Flight Safety Information - June 16, 2023 No. 116 In This Issue : Airbus A321-251NX - Tailstrike (India) : ‘Blood on your hands’: Duckworth blasts Sinema for pilot training proposal : Ryanair sacks chief pilot over sexual misconduct claims : Don’t Let Pilots Fly After Age 65, Flight Crew Unions Urge Congress : Southwest Has Halved Its Flying Time Requirement for New Pilots. Does This Make Flying With Southwest Any Less Safe? : Flight 3407 safety provision faces unprecedented threat : American Airlines subsidiary fined for safety breach after worker ‘ingested into engine’ : ANA : All Nippon Airways Enhances Travel Safety with Integration of MedAire Security Solutions : Canada just seized one of Russia's dwindling supply of massive heavy-lift cargo planes : FAA investigating close encounter at Minneapolis-St. Paul International Airport Airbus A321-251NX - Tailstrike (India) Date: 15-JUN-2023 Time: 08:37 UTC Type: Airbus A321-251NX Owner/operator: IndiGo Airlines Registration: VT-IMW MSN: 10882 Fatalities: Fatalities: 0 / Occupants: Other fatalities: 0 Aircraft damage: Minor Location: Ahmedabad-Sardar Vallabhbhai Patel International Airport (AMD/VAAH) - India Phase: Landing Nature: Passenger - Scheduled Departure airport: Bengaluru (Bangalore) International Airport (BLR/VOBL) Destination airport: Ahmedabad-Sardar Vallabhbhai Patel International Airport (AMD/VAAH) Confidence Rating: Information is only available from news, social media or unofficial sources Narrative: IndiGo Airlines flight 6E6595, an Airbus A321-251NX, suffered a tailstrike on landing at Ahmedabad International Airport (AMD/VAAH). http://www.aviation-safety.net/wikibase/315281 ‘Blood on your hands’: Duckworth blasts Sinema for pilot training proposal Sen. Tammy Duckworth on Thursday blasted a proposal being pushed by Sen. Kyrsten Sinema that could alter how much training a pilot needs to fly a commercial aircraft, saying lawmakers will have “blood on your hands” if they support the changes she is seeking. “Now is not the time to put corporate profits ahead of the lives of our constituents who may want to board a commercial flight in the future,” said Duckworth (D-Ill.), an Army veteran helicopter pilot who chairs the Senate subcommittee in charge of aviation. “A vote to [change the training rules] for pilots will mean blood on your hands when the inevitable accident occurs as a result of an inadequately trained flight crew.” Just hours before Duckworth’s speech, the proposal from Sinema (I-Ariz.) had forced the Senate Commerce Committee to postpone a vote on a major aviation policy bill. Because Democrats hold only a slim majority in the Senate, Sinema and the panel's Republicans could have amended the bill to include her training language. Democrats have largely opposed changing the training rules, and they have joined the Biden administration in targeting what they call corporate malfeasance in the airline industry. Some smaller, regional airlines have been pushing for changes to the current rule requiring pilots to have 1,500 hours of training before they can fly for a commercial airline, arguing that the rule is contributing to ongoing pilot workforce problems. Sinema’s amendment, drafted with Sen. John Thune (R-S.D.), would allow certain kinds of airline training programs to be weighted more heavily toward that 1,500-hour requirement than they are at present — a proposal similar to those already rejected by the Biden administration. Sinema, who caucuses with the Democrats, did not immediately have any comment. The issue broke into public view Thursday during a challenging time for the industry, with air travel climbing sharply toward pre-pandemic levels at the same time the system saw a spate of near-misses earlier this year. Though airlines and the Federal Aviation Administration appear to have, for now, arrested the near miss problem, even one more near-collision with half the year remaining would be a dire warning of freefall for an aviation system that has an otherwise enviable record of safety in recent years. Duckworth alluded to the near-misses during her speech, calling 2023 “a chilling year” for aviation safety. She said her experience as “a pilot responsible for the lives of my crew and passengers in the most hazardous conditions” and leadership on the aviation safety subcommittee “means that I cannot be complicit in efforts to compromise on safety for the flying public.” “There has never been a worse time to consider weakening pilot certification requirements to produce less experienced pilots,” she said. Duckworth said the pilot shortage has been “real and painful” and that she understood “the temptation to cut corners or chase the false promise of a quick fix to a systemic challenge.” But she said she has asked for specifics on how many additional pilots would be available if the minimum hours were reduced and has received “no precise estimates, let alone any credible projections.” The Regional