performing flight CV-7545 from Dubai Al Maktoum (United Arab Emirates) to Luxembourg (Luxembourg), landed on Luxembourg's runway 06 but bounced, the left wing dropped and the left engines (CF6) touched the runway surface before the crew initiated a go around. The aircraft climbed to 4000 feet, positioned for another approach to runway 06 and landed without further incident about 15 minutes after the go around. https://avherald.com/h?article=507e3a26&opt=0 Incident: Saudia B772 near Kolkata on Apr 15th 2023, cracked windshield A Saudi Arabian Airlines Boeing 777-200 freighter, registration HZ-AK72 performing flight SV-972 from Dammam (Saudi Arabia) to Hong Kong (China), was enroute at FL390 about 90nm westnorthwest of Kolkata (India) when the crew decided to divert to Kolkata due to a cracked windshield. The aircraft landed safely in Kolkata about 32 minutes later. The aircraft is still on the ground in Kolkata about 34 hours after landing. https://avherald.com/h?article=507e3431&opt=0 Iranian court sentences 10 troops to jail terms over 2020 Ukraine jet downing More than 3 years after 176 were killed in downing of flight 752, commander who gave order gets 10 years, nine others jailed for 1-3 years TEHRAN, Iran — Iran has sentenced 10 members of the armed forces to prison after finding them guilty of involvement in the downing of a Ukrainian airliner, the judiciary’s Mizan Online website reported Sunday. Iranian forces shot down Ukraine International Airlines flight PS752 shortly after its takeoff from Tehran on January 8, 2020, killing all 176 people on board. Most were Iranians and Canadians, including many dual nationals. Mizan reported that a commander received the heaviest penalty of 10 years in prison for having defied orders in shooting down the plane. Nine other personnel were sentenced to between one and three years, Mizan reported. The commander of a Tor M-1 surface-to-air missile system “fired two missiles” at the airliner “contrary to orders” and without obtaining authorization, Mizan said. It did not identify any of the accused. Three days after the Kyiv-bound plane was shot down, the Iranian armed forces admitted there had been a “mistake.” “Given the extent of the effects and consequences of this action, the main defendant was sentenced to the maximum penalty,” Mizan Online added on Sunday, without giving further details. Tensions between Iran and the United States had been soaring at the time the airliner was shot down. Iranian air defenses were on high alert for a US counterattack after Tehran fired missiles at a military base in Iraq that was used by American forces. Those missiles came in response to the killing in a US drone attack in Baghdad of Major General Qassem Soleimani who headed the foreign operations arm of Iran’s Revolutionary Guard Corps. Ukraine lost 11 citizens in the airline disaster. Iran’s judiciary said in November 2021 that a trial had opened in Tehran for 10 military members “of various ranks” in connection with the jet’s downing. In January last year, Iran said it had begun paying compensation to the families of those killed. Arash Khodaei, a vice president of the country’s Civil Aviation Organisation, said that “the sum of $150,000 has been transferred” to some families, while “the process has begun” for others. The payment “does not infringe upon (their) right to take legal action,” state news agency IRNA quoted him as saying. In 2020, Iran offered to pay “$150,000 or the equivalent in euros” to each of the victims’ families. Ukrainian and Canadian officials strongly criticized the announcement, saying compensation should not be settled through unilateral declarations. In early 2022, Iran said it had begun compensating some victims’ families with the sum of $150,000, also promising to pay the rest of the relatives. A Canadian court awarded more than $80 million in compensation to the families of six of the victims in a decision made public in January 2022. That same month, an Iranian couple filed a rare lawsuit against three senior Iranian officials over the deaths of their children in the incident, an Iranian newspaper reported at the time. A group of countries led by Canada called in December for an arbitrator to settle claims against Iran, a first step in possibly bringing a case at the International Court of Justice, which victims’ families have long demanded. https://www.timesofisrael.com/iranian-court-sentences-10-troops-to-jail-terms-over-2020-ukraine-jet-downing/ How Airline Pilots Handle Volcanic Ash One