Flight Safety Information - August 8, 2023 No. 152 In This Issue : Incident: Sun Express B738 at Munich on Aug 6th 2023, unusual voice on ACARS : Incident: Maleth A332 at Dakar on Aug 3rd 2023, rejected takeoff due to disagreeing airspeeds : Incident: Kalitta B744 at Ningbo on Aug 7th 2023, runway excursion on landing : FAA warns of safety hazard from overheating engine housing on Boeing Max jets during anti-icing : Researchers study near misses between airplanes and drones : A passenger used a boarding pass found in the trash. CLEAR escorted them through airport security. : Elevating Safety: Tradewind Aviation’s FAA Approved Safety Management System : MIAT Mongolian Airlines To Welcome Its First Boeing 787 Dreamliner This Week : Law Professor Named to FAA Spaceflight Safety Committee : Turkish Airlines dismisses pilot for opposing regulation on praying in cockpit : Passenger files lawsuit over PTSD after witnessing ground worker being ingested by jet engine : Creditors Ask Jet Airways To Pay $42 Million By August 31st Incident: Sun Express B738 at Munich on Aug 6th 2023, unusual voice on ACARS A Sun Express Boeing 737-800, registration TC-SEK performing flight XQ-997 from Munich (Germany) to Izmir (Turkey), was climbing out of Munich's runway 26L when the crew requested to level off at FL100 reporting they had an unusual voice on their ACARS. The crew subsequently decided to return to Munich where the aircraft landed safely on runway 26L about 30 minutes after departure. The aircraft remained on the ground in Munich for about 4 hours, then departed again, maintained a maximum cruise level of FL230 and reached Izmir with a delay of about 7 hours. The aircraft subsequently positioned to Antalya (Turkey) as flight XQ-9190, remained on the ground in Antalya for about 7.5 hours, then returned to service climbing to FL370. https://avherald.com/h?article=50cbf9d0&opt=0 Incident: Maleth A332 at Dakar on Aug 3rd 2023, rejected takeoff due to disagreeing airspeeds A Maleth Aero Airbus A330-200 on behalf of Air Senegal, registration 9H-CFS performing flight HC-407 from Dakar (Senegal) to New York JFK,NY (USA) with 260 people on board, was accelerating for takeoff from Dakar's runway 01 when the crew rejected takeoff at high speed (about 100 knots over ground) due to disagreeing airspeeds. The aircraft slowed safely and returned to the apron. The aircraft remained on the ground for about 3 hours, then departed to New York again and reached New York with a delay of about 5.5 hours. Passengers reported the crew initially told them they rejected takeoff due to a minor technical problem, subsequently it became known that insects had been found in the pitot tubes disrupting speed indications. The airline reported impact of insects with the pitot probes had caused erroneous parameters causing the takeoff to be aborted and the aircraft to return to the apron. After checks the aircraft was released for flight again. https://avherald.com/h?article=50cbf5b6&opt=0 Incident: Kalitta B744 at Ningbo on Aug 7th 2023, runway excursion on landing A Kalitta Boeing 747-400 freighter, registration N401KZ performing flight K4-968 from Anchorage,AK (USA) to Ningbo (China), landed on Ningbo's runway 31 but veered right off the runway and came to a stop with all gear on soft surface about 32 meters off the right hand runway egde about 2200 meters/7200 feet down the runway at about 15:18L (07:18Z). There were no injuries, the aircraft sustained minor if any damage. The airport reported a Kalitta Boeing 747 veered off the runway after landing. The crew has been accomodated, recovery works are under way. https://avherald.com/h?article=50cbccd7&opt=0 FAA warns of safety hazard from overheating engine housing on Boeing Max jets during anti-icing U.S. regulators are warning airlines to limit the use of an anti-icing system on Boeing 737 Max jets in dry air to avoid overheating engine-housing parts, which could cause them to break away from the plane. The Federal Aviation Administration says the risk to the flying public is serious enough that it will put the order into effect in just 15 days, and without allowing public comment first. The FAA said if the engine inlet gets too hot, parts of the housing could come off and strike a window, causing decompression and a hazard to passengers in window seats. The finding affects LEAP-1B engines used on all versions of the Max. The engines are made by CFM International, a joint venture between General Electric and France’s Safran. In 2018, a Southwest Airlines passenger died after part of the engine housing on an older version of Boeing’s 737 jet flew off and broke the window next to her seat. That engine failure started with a broken fan blade. The FAA said there have been no reports of the overheating problem occurring on Max flights. It said the potential for damage was discovered during flight testing and analysis in June. Boeing said overheating of the inlets — which are made by Boeing, not CFM — can only happen under “very