Airline Association, the trade group for regional airlines that has been out front of proposed changes, did not immediately respond to a request for comment. The issue itself has been long-running and freighted with emotion, considering that the 1,500 rule requirement stems from changes Congress made to shore up gaps in aviation safety revealed by a 2009 regional jet crash outside of Buffalo, N.Y. — the last multiple-casualty plane crash involving a U.S. airline. Regional carriers have been pushing for watering down that rule since it was enacted, arrayed against a group of family members of those lost on board who have pushed back. “It is absolutely critical that we keep the current standards in place” said Karen Eckert, whose sister died in the crash. “They have led to an unassailable safety record. Nothing we can do will ever bring our loved ones back, but we are dedicated to making sure that what we experienced back in 2009 will not happen to anyone else.” https://www.yahoo.com/news/blood-hands-duckworth-blasts-sinema-195807713.html Ryanair sacks chief pilot over sexual misconduct claims Ryanair has sacked its chief pilot after an investigation into his alleged sexual harassment of female colleagues. The airline told staff that he had been fired for "a pattern of repeated inappropriate and unacceptable behaviour towards a number of female pilots". The chief pilot, named in reports as Aidan Murray was appointed in 2020 and had been with the airline for 28 years. Ryanair declined to comment "on queries relating to individual employees". According to The Independent, Mr Murray allegedly harassed eight junior colleagues, including sending text messages to some with comments on their bodies. Mr Murray, 58, is also accused of altering flight rosters to fly with certain female pilots. In a note to staff, Ryanair's chief people officer, Darrell Hughes, said Mr Murray's employment had been "terminated with immediate effect". An investigation found his behaviour "was in breach of our anti-harassment policy". Ryanair said staff should be able to come to work "in a safe and secure environment". "We would ask all of you to respect the privacy and integrity of those brave individuals who came forward to assist us in this investigation," Mr Hughes added. The Financial Times reported that Mr Murray has seven days to launch an appeal against his dismissal. The BBC has attempted to contact Mr Murray for comment. The job of chief pilot is an important one. The holder is both a highly qualified airline captain and a manager, responsible for overseeing other pilots based at a hub airport. They are usually in charge of issues such as training, flight coordination and rostering as well as addressing personal issues. They can also represent the airline in disciplinary issues. As such, they have a lot of power over their fellow pilots, particularly more junior ones seeking promotions. The suggestion that someone in this position might be abusing their power - and behaving in an "inappropriate and unacceptable" way towards female staff - is therefore a very serious charge. It's important to note that we haven't heard the other side of the story. But it appears that whistleblowers have come forward - and have been listened to. Against that background, the dismissal should come as no surprise. A report last year by the Royal Aeronautical Society into discrimination and lack of diversity in airline pilot training found "extremely concerning" reports of sexism and sexual harassment by many female pilots. Although many had positive comments on their training, reports of sexism and harassment ranged from "banter" to "uncomfortable advances from male trainers". https://www.bbc.com/news/business-65908444 Don’t Let Pilots Fly After Age 65, Flight Crew Unions Urge Congress As the Federal Aviation Authority reauthorization moves through Congress, leading airline labor unions have quickly coalesced in their opposition to a section of the bill that would enable commercial pilots to fly beyond age 65. “We’ve had an unprecedented safety record for more than a decade and now some are saying ‘let’s change things and see what happens,’” Dennis Tajer, spokesman for Allied Pilots Association, which represents 15,000 American Airlines pilots, said Thursday. “Unstudied and untested ideas like this are unnecessary and reckless. “That this became the symbolic issue on the FAA reauthorization is pretty stunning,” Tajer said. “It would mean our hiring would be cut and our retraining costs will rise.” Most senior pilots fly widebody aircraft that serve international routes, but many countries do not allow commercial pilots over 65. The pilots would have to retrain at a time when pilot training is slowing airline staffing, he said. The Air Line Pilots Association, representing 74,000 pilots at 42 airlines, and the Association of Flight Attendants, representing 50,000 flight attendants at 19 airlines, are united with APA in