of the most dangerous hazards an aircraft can encounter. Volcanic ash is one of the most dangerous hazards an aircraft can encounter; it can cause significant system failures and even fail an aircraft's engines. What is volcanic ash, and why is it dangerous? When a volcano erupts, it releases materials mainly consisting of glass particles, various types of crystals, and small minute rocks. It also releases gases such as sulfur dioxide and chlorine. In a large-scale volcanic eruption, these particles and gases are spread into the atmosphere and can remain there from hours to weeks to even months. Prevailing winds can carry the ash clouds thousands of kilometers from the erupted volcano. There are many reasons why volcanic ash is a big no for aircraft and aviation. It can cause abrasion Glass fragments and fine rocks found inside volcanic ash can be abrasive. When a fast-moving aircraft encounters these particles, they essentially sandblast the airframe and other components of the aircraft, causing severe damage, sometimes to the point of replacement. One of the first components to get sandpapered during a volcanic ash encounter is the windshield. It would not be unreasonable for them to be damaged to the point where pilots can no longer see out from them. Effects on the engines Most of the material in a volcanic ash cloud contains a high amount of silica which has a melting temperature below that of the temperatures experienced by a jet engine combustion chamber. Thus, when the ash makes it to the combustion area of the engine, some of the particles in the ash can melt. This melted, or molten, material is then passed into the turbine stage, where it experiences rapid cooling. This re-solidifies the particles causing them to stick to the turbine blades. The abrasive nature of the particles also damages the blades of the compressor drum even before they go into the combustion chamber. The combined effect of compressor blade damage and the particles stuck to the turbine blades can disrupt the smooth airflow through the engine, leading to an engine stall and loss of engine thrust (i.e., engine failure). Damage to other major aircraft components When an aircraft goes through volcanic ash, particles can enter its bleed, air conditioning, and ventilation systems. The ash can deposit in the pipelines and filters of the bleed system, which can cause blockages, sometimes leading to loss of pressurization. Ash also tends to absorb water, leading to short circuits and arcing, ultimately damaging the aircraft's electrical components. The ash can also block various sensors placed all around the aircraft. Sensors such as pitot tubes and static ports, when blocked, can lead to loss of critical flight data such as airspeed and altitude, making it extremely difficult to fly the aircraft. Volcanic ash detection In good weather or Visual Meteorological Conditions (VMC), pilots can see ash clouds. When flying through areas of known volcanic activity, ash clouds must always be avoided to ensure the aircraft does not enter volcanic ash. In Instrument Meteorological Conditions (IMC), particularly at night, it can be near to impossible to detect volcanic ash clouds as weather radars cannot detect them. However, there are other means by which volcanic ash can be seen. They are: Odor or smell: Volcanic ash can have an acrid smell like that of an electrical smell. Haze: A haze layer can develop within the cockpit and cabin if an aircraft is inside volcanic ash. The fine dust in the ash can sometimes also settle on surfaces. Changing engine conditions: Ash contamination in the engine can cause it to stall, giving a distinct pumping action of the engine thrust. This can be seen in the engine parameters. Airspeed variation: If ash causes pitot tube blockage, airspeed can vary and become unreliable. What procedures do pilots follow in volcanic ash conditions? Due to the dangers of volcanic ash, aircraft manufacturers have laid out many procedures to minimize the risk it poses to the aircraft and its occupants. The following procedures must be adhered to when on the ground: If the aircraft is parked on the ground at an airport contaminated with volcanic ash, it is crucial to put protective covers on the engines and pitot tubes to prevent them from ingesting volcanic ash. If the aircraft collects enough volcanic ash, it must be cleaned. Notably, the engine, APU, and air conditioning inlets must be thoroughly cleaned to remove any ash deposits. The pitot tubes, static ports, and other