specific” conditions and wasn’t known until recently. “Boeing has identified measures to mitigate the potential issue and (is) working with our customers to deploy those measures while a permanent fix is developed,” the company said in a statement. The problem highlighted by the FAA involves something called engine anti-ice, in which hot air from the engine is used to heat the housing and prevent the formation of ice that could be sucked into the engines. The FAA is dictating that flight manuals tell pilots and airlines not to use engine anti-ice in dry air for more than five minutes. Otherwise, the FAA said, “during certain combinations of altitude, total air temperature” and engine settings, the engine inlet inner barrel could be heated beyond its design limit. That could cause the inlet barrel to fail and damage a piece of housing called the inlet cowl. If parts break off from engine housing, it could not only break a window but might hit other key parts of the plane, causing pilots to lose control, the FAA said. The FAA indicated it will publish the rule in the Federal Register on Thursday. Two Boeing Max jets crashed in 2018 and 2019, killing 346 people. Investigations focused on an automated flight-control system that pushed the nose of the plane down based on faulty sensor readings. Boeing did not tell pilots and airlines about the system until after the first crash. https://myfox8.com/news/ap-business/ap-faa-warns-of-safety-hazard-from-overheating-engine-housing-on-boeing-max-jets-during-anti-icing/ Researchers study near misses between airplanes and drones Most close calls between airplanes and small drones happen within 1.5 miles of a runway approach or departure zone. Researchers have developed a new way to accurately count and objectively analyze close encounters between drones and airplanes — without depending solely on pilot sightings. In a peer-reviewed study published by the Society of Automotive Engineers in the SAE International Journal of Aerospace, researchers looked at more than 1.8 million piloted aircraft operations and nearly 460,000 flights by small unmanned aerial systems (sUAS) around Dallas-Fort Worth International Airport (KDFW). Between August 2018 and July 2021, researchers with Embry-Riddle Aeronautical University and Unmanned Robotic Systems Analysis (URSA) identified 24 near-midair collisions (NMACs) in which drones came within 500 feet of piloted aircraft. Given that most close calls happened within 1.5 miles of a runway approach or departure zone, researchers recommended extending the runway exclusion zone for drones at the ends of high-risk runways from about 1 mile to 3.5 miles. “That modification would provide enhanced protection for piloted aircraft operating at less than 500 feet above ground level during approach or departure,” said Ryan Wallace, associate professor of aeronautical science at Embry-Riddle Aeronautical University. “Typically, small uncrewed aircraft don’t fly above 400 feet.” Gathering Objective Evidence Up to this point, information about narrow escapes between drones and airplanes has been based on subjective reports from pilots who must simultaneously identify and evade drones in the air. Existing information does not include drones not spotted by pilots. Yet, the FAA received an alarming 2,596 pilot reports in 2021 — more than double the 1,210 reports during the first full calendar year of tracking in 2015, according to the researchers. Now, Embry-Riddle Aeronautical University researchers have devised an objective way to gather detailed information about NMACs between drones and airplanes. They analyzed sUAS and aircraft telemetry data collected using an Unmanned Aerial System (UAS) detection device connected to an antenna atop DFW’s Terminal C concourse. For each sUAS within a 30-mile radius, the device captured telemetry, altitude, launch location, and other details. Researchers combined that information with Automatic Dependent Surveillance-Broadcast (ADS-B), as well as Mode S messages transmitted by airplanes and tracked by the OpenSky Network. To better understand and visualize the resulting data, all information was fed into URSA’s Airspace Awareness Platform, or AAP-NMAC, a proprietary data analytics software. “We hope that our findings will help improve aviation safety by reducing the risk of collisions between unmanned aircraft systems and piloted aircraft operating in the National Airspace System,” Wallace said. Understanding Near-Miss Events Over the nearly three year study period, researchers detected 24 close-call events, including two in 2018, one in 2019, 14 in 2020, and seven in 2021. Across all of the NMACs, the mean lateral distance between the drone and the airplane was only about 215 feet. Commercial air carriers were involved in 11 NMACs, while seven incidents involved helicopters, and six involved general aviation aircraft. All of the helicopter encounters happened within 1.25 miles of a heliport. Similarly, in 10 of the 11 air carrier encounters, the