fighting the increase to age 67 flying. AFA President Sara Nelson said Wednesday, “The worldwide retirement age for pilots is 65, so this would require renegotiating ALPA contracts. At the end of their careers, pilots are flying international widebodies. What are we going to do with them? Put them on the 737 or 190 at their current pay rates? “So many things are not thought through here,” Nelson said. Additionally, in a letter to Congress, ALPA President Jason Ambrosi wrote, “It has been argued that changing the retirement age will increase the supply of pilots. Rather, it will likely increase the cost of pilots for air carriers, as pilot utilization for older pilots is relatively low.” Ambrosi said the International Civil Aviation Organization would be unlikely to raise its retirement age based on a change in U.S. law, since EASA, the European safety regulator, opposes such a change. On Wednesday, the House Transportation and Infrastructure Committee unanimously approved the roughly 800-page FAA bill by a 63-0 vote. Earlier, in a narrow 32-31 vote, the committee voted for an amendment that would raise the age to 67. The amendment has won strong support from Speaker of the House Kevin McCarthy. It is sponsored by Rep. Troy Nehls (R-Texas). Nehls spokesman Taylor Hulsey said the opposition “is pure ageism. Nothing in this bill changes the rigorous health and safety standards in place. “The U.S. Travel Association, National Air Carriers Association, the regionals, and AARP all support this legislation,” Hulsey said. “Several nations, such as Japan, Canada, New Zealand, Australia, etc., have higher age limits, and no one says they compromise safety. “In 2006, the mandatory retirement age was 60,” Hulsey said. “The U.S. granted a waiver to foreign pilots over the age of 60. There’s no reason the U.S. can’t negotiate a deal again.” Some have argued that Nehls supports the change because his brother, a Delta pilot, is also a member of the group Raise the Pilot Age, which says on its website, “We are in favor of an increase in the mandatory pilot retirement age and disagree with the positions that our unions have taken. “In 2007, when the retirement age changed from 60 to 65, we heard many of the same arguments in opposition,” the group says on the website. “These arguments were primarily focused on a decrease in safety,” it says. “The fact is that history has proven those arguments false. We believe that the experience level of pilots on our flight decks is critical to air safety, whether flying passengers or cargo.” Hulsey said that Nehls’ brother is 60, “far from the retirement age.” He said, “The idea that Rep. Nehls, a member of the T&I committee, cannot weigh in on important matters during the FAA reauthorization — when a simple Google search highlights how severe the pilot shortage is — is laughable.” Aside from the age 65 issue, the FAA authorization bill is favorable for many in labor, said John Samuelsen, president of the Transport Workers Union, which represents about 70,000 airline workers including fleet service workers, flight attendants, mechanics and dispatchers. “The bill is full of things we’ve been working on for a long time, including some really significant personal goals of mine, mitigating offshoring of airline maintenance,” Samuelsen said. Additionally, he said, the bill helps to protect flight attendants from assault and prohibits flight dispatching from home. https://www.forbes.com/sites/tedreed/2023/06/15/dont-let-pilots-fly-after-age-65-flight-crew-unions-urge-congress/?sh=6d29da983fbf Southwest Has Halved Its Flying Time Requirement for New Pilots. Does This Make Flying With Southwest Any Less Safe? Earlier this year, Southwest Airlines decided to halve the flying time needed by its prospective pilots. This decision, which allows applicants to have 500 hours of experience flying a jet or turboprop aircraft instead of the previous 1,000, came amid staff shortages in the aviation industry. But does this move make flying with Southwest any less safe? According to experts, not really. While announcing the move, Southwest had clarified that its training policies are not undergoing any change. In addition to this, the new hiring policy still follows rules set by the Federal Aviation Administration (FAA). This means that commercial pilots can only get a license once they have completed 1,500 hours of flying experience on any type of aircraft. (Interestingly, the FAA’s policy is more stringent than in other parts of the world — the European Union, for instance, mandates specific training and just 230 hours of flying experience.) Aviation expert and United States Navy veteran Douglas Manfredi, who currently serves as the Senior Vice President Operations at private jet services provider flyExclusive, tells us why this rule will not make flying with Southwest any less safe. Douglas’ Thoughts “Hi, I am here to address Southwest’s recent announcement about reducing their