sensors must also be checked and cleaned. Ground APU usage must be avoided if possible. This is to minimize the risk of ash entering the bleed system of the aircraft, which can then contaminate the air conditioning system. Dry cranking of the engines before a full start. Dry cranking is a procedure whereby the engine is turned without introducing fuel for combustion. This turning of the engine compressor and turbine assembly can help to remove any ash deposits in the engine. Minimum engine power must be used during taxi to minimize volcanic ash ingestion. When taking off, it is essential to remember that the braking may have deteriorated on a runway contaminated with volcanic ash. In flight, the pilots must closely watch volcanic ash in areas of recent volcanic activity. If they encounter an ash cloud, recommendations suggest deviating laterally by at least 20 nautical miles. This deviation must be done on the upwind side of the cloud. If the flight crew can not deviate from or prevent entering the ash cloud, the following procedures apply: Perform an immediate 180-degree turn. This is to exit the ash cloud as quickly as possible. Notify the ATC so that they can warn other aircraft in the area. Turn off the autothrust or autothrottle if on. This should prevent the computers from varying engine thrust. Decrease engine thrust. The reduction of thrust reduces ash ingestion by the engines and reduces internal engine temperatures. This mitigates the chance of particles melting and re-solidifying in the engines. Don pilot oxygen masks and notify the cabin crew. If it becomes difficult to breathe for passengers in the cabin, the passenger oxygen masks must be manually dropped down. Turn on the engine and wing anti-icing. This increases engine bleed demand which increases engine stall margin. Monitor engine parameters to ensure things are working as expected. A particular emphasis must be given to Exhaust Gas Temperature (EGT) reading. Ash can disrupt the airflow inside the engine and cause it to stall, which can increase EGT. If EGT rises abnormally, engines must be shut down to prevent further damage. Monitor the airspeed. Sensor blockages can cause speed fluctuations. Volcanic ash reporting and prevention There are 9 Volcanic Ash Advisory Centers (VAAC) formed by ICAO in cooperation with World Meteorological Organization (WMO). The map below shows these VAACs. The VAACs release a message when volcanic ash is observed, which can sometimes be released as a SIGMET. An example is shown below: FVXX24 at 10:37 UTC, 12/04/23 from KNES VA ADVISORY DTG: 20230412/1035Z VAAC: WASHINGTON VOLCANO: REVENTADOR 352010 PSN: S0004 W07739 AREA: ECUADOR SUMMIT ELEV: 11686 FT [3562 M] ADVISORY NR: 2023/241 INFO SOURCE: GOES-16. WEBCAM. ERUPTION DETAILS: VA EMS ENDED OBS VA DTG: 12/1010Z OBS VA CLD: VA NOT IDENTIFIABLE FM STLT DATA FCST VA CLD +6HR: 12/1600Z NO VA EXP FCST VA CLD +12HR: 12/2200Z NO VA EXP FCST VA CLD +18HR: 13/0400Z NO VA EXP RMK: NO RECENT RPRTS OF ACTVTY. VA NOT DETECTED ON VARIOUS STLT PRODUCTS. WX CLDS CVR PART OF SUMMIT AREA. NEW VA EMS PSBL AT ANY TIME. ...KONON NXT ADVISORY: NO FURTHER ADVISORIES Pilots must be well aware of any volcanic ash activity in the flight path. For this, they must go through the latest weather reports, data from VAAC, and other means to get an idea of its intensity. If possible, the flight must be planned away from the ash clouds to minimize the risk of entry into a volcanic ash cloud. https://simpleflying.com/how-airline-pilots-handle-volcanic-ash/ Boeing’s 737 Max problem is the latest headache for airlines hungry for new planes • Boeing disclosed a production problem with two fittings in the aft fuselage. • The manufacturer and the FAA said it doesn’t affect flight safety but it will delay deliveries of the best-selling plane. • Southwest Airlines and American Airlines are among the airlines expecting new Max aircraft. Boeing ’s warning that a production quality problem will delay deliveries of its best-selling 737 Max is another headache for airlines clamoring for new planes to handle a rebound in air travel, just ahead of the peak season. The problem is related to two of several brackets in the aft fuselage of some 737 Max planes, including the most popular model, the Max 8. Boeing has a backlog of 4,196 Max planes, according to a tally on its website. Boeing disclosed the production issue on Thursday but has not said how many planes are affected or how long deliveries could be delayed. The current delivery schedule of the