aircraft was within 1.5 miles of approach or departure and lower than 500 feet above the ground. “Operations within the vicinity of an airport are critical flight phases for pilots with high workload levels. It is within these areas where aircraft have added susceptibly of a collision with sUAS,” said Scott Winter, an associate professor of graduate studies and associate dean for research, who was a co-author of the research article. “The findings from this study provide objective data for operators, government agencies, and airlines to understand sUAS operations better and prevent possible conflicts.” As of 2020, an estimated 1.46 million sUAS were operating in the National Airspace System, according to the FAA. By 2025, the FAA predicts the fleet will grow to nearly 2.4 million drones. “The proliferation of drones, particularly ones available to the general public, poses obvious risks,” said research collaborator and professor of human factors Dr. Stephen Rice. “Unfortunately, not all drone operators are responsible, knowledgeable, or safety-minded. Many of them are not even aware of the rules they must follow.” Of the 24 NMACs identified by Embry-Riddle researchers, Rice noted, the same three sUAS were responsible for more than half (13) of the encounters. Further, in 96% of the cases (23), the drone was operating in excess of the maximum permissible altitude for that area. Though rare, NMACs between drones and piloted aircraft have happened. On Sept. 18, 2020, a Los Angeles police helicopter hit a drone, requiring an emergency landing. A second helicopter-drone collision over Los Angeles had been reported nine months earlier. In the fall of 2023, the FAA will implement a new requirement that all drone operators will need a remote identification or RID signal to enhance safety and security. For those drone operators who comply with the requirement, “RID signals should further enhance objective information about near-miss encounters between drones and airplanes,” Wallace noted. https://generalaviationnews.com/2023/08/07/researchers-study-near-misses-between-airplanes-and-drones/ A passenger used a boarding pass found in the trash. CLEAR escorted them through airport security. Two new security incidents involving CLEAR ratchet up concern from lawmakers about the company’s processes. In both incidents, a CLEAR employee escorted passengers through TSA security checkpoints who had not displayed any ID, and who were not enrolled in CLEAR’s identity-vetting service. | Alex Brandon/AP Photo CLEAR, which allows airline passengers to pay to be whisked through airport security checkpoints, is under increasing scrutiny from lawmakers following two previously unreported security incidents — including one where someone was able to go through security using a boarding pass they’d fished out of the trash. In both incidents, a CLEAR employee escorted passengers through TSA security checkpoints who had not displayed any ID, and who were not enrolled in CLEAR’s identity-vetting service, according to a congressional aide granted anonymity to discuss TSA briefings with lawmakers. (Once past that step, passengers must still go through TSA baggage screening.) The aide said TSA has briefed lawmakers on both incidents, which happened in January and March of this year. Lawmakers say these two incidents — along with another in July 2022 where a passenger successfully used CLEAR’s service with another person’s identity — raise fresh questions about the company’s security processes. They’re calling for changes in the way TSA handles CLEAR passengers. Rep. Bennie Thompson of Mississippi, the top Democrat on the House committee that oversees the Homeland Security Department, blasted what he called CLEAR’s “lax security controls.” “After being briefed that there have been multiple security breaches over the past year due to CLEAR’s lax security controls, it is apparent that the company puts its bottom line ahead of the security of our aviation system,” Thompson said in a statement to POLITICO. “Each passing day the homeland is at greater risk until TSA acts to completely close these security vulnerabilities that it was alerted to last year. We cannot afford any additional delay.” CLEAR spokesperson Annabel Walsh said for the company “security is job one and we have a zero tolerance policy.” In the case of the two newly revealed incidents this year, Walsh said they are “isolated” and “had nothing to do with our biometric system and were the result of an ambassador not following our strict protocols after which we took immediate action,” she added. CLEAR fired the employees responsible for the lapses and their managers, along with requiring all employees to be retrained on CLEAR’s verification process, the company said. Still, Thompson and Senate appropriators have called for TSA to begin requiring all CLEAR passengers to present their IDs to a TSA agent. That could impact CLEAR’s business of charging $189 a year so pre-screened passengers can use an eye or fingerprint