new hire turbine time threshold from 1,000 hours to 500 hours. In a nutshell, I really don’t believe it’s gonna make Southwest pilots any less safe. All those pilots still have to meet minimum thresholds to earn an airline transport pilot certificate. Southwest has stated the training’s gonna remain the same. I will say though, that in general, applicable to Southwest and all operators, training could be better. It’s abbreviated due to capacity and instructor constraints. Nonetheless, all those people will still serve as first officers for a number of years before being promoted to captain and being put in charge of the aircraft. All in all, I understand why Southwest is making this move. It’s primarily driven by supply and demand of pilots. Without a sufficient number of pilots, they can’t meet their flight demand and their revenue targets. Thank you.” https://marketscale.com/industries/transportation/southwest-has-halved-its-flying-time-requirement-for-new-pilots-does-this-make-flying-with-southwest-any-less-safe/ Flight 3407 safety provision faces unprecedented threat Rep. Nick Langworthy, speaking, joined Rep. Brian Higgins and members of Families of Continental Flight 3047 at a press conference at the U.S. Capitol in April in support of the “1,500 hour” training rule for commercial passenger pilots in the U.S. A Senate amendment to weaken the provision is under consideration. WASHINGTON – A key provision in the Flight 3407 aviation safety law – one that mandates that all pilots have 1,500 hours of flight experience before flying a commercial passenger plane – is facing its greatest challenge ever on Capitol Hill. In the Senate, an amendment that would turn 250 of those hours into classroom time for many would-be pilots appears to have the votes needed to pass the Senate Commerce Committee. However, controversy over that proposal prompted the panel to postpone its scheduled Thursday mark-up of legislation reauthorizing the Federal Aviation Administration. Flight 3407 families renew fight to preserve aviation safety measures Once again and with as much feeling as ever, the Flight 3407 families returned to Capitol Hill on Wednesday to confront the latest – and perhaps the greatest – threat to the aviation safety law they pushed to passage nearly 13 years ago. That postponement came a day after the House Transportation and Infrastructure Committee, in a bipartisan 63-0 vote, passed an FAA reauthorization bill that allows pilot trainees to earn an additional 150 of the required flight hours in a simulator. The moves come nearly 13 years after the Families of Continental Flight 3407 pushed into law a comprehensive aviation safety measure that boosted the flight experience requirement, which had previously been 250 hours. The families lobbied Congress heavily to boost the pilot training and experience requirements after 50 of their loved ones died in a February 2009 plane crash in Clarence that claimed 50 lives and that federal investigators blamed on pilot error. Amid this week’s action on Capitol Hill, Scott Maurer – one of the leading members of the families group – acknowledged that the 1,500 hour rule is facing unprecedented challenges. He said the families oppose the provision in the House bill, but particularly object to the more dramatic Senate proposal. The Federal Aviation Administration on Monday unveiled a plaque paying tribute to the families' hard work. “It’s a poison pill,” said Maurer, who lost his daughter Lorin in the 2009 crash. “I mean, it’s not good for the American flying public. And I want to stand on the top of a mountain and shout that out.” Proposed by Sen. John Thune, a South Dakota Republican, and Sen. Kyrsten Sinema, an Arizona independent, the Senate proposal threw the Commerce Committee into turmoil. Poised to consider an FAA reauthorization that left the 1,500 hour rule intact, the panel’s chairwoman, Sen. Maria Cantwell, abruptly postponed Thursday’s mark-up, rather than giving the Thune-Sinema amendment a chance to pass. “There’s an amendment to work out on safety that members weren’t aware of, and we’re trying to get people to agree on something they can accept,” Cantwell, a Washington state Democrat, told Politico Pro. “But safety is a paramount priority, and we just had some miscommunication last night.” Thune and Sinema didn’t comment on their amendment, but Thune has been the 1,500 hour rule’s main Capitol Hill opponent for years. He proposed a similar change in 2017, saying the 1,500 hour rule helped create a pilot shortage and adding: “I think we need to find a way of addressing it.” Senate Majority Leader Charles E. Schumer, a New York Democrat who was then minority leader, fended off the amendment at the time. And Schumer’s spokesman, Ryan Martin, said Thursday that Schumer will fight Thune’s proposal yet again. “Senator Schumer stands with the Flight 3407 families and the effort to protect the 1,500 hour rule – which has already