planes stretches to the second half of the decade. The fuselage supplier, Spirit Aerosystems , Boeing and the FAA said the problem doesn’t affect flight safety. But addressing the issue could mean time-consuming additional work. The two brackets in question are on the interior of the plane and are not as simple to reach as a concern on the outside of the fuselage would be, according to a person familiar with the matter. Boeing CEO Dave Calhoun will likely comment on the issue during the company’s annual shareholder meeting on Tuesday. Boeing disclosed the issue just weeks after an executive said it was gearing up to increase output of the jets from the current rate of 31 a month. Lengthy delays would be bad news for airlines already hamstrung by a global shortage of new aircraft. They could also hurt Boeing’s plan to improve cash flow, since airlines pay the bulk of a plane’s price upon delivery. “It doesn’t sound like it is going to be a terribly invasive fix, but on the other hand I think everyone’s a bit spooked because of recent experience,” said Richard Aboulafia, managing director of AeroDynamics Advisory. Southwest Airlines , which operates an all-Boeing 737 fleet, said it discussing the affects of the problem with the manufacturer. “Boeing contacted us regarding an issue with a supplier’s manufacturing process that will affect the delivery of Boeing 737 MAX planes to Southwest,” the company said in a statement Thursday. “We expect this to impact our current delivery schedule; we are in discussions with Boeing to understand what that impact will be in 2023 and beyond.” CEO Bob Jordan said on an earnings call in January that the airline expects roughly 90 Max planes this year, lowering its forecast from 100 “in light of recent discussions with Boeing and continued challenges in supply chain.” American Airlines said it is also discussing the problem with Boeing. The airline has 88 Max aircraft on order, according to its 2022 report. Both carriers plan to report results on April 27, when they will likely face questions about the issue. United Airlines , which reports on Tuesday said: “Boeing is keeping us informed about this issue, and at this time we do not expect any significant impact on our capacity plans for this summer or the rest of the year.” The problem is the latest in a string of quality problems and aircraft delays at Boeing that has also included its 787 Dreamliner planes. A worldwide grounding and production pause of the 737 Max followed two fatal crashes of the Max. After the planes were cleared to fly again and production resumed, the pandemic threw the industry into disarray as it hemorrhaged cash and lost thousands of skilled workers. https://www.cnbc.com/2023/04/14/boeings-737-max-problem-latest-headache-for-airlines.html The wing tip of an EVA Air A321 aircraft collided with a parked Boeing 777 Evergreen Airlines conducted tractor operations on the night of the 16th, resulting in an accident; according to reports, the wing tip of an EVA Air A321 aircraft collided with a parked EVA Air Boeing 777, causing damage to the wing tips under the nose. Evergreen Aviation confirmed that the driver’s careless operation caused the accident, and the service has been suspended. Evergreen Aviation was involved in an accident during tractor operations of A16 and B-321 aircraft models in the Evergreen Aerospace Operation Area late on the 16th. The wingtip of the B-16227 hit the parked Boeing 777 and B-16740 aircraft on the side, causing damage under the nose of the EVA Air B-16740 aircraft. According to reports, the preliminary investigation indicated that the ground crew was not under the influence of alcohol during the incident. Evergreen Aviation attributed the accident to the driver’s careless operation and has suspended service as a result, reported ETtoday. Ground Report EVA Airlines reported an accident involving an empty A16-321 tractor operation at Taoyuan Airport late. The trailer driver turned into the apron on the taxiway. Furthermore, the aircraft touched the EVA Air 777-300ER passenger aircraft parked on the tarmac due to careless operation. This collision caused damage to the right-wing tip of the A321-200 aircraft and the nose of the 777-300ER. EVA Airlines immediately notified the competent authority and suspended the employee who caused the accident. The airline added that the cause of the accident needs to be further investigated by the relevant authorities. https://airlive.net/emergency/2023/04/17/the-wing-tip-of-an-eva-air-a321-aircraft-collided-with-a-parked-boeing-777/ American Airlines Pilots Union Moves Towards Possibly Joining ALPA Some pilots at American Airlines want to leave their union, the Allied Pilots Association, and link up with the largest pilots union, the Air Line Pilots Association. They will present their case to the APA board in June, setting up a potential merger or vote on union representation at the largest U.S. airline. Since November, a five-pilot committee of the APA, which represents the 15,000 American pilots at American, has explored whether to merge with ALPA, which represents 67,000 pilots at 39 U.S. and Canadian airlines. ALPA’s membership includes crew members at American’s biggest competitors, Delta Air Lines and United Airlines. That committee recently said that, so far, it has not found any roadblocks to a merger between the two airline pilot unions. But the fate of any potential union merger remains unclear. “Preliminarily, we have not found any major concerns that would lead us to recommend against the board doing full due diligence by proceeding to Phase 2,” the committee reported to the APA board earlier in April. The board will decide what to do next at a June 1 meeting. A group of APA members called AA Pilots for ALPA is advocating for a merger. A posting on the group’s website declares: “The pilots of American Airlines need union representation with the resources worthy of the largest airline in the U.S. A merger between APA and ALPA will provide our elected union representatives with the training, tools, and support they need to successfully advocate for our pilots.” In an email Friday, the group said: “We are encouraged by the recent report by the APA-ALPA merger exploratory committee that stated they are at a unanimous consensus to recommend the APA Board of Directors (BOD) negotiate a merger agreement for BOD and AA pilot consideration by forming the APA-ALPA merger negotiation committee. We believe that a merged APA-ALPA is the preferred way to complete this process.” At the June meeting, merger advocates will present their case to APA’s 20-member board, which has two members from each of American’s 10 pilot domiciles. The board could decide then to begin its own exploration of a merger. Eventually, a merger would require approval of the board, and a vote by APA members. For the moment, it’s hard to say whether American pilots want to join ALPA. APA contracted with the University of New Hampshire to poll members last September and October. The poll asked: “To what extent do you favor or oppose the APA board of directors exploring a possible merger with ALPA?” Responses came in from 53 percent of American’s pilots. Of those, about 67 percent said they strongly favored or mostly favored exploring a merger, while 33 percent said they were neutral, mostly opposed or strongly opposed to the pursuit. A question is how to interpret the wishes of the 47 percent of pilots who did not vote. ALPA is a powerful force in Washington, D.C. Its website includes this statement: “ALPA works to ensure that the airline industry remains safe. ALPA represents pilots’ views to decision-makers, including Congress and federal agencies, and ALPA pilot groups have negotiated hundreds of contracts with airlines.” In recent months, ALPA has battled threats to airline safety from cell phone providers and companies that espouse broader use of single-pilot cockpits in commercial aviation. On some matters ALPA’s message can be tempered because of the wide diversity among the pilot groups it represents. At times, APA has more quickly assessed issues and expressed its views. The comparison between the two unions seems in many ways to be the typical one between a large institutional organization and a smaller one that is more agile but has fewer resources. ALPA already has a spot at American: It represents about 5,000 pilots at the Fort Worth, Texas-based carrier’s three wholly-owned regional carriers, Envoy, Piedmont Airlines, and PSA Airlines. The exploratory committee issued its report on April 5. The committee said it met with ALPA representatives at separate events in February and March. It also reviewed the pending merger agreement between ALPA and the Air Canada Pilots Association, which has 4,500 members. It concluded that a merger agreement would neither interfere with ongoing contract negotiations nor hinder APA’s ongoing operations or financial position. “Our preliminary impression is that ALPA has the resources necessary to support the representation of the American pilots in many areas, including bargaining, contract administration, legal, communications, air safety, government relations, and strategic planning,” the report said. Phase two would involve a board study of the merger, perhaps leading to a decision to submit a proposed merger agreement to APA membership. The board should consider a trip to Washington to meet with ALPA representatives for face-to-face meetings, the committee said. What happens if the APA board declines to pursue a merger? On its website, AA Pilots for ALPA seems to suggest that it could take a more combative approach and seek a union election to replace APA. “A successful card drive could have disruptive consequences,” the website says. “APA would be dissolved in accordance with its constitution and bylaws. AA pilots would enter ALPA as a newly organized group. Basically we’d be starting from scratch.” And dissolving APA and starting from scratch, the group warns, “would likely involve a lengthy and costly legal process.” https://airlineweekly.com/2023/04/american-airlines-pilots-union-moves-towards-possibly-joining-alpa/ Turkish Airlines targets 800-strong fleet by 2033 Turkish Airlines has outlined a series of strategic targets for the next decade, including the doubling of the carrier’s fleet. The airline has set a target of expanding its fleet to over 800 aircraft by 2033 – when it will celebrate its centenary – up from around 400 aircraft now. This compares to the current fleet of American Airlines (the largest airline worldwide by aircraft numbers) of around 930 planes – British Airways (excluding its CityFlyer subsidiary) currently has a fleet of around 260 aircraft. Similarly Turkish wants to serve 170 million passengers per year by 2033, compared to the forecast 85 million in 2023, with a network of more than 400 destinations. The carrier is targeting consolidated revenue of over $50 billion by 2033, contributing $140 billion of added value to Turkey’s economy by the same year. Turkey’s flag carrier also wants to establish the low-cost AnadoluJet as a separate subsidiary, reaching a fleet of 200 aircraft by 2033, compared to around 70 today. Turkish Airlines is by far the largest airline at Istanbul airport – which opened in April 2019 and was the seventh busiest airport worldwide and Europe’s busiest last year. https://www.businesstraveller.com/business-travel/2023/04/17/turkish-airlines-targets-800-strong-fleet-by-2033/ Airbus, Air France face verdict over 2009 Rio-Paris crash A French court has acquitted Airbus and Air France of manslaughter charges over the 2009 crash of Flight 447 from Rio to Paris PARIS -- A French court on Monday acquitted Airbus and Air France of manslaughter charges over the 2009 crash of Flight 447 from Rio to Paris, which killed 228 people and led to lasting changes in aircraft safety measures. Sobs broke out in the courtroom as the presiding judge read out the decision, a devastating defeat for victims’ families who fought for 13 years to see the case reach court. The three-judge panel ruled that there wasn't enough evidence of a direct link between decisions by the companies and the crash. The official investigation found that multiple factors contributed to the disaster, including pilot error and the icing over of external sensors called pitot tubes. The two-month trial left families wracked with anger and disappointment. Unusually, even state prosecutors argued for acquittal, saying that the proceedings didn’t produce enough proof of criminal wrongdoing by the companies. Prosecutors laid the responsibility primarily with the pilots, who died in the crash. Airbus lawyers also blamed pilot error, and Air France said the full reasons for the crash will never be known. Airbus and Air France had faced potential fines of up to 225,000 euros ($219,000) each if convicted. That would have been just a fraction of their annual revenues, but a conviction for the aviation heavyweights could have reverberated through the industry. While the court didn't find the companies guilty of criminal wrongdoing, the judges said that Airbus and Air France held civil responsibility for the crash, and ordered them to compensate families of victims. It didn't provide an overall amount, but scheduled hearings in September to work that out. Air France has already compensated families of those killed, who came from 33 countries. Families from around the world are among the plaintiffs, including many in Brazil. The A330-200 plane disappeared from radar in a storm over the Atlantic Ocean on June 1, 2009, with 216 passengers and 12 crew members aboard. It took two years to find the plane and its black box recorders on the ocean floor, at depths of more than 13,000 feet (around 4,000 meters). An Associated Press investigation at the time found that Airbus had known since at least 2002 about problems with the type of pitot tubes used on the jet that crashed, but failed to replace them until after the crash. Air France was accused of not having implemented training in the event of icing of the pitot probes despite the risks. Airbus was accused of not doing enough to urgently inform airlines and their crews about faults with the pitots or to ensure training to mitigate the risk. The crash had lasting impacts on the industry, leading to changes in regulations for airspeed sensors and in how pilots are trained. The trial was fraught with emotion. Distraught families shouted down the CEOs of Airbus and Air France as the proceedings opened in October, crying out “Shame!” as the executives took the stand. Dozens of people who lost loved ones stormed out of the court as the trial wrapped up with the prosecutors’ surprising call for acquittal. https://abcnews.go.com/Business/wireStory/airbus-air-france-face-verdict-2009-rio-paris-98627257 Call for Nominations For 2023 Laura Taber Barbour Air Safety Award ALEXANDRIA, Va. -- The Laura Taber Barbour Air Safety Foundation is now accepting nominations for the 2023 Laura Taber Barbour Air Safety Award, honoring a leader in global aviation safety. The Award will be presented during the 76th Annual International Air Safety Summit, taking place November 6-8 in Paris, France. Presented annually since 1956, the Laura Taber Barbour Air Safety Award recognizes notable achievement in the field of civil or military aviation safety in method, design, invention, study, or other improvement. The Award's recipient is selected for a "significant individual or group effort contributing to improving aviation safety, with emphasis on original contributions," and a "significant individual or group effort performed above and beyond normal responsibilities." Mechanics, engineers, and others outside of top administrative or research positions should be especially considered. The contribution need not be recent, especially if the nominee has not received adequate recognition. Nominations that were not selected as past winners may be resubmitted for consideration in subsequent years. Please note that self-nominations will not be considered. The Award Committee, composed of leaders in the field of aviation, meets each year to conduct a final review of nominees and selection of the current year's recipient. Please help us identify and honor this year's most deserving recipient. Nominations, including a 1-to-2-page narrative, can be submitted via the Laura Taber Barbour Foundation website at http://ltbaward.org/the-award/nomination-form/. Nominations will be accepted through June 2, 2023. For more information, including a complete history of Award recipients, see www.ltbaward.org. About the Laura Taber Barbour Air Safety Foundation and Award The Laura Taber Barbour Air Safety Award's story dates back more than 75 years. On April 14, 1945, after visiting family in Pittsburgh, Laura Taber Barbour was aboard a Pennsylvania Central Airlines DC-3 when it crashed into the rugged terrain of Cheat Mountain near Morgantown, West Virginia. All passengers and crew were killed. In 1956 her husband, Dr. Clifford E. Barbour and son, Clifford E. Barbour, Jr., in close association with The Flight Safety Foundation, established the Laura Taber Barbour Air Safety Award in her honor. For the past 65 years, this distinguished award recognizing outstanding achievements in aviation safety worldwide has been presented at Flight Safety Foundation’s International Aviation Safety Summit. In 2013, The Laura Taber Barbour Air Safety Foundation was formed as an independent non-profit charitable organization composed of members of the Award Board, the aviation community, and the Barbour family. In addition to the annual presentation of the award, in 2019 the Foundation initiated a scholarship program that supports worthy students pursuing professional aviation studies. As the Foundation broadens its scope, the Laura Taber Barbour Air Safety Award will continue to recognize those who significantly contributed to aviation safety. For more information on the Foundation, the award, and past winners, visit http://LTBAward.org Curt Lewis