scan, or both, before being escorted to the front of the security line by a CLEAR employee. This allows people to avoid having an ID scanned before being directed to baggage screening. In both of the newly reported cases, the passengers were able to go through the security checkpoint “because of CLEAR’s lack of oversight,” the aide said. One incident was discovered because the passenger noticed their boarding pass was for a different airport. In the other, a person who did not have a ticket was able to use a discarded boarding pass to enter security through the CLEAR lane. Neither successfully boarded an aircraft, the aide said. In the previously reported July incident last year, a passenger successfully used another person’s identity in Alabama to apply for CLEAR’s service, which he used to board a plane. CLEAR’s technology flagged the ID as mismatched, but an employee waved him through anyway. TSA discovered the identity discrepancy later after he attempted to bring ammunition through the checkpoint at Ronald Reagan Washington National Airport. The passenger, according to Crystal Nosal, a Metropolitan Washington Airports Authority spokesperson, was charged with weapons possession and identity theft. In the case of the July 2022 incident, CLEAR said it was a result of “human error” to allow the passenger to enroll in the program under a false identity. Since the 2022 incident, CLEAR said it does not allow employees to override one of their machines that indicates a potential mismatch of ID with the person seeking to use the service. “CLEAR will continue to partner with the DHS and TSA to implement the new industrywide digital identity standards that we have been working on together since 2020,” Walsh said. But that may not be enough to satisfy lawmakers such as Thompson and others, who are demanding that CLEAR passengers present their IDs to a TSA agent before proceeding to the baggage screening lane. TSA announced last month that it would begin increasing the number of CLEAR passengers who must present their IDs. TSA spokesperson R. Carter Langston said the TSA will require CLEAR passengers to use TSA’s Credential Authentication Technology machines to have their IDs scanned. “TSA has established a timeline with milestones for this to occur,” Langston said, without providing a specific deadline. “Currently, all passengers except [Registered Traveler] participants are required to present identification at the CAT unit, where it is available.” CLEAR is the only company that operates under the registered traveler program. TSA provided notice to CLEAR in early June that CLEAR users would need to present IDs and provided a 30-day notice and comment period. Currently, TSA is evaluating the comments, and a shift to 100 percent ID usage is not imminent. Aside from the July 2022 incident, there are also questions about CLEAR’s application methods for customers, following a Bloomberg report last month showing photos of people whose application photo — used in conjunction with the company’s eye and fingerprint biometric scanners — had their faces partially cut off. CLEAR said the photos in question were not part of the enrollment process and that the company no longer uses face scans to verify identity on the day of travel. Instead, it relies on fingerprints or eye scans. https://www.politico.com/news/2023/08/07/transpo-clear-tsa-00110124 Elevating Safety: Tradewind Aviation’s FAA Approved Safety Management System Tradewind Aviation, a leading operator in regional air mobility, has proudly announced the recent approval of its Safety Management System (SMS) by the Federal Aviation Administration (FAA). This achievement places Tradewind among the top 2% of Part 135 Operators that have completed the FAA’s SMS voluntary program process. Advancing Aviation Safety The SMS represents a comprehensive and proactive approach to identifying potential hazards, assessing and mitigating risks, and fortifying safety measures. This robust system empowers Tradewind to make well-informed decisions that prioritize passenger security and operational efficiency. Tradewind’s induction into the FAA’s Voluntary Safety Management (SMSVP) program signifies more than mere compliance; it also represents a standard of excellence. The airline joins an exclusive league of Part 135 Operators, both on-demand and scheduled, that have not only completed the rigorous SMS voluntary program but have also gained the coveted ‘active conformance’ status. This distinction firmly places Tradewind in the top 2% of operators in the United States, which perhaps underscores the company’s statement of their commitment to aviation safety. Behind the Scenes: The Effort and Dedication The development and finalization of Tradewind’s SMS were no small feats. Spearheading this multiyear endeavor was Director of Safety, Sarah Zimmerman. Her leadership and expertise guided the airline through the intricate process, ensuring that every aspect of the SMS aligned with the FAA’s stringent