saved countless lives – against the special interests that always seek to weaken it,” Martin said in a statement. “As introduced, the Thune amendment is a significant departure from the effective pilot training requirements that have kept our skies safe. We are in constant contact with the Flight 3407 families, and Senator Schumer will do everything in his power to ensure the training requirements remain strong.” Schumer and the Flight 3407 families have long maintained that the 1,500 hour rule is one of the reasons why no American commercial passenger plane has suffered a crash with mass fatalities since 2009. Asked about Thune’s amendment, Maurer said: “This is potentially putting the American flying public at risk, going back in the direction where we came from, where we had a plane go down every two and a half years.” Yet Maurer acknowledged that the Thune amendment’s prospects are better this time around because the House appears poised to chip away at the 1,500 hour rule, too. “That has certainly made things more of a challenge,” said Maurer, adding that the House committee didn’t consult with the 3407 families about the proposed change until after the FAA bill had been drafted. After 50 died in Clarence, Flight 3407 families made flying safer. Airlines are still pushing back The airlines are also blaming the 1,500 hour rule for a problem that others say they themselves helped create: the pilot shortage that's contributing to chaos at the nation's airports. But the Flight 3407 families still have bipartisan allies in the House. All three local lawmakers – Rep. Brian Higgins, Rep. Nick Langworthy and Rep. Claudia Tenney – this week issued a statement saying the House provision weakening the 1,500 rule “should be struck from the bill entirely.” “This is an effort of those regional carriers that oppose this to try to kill this very, very important piece of aviation policy,” said Higgins, a Buffalo Democrat. Meanwhile, Langworthy, a Republican who represents some Buffalo suburbs and the Southern Tier, said: “We’re going to try to amend this bill and try to remove these simulator hours from that.” https://buffalonews.com/news/local/flight-3407-safety-provision-faces-unprecedented-threat/article_9e6d349c-0bb9-11ee-90eb-930b83593d44.html American Airlines subsidiary fined for safety breach after worker ‘ingested into engine’ The Piedmont Airlines passenger service agent was working a flight operated by Envoy Air in Alabama. The Occupational Safety and Health Administration fined American Airlines regional carrier Piedmont Airlines for a breach of safety after a worker was “ingested” into the engine of an aircraft in Alabama on New Year’s Eve. Piedmont Airlines passenger service agent Courtney Edwards was killed on Dec. 31 after she walked too close to a jet engine as it was parking at the gate and was pulled in by the extreme force. OSHA determined the airline was not creating “a place of employment which were free from recognized hazards that were causing or were likely to cause death or serious physical harm to employees that were exposed to ingestion and jet blast hazards,” according to the Communication Workers of America Local 3645 that covers ground workers at Piedmont. “Despite the small penalty, it is likely Piedmont will contest the decision, and CWA will continue to fight for Courtney Edwards, her family, and the safety of all airline workers, who should never fear for their lives on the job,” a memo to union members read. The OSHA fine is at odds with a National Transportation Safety Board preliminary report released in January that said the crew held a safety briefing before the accident and that employees were told “that the airplane should not be approached” until the engine was shut off and a beacon light was turned off. “Safety is always our top priority for our team members,” said Crystal Byrd, spokesperson at Piedmont Airlines. “We appreciate the recommendations from OSHA and will ensure that a thorough review is accomplished.” The agency issued a general duty clause violation, penalizing the airline for $15,625, the maximum allowed by law for a serious violation. OSHA issued the citation on June 7 and The company has 15 business days from receiving the citation and penalties to comply, request an informal conference with OSHA or contest the findings before the independent Occupational Safety and Health Review Commission. The Envoy Air flight was flying from DFW International Airport to Montgomery Regional Airport under the American Eagle banner. https://www.dallasnews.com/business/airlines/2023/06/15/american-airlines-subsidiary-fined-for-safety-breach-after-worker-ingested-into-engine/ ANA : All Nippon Airways Enhances Travel Safety with Integration of MedAire Security Solutions TOKYO, Jun. 16, 2023 - All Nippon Airways (ANA), Japan's largest airline, has announced a partnership with international medical and security services company, MedAire Inc. (MedAire), to provide travel threat and security intelligence to its passengers and crew. With over 200 destinations in 35 countries and an extensive domestic network, ANA's top priority is the safety of its passengers. MedAire, a leader in aviation security solutions, will work closely with ANA's security team to identify, assess and understand risks to flights, both in the air and on the ground. The MedAire Portal provides advanced travel risk management resources and tools for aviation security departments to help assess and mitigate travel and safety risks. With more than 35 years of experience vetting threat data, MedAire delivers actionable advice in response to threats impacting operations. The MedAire360 Security Portal provides a map-based interface with 360 degrees of analysis, including near real-time threat and aviation alerts, flight route visualisation, fleet tracking, airport risk assessment, airspace analysis, country and city guides and security consulting. With comprehensive security information, MedAire supports organizations with bespoke risk assessments, gap analyses and emergency response reviews. Bill Dolny, MedAire CEO said, "We are proud to be chosen as ANA's partner to provide world-class aviation security intelligence. Our team of experts, with military and government aviation experience, is well-equipped to guide ANA through any unanticipated risks and threats. Our goal is to deliver intel and advice in critical moments, allowing ANA to make informed decisions for their flights and passengers." Haru Kajiki, Vice President, Aviation Security of ANA said, "Ensuring the safety and security of our operations is the foundation of our business. Our partnership with MedAire will allow us to continue to gather the latest intelligence, data and expertise to proactively address emerging risks, and will enhance the safety and peace of mind of our customers as we expand our network." The partnership with MedAire is an important step in ANA's ongoing initiative to ensure the safety and security of its passengers and crew members. With MedAire's expertise in aviation security and team of experienced professionals, ANA is poised to make informed decisions that will keep operations running smoothly and securely. This collaboration showcases ANA's commitment to providing the highest level of service to its customers and maintaining the highest standards in aviation safety. Media contacts MedAire: Chris Potter, Digital Marketing Manager +1-480-333-37632, chris.potter@medaire.com ANA: ANA Corporate Communications, TEL +81-3-6735-1111, publicrelations@ana.co.jp ABOUT MEDAIRE MedAire Inc. (MedAire), an International SOS company, has been a partner to the aviation industry since 1985, providing integrated travel health and safety solutions to over 180 of the world's leading airlines and more than 4,500 private aircraft. The company's services include real-time health and security advice and assistance, training, equipment, and professional services for crew and passengers both in and beyond the cabin. MedAire is available 24/7 to help manage medical and travel safety events in the air and on the ground. www.medaire.com https://www.marketscreener.com/quote/stock/ANA-HOLDINGS-INC-6491175/news/ANA-All-Nippon-Airways-Enhances-Travel-Safety-with-Integration-of-MedAire-Security-Solutions-44126356/ Canada just seized one of Russia's dwindling supply of massive heavy-lift cargo planes In early June, Canada seized a Russian plane that had been stuck in Toronto since February 2022. The aircraft was an Antonov An-124, one of the biggest transport aircraft in the world. It was one of the few heavy-lift transport aircraft that Russia's military still has in operation. Cargo planes have become indispensable enablers for modern warfare. There never seems to be enough of them to meet demand for hauling weapons, supplies, and personnel. So Canada's seizure of a Russian cargo aircraft is bad news for a Russian air-transport fleet that is now a shadow of what it was in its Soviet glory days. This month, Canada confiscated an Antonov An-124, one of the biggest transport aircraft in the world. It arrived at Pearson Airport in Toronto to deliver Covid-19 tests in February 2022. Soon afterward, Canada closed its airspace to Russian aircraft in response to Moscow's attack on Ukraine on February 24. The plane has been sitting at the airport since then. To add insult to injury, it has accrued more than $330,000 in parking fees, according to The Wall Street Journal. The aircraft is the first physical asset seized under Canada's Special Economic Measures Act, which was amended in June 2022 to allow confiscation of assets belonging to entities deemed responsible for a major breach of international peace, corruption, or human-rights violations. The AN-124 "is believed to be owned by a subsidiary of Volga-Dnepr Airlines LLC and Volga-Dnepr Group, two entities against which Canada recently imposed sanctions due to their complicity in President Putin's war of choice," the Canadian government said in a press release. "Should the asset ultimately be forfeited to the Crown, Canada will work with the Government of Ukraine on options to redistribute this asset to compensate victims of human rights abuses, restore international peace and security, or rebuild Ukraine," the government said. Ukraine's prime minister said earlier this year that Kyiv planned "to confiscate" the plane. Losing a single plane aircraft will hardly dent Russia's military or civilian air-transport capacity, but it does highlight how far Moscow's aerial cargo fleet has fallen since its Soviet heyday. The Soviet Union had more than 1,100 military transports by the time it collapsed, according to a study by the Royal United Services Institute, a British think tank. Today, Russia has just 446 such aircraft, according to the 2023 edition of The Military Balance, published by the International Institute for Strategic Studies. Then and now, the crown jewel of the fleet was the An-124, a four-engine giant that was Russia's equivalent of the US military's C-5 Galaxy. The An-124 can haul about 132 tons of cargo. (The latest C-5 variant, the C-5M, can haul roughly 140 tons.) A total of 54 were built between 1985 and 2004, with 26 going to the Russian Air Force and the remainder to private carriers. The An-124 became a fixture of heavy air transport, capable of carrying troops and their gear, main battle tanks, and even NASA and SpaceX rockets. Ironically, An-124s were chartered by NATO nations to haul cargo to alliance forces in Afghanistan and Iraq. The Russian military today is estimated to have about a dozen An-124s, while Antonov — now a Ukrainian aviation company — had six, though one was destroyed by Russian bombardment during the invasion. There were plans in the early 2000s to build replacement aircraft as part of a joint Russian-Ukrainian production program. (The Soviets had built one of the An-124's production lines in Ukraine). But this cooperation ran into a snag: The An-124's D-18 engines were made in Ukraine. After Russia's annexation of Crimea and Ukraine's ban on military-related exports to Russia, "it became impossible to acquire Ukrainian-built engines for aircraft, which raised the issue of keeping An-124s flying as their engines could not be replaced or spares purchased for their maintenance," the RUSI report noted. Russia seems to have learned how to maintain the AN-124's engines without Ukrainian help, though it remains to be seen if the Western embargo on aircraft components for Russia will have any effect on the aircraft's serviceability. Whether from crashes or confiscations, Russia can't afford to lose many of these giant transports. https://www.businessinsider.com/canada-seized-one-of-russias-few-remaining-an124-cargo-planes-2023-6 FAA investigating close encounter at Minneapolis-St. Paul International Airport One airliner was attempting to land as another prepared to take off. A Delta jet on the ground had a close encounter to some degree with an inbound American Airlines jet Wednesday evening. Federal aviation authorities are investigating a close encounter between an airliner attempting to land and another poised to take off Wednesday evening at Minneapolis-St. Paul International Airport. The incident involved an American Airlines flight arriving from Dallas shortly before 6:30 p.m. and a Delta Air Lines jet on the runway and cleared for departure to Santa Ana, Calif., the Federal Aviation Administration (FAA) said Thursday. "The American Boeing 737 was approaching to land just as an air traffic controller cleared the Delta Airbus A220 for an immediate takeoff," the FAA said. "After the controller told the American flight to go around, the aircraft passed above and to the left side of the Delta flight." The FAA said it was investigating "the closest proximity between the two aircraft." Depending on its findings, the agency could deem the incident to be as serious as a "collision being narrowly avoided" to something as minor as a vehicle, person or aircraft improperly positioned in "a protected area ... but with no immediate safety consequences." Evan Heath, who works as a ramp leader for United Airlines, said he watched the two aircraft draw closer and feared the worst. "I thought, 'Oh my god, they're going to collide,'" Heath told the Star Tribune. "I see the American [jet] just flying at a low altitude, and he kept going straight. Normally, they make a left bank." In his seven years working at the airport, Heath said, "I've never seen this happen." The American flight landed about 20 minutes later, according to FlightAware, an aviation tracking website. The Delta airliner left its Terminal 1 gate about 4 minutes ahead of schedule, airlines spokesman Morgan Durrant said. https://www.startribune.com/faa-investigating-close-pass-between-airliners-landing-taking-off-at-msp-airport/600282981/ Curt Lewis