standards. With the FAA’s seal of approval, Tradewind has transitioned from an “active applicant” to an “active conformant,” solidifying its reputation as an aviation safety trailblazer. A Global Standard Tradewind’s SMS not only adheres to the FAA’s exacting requirements but also meets the International Civil Aviation Organization’s (ICAO) standards. This international recognition underscores Tradewind’s unwavering commitment to safety on a global scale. The alignment with ICAO standards further bolsters the airline’s credibility, positioning it as a benchmark for safety within the industry. Unveiling the Benefits The benefits stemming from the FAA’s approval of Tradewind’s SMS are multi-faceted and far-reaching. First and foremost, it significantly enhances passenger safety by fostering a culture of proactive risk management. In addition, this achievement translates into substantial cost savings as potential risks are identified and mitigated before they escalate. This level of operational efficiency not only bolsters the airline’s bottom line but also reinforces its commitment to responsible business practices. Confidence and Credibility Tradewind’s commitment to safety is now more apparent than ever, instilling confidence in clients, aviation professionals, and industry stakeholders. By adopting a safety-first approach, the airline enhances its decision-making process, ensuring the optimal allocation of resources. The SMS also serves as a conduit for clear and effective communication regarding safety practices—a language universally understood within the aviation sector. About Tradewind Aviation The FAA’s endorsement of Tradewind’s SMS underscores the airline’s leadership role in business aviation. Eric Zipkin, Co-Founder and Chief Executive Officer of Tradewind Aviation, encapsulates this sentiment: “Our dedication to enhancing our culture of safety and being proactive and predictive to address problems before they occur has never been stronger.” The FAA’s approval of Tradewind’s SMS aligns with the company’s commitment to flying personal and flying safe. Founded in 2001 by Eric and David Zipkin who have turned their passion for flying into the leading regional private operator, Tradewind provides personal air travel—both private and scheduled service—throughout North America and the Caribbean. Tradewind believes that every single flight is an opportunity to create an exceptional client experience with their people, planes, and personal service. Their unique approach to flying is less harrowing than flying commercial and more intimate than flying private. It is flying personal. And it is what they strive for every day. Tradewind provides unique and efficient private travel solutions for leisure or business travel, with access to hundreds of airports throughout North America including the Southeast, as well as the Caribbean in their modern fleet of Pilatus PC-12 and Citation CJ3 Jet aircraft. Tradewind also provides scheduled service to top leisure destinations throughout the Northeast and Caribbean, including Nantucket, Martha’s Vineyard, Newport, St Barths, Anguilla, Virgin Gorda, and Antigua. Tradewind’s vision is for an elevated flight experience that is streamlined and understated, where every flight deserves the highest quality aircraft, crew, and service, giving passengers control over their own time and confidence in their travels. https://aviationsourcenews.com/general-aviation/elevating-safety-tradewind-aviations-faa-approved-safety-management-system/ MIAT Mongolian Airlines To Welcome Its First Boeing 787 Dreamliner This Week It is expected to arrive on August 10th. SUMMARY • It is a significant milestone in MIAT's widebody redevelopment • The 787-9 has double the business seats of the airline's sole 767-300ER • MIAT plans to eventually launch US flights, with San Francisco most likely Mongolia's flag carrier MIAT is set to receive its first of two Boeing 787-9s this week, seemingly slated to be delivered on August 10th. It is a fundamental part of its widebody redevelopment and will be the highest capacity and longest range equipment ever used – not bad for an airline with just seven aircraft. MIAT's 787s: a quick summary MIAT had planned to lease two 787-9s from Air Lease Corp (ALC) in 2019, but it was canceled in 2022. Consequently, it had expected to lease two smaller 787-8s, but this fell through. Now it is back with the 787-9, both leased from AerCap and both delivered to China's Suparna Airlines in 2019. After the first aircraft is delivered this week, the second is due in the first three months of 2024. Both have 292 seats: 30 in business, 36 in extra legroom (not an 'official' premium economy), and 226 in economy. In an intriguing twist, it appears that MIAT will not initially sell its 36 extra legroom seats as a separate cabin. Writing on LinkedIn, Brendan Sobie, an independent analyst and consultant, said they would be sold as regular economy until the second aircraft arrives. Lucky passengers! 40 more seats than the 767 The 787s have 40 more seats than MIAT's sole 252-seat 767-300ER. However, there will be twice as many business seats per departure, a massive increase given Mongolia is generally more about lower-yielding visiting friends and relatives and leisure travelers. Perhaps it is part of the carrier's plan to grow connecting traffic. The 787 will also significantly increase freight capacity, with this revenue source of growing importance to MIAT. The carrier has a 31.6-year-old 757 freighter (it was added in 2022), and Flightradar24 shows that it mainly operates from China and South Korea. This partly feeds the 767 to Europe, which will switch to the 787. Three routes, then the US (eventually) MIAT intends to use the 787 to Frankfurt, Istanbul, and Seoul. That's no surprise, as that is where the 767 is deployed. When writing on August 8th, the 787 does not yet appear in the carrier's schedules, and it is unclear when it will enter revenue service. Much more intriguingly but fairly well discussed, MIAT plans US service eventually. This follows the Mongolia-US open skies agreement signed last week and the February 2023 submission of documents to the US DOT. However, it is contingent on Mongolia securing US FAA Category 1 status – a very challenging task – which will delay any launch. According to booking data, barely 64,000 passengers flew between Mongolia and all of the US in 2019 – not many. Not surprisingly, the biggest market on the West Coast was San Francisco, closely followed by Los Angeles, each with fewer than 10,000 passengers – tiny for a long-haul route. MIAT previously said it would begin San Francisco. If it happens, expect low-frequency flights and a big reliance on transit passengers, with MIAT perhaps adding new routes from its Ulaanbaatar hub partly to support it. Will a partnership with US carrier happen? https://simpleflying.com/miat-welcomes-first-boeing-787-this-week/ Law Professor Named to FAA Spaceflight Safety Committee Committee to navigate laws, safety regulations of humans in spaceflight OXFORD, Miss. – The Federal Aviation Administration has launched a rulemaking committee to develop regulations for human safety in spaceflight with industry representatives from across the country, including the University of Mississippi‘s Michelle Hanlon. Hanlon, executive director of the Center for Air and Space Law, is among 25 members on the committee. Their objective is to examine potential regulations needed to govern human safety during spaceflight. The Human Space Flight Occupant Safety Aerospace Rulemaking Committee hopes to submit its proposed regulations to the FAA in the summer of 2024. “It’s a testament to the university and the work we’ve done to now be within the eye of the FAA,” Hanlon said. The FAA launched the committee on July 27 in response to the upcoming expiration of a moratorium on spaceflight regulations that the U.S. Congress put into place in 2004. The moratorium, which allowed the space industry to grow unheeded, will expire Oct. 1 if Congress does not extend the deadline, as it did in 2012. “The FAA stood up this working group not because they think the moratorium will be lifted this year, but because we know at some point, the moratorium will be lifted,” she said. When it does, the FAA will need regulations governing how companies will ensure that spaceflight is safe for human occupants, Hanlon said. “A lot of industry people don’t want the moratorium lifted because the industry is in its infancy,” she said. Whereas some transportation regulations have centuries of precedent and best practices to support them, governing spaceflight and safety will present a unique challenge to the committee, Hanlon said. “Maritime law was built on centuries of tradition and custom, but we can’t do that for space,” she said. “We haven’t been in space for centuries. This is new.” Hanlon is also serving on a second FAA committee, which first met earlier this summer, aimed at examining liability and waivers surrounding spaceflight. “In many ways, some of the work of these committees is routine,” she said. “But I think it says something that we are now a part of that routine.” https://news.olemiss.edu/law-professor-named-to-faa-spaceflight-safety-committee/ Turkish Airlines dismisses pilot for opposing regulation on praying in cockpit Turkish Airlines has dismissed its pilot over saying "it’s risky in terms of flight safety" for the regulation the company is preparing, which paves the way for pilots to pray in cockpit in aircraft cabin. The dismissed pilot told Gazete Duvar that the person who complained about them was close with two executives. Turkish Airlines (THY), the national flag carrier, has dismissed its pilot who opposed the new regulation the company is preparing for pilots wanting to pray in the cockpit and for passengers in the aircraft cabin, Halk TV reported on Aug. 3. Accordingly, the pilot told the co-pilot during an international flight that the regulation in question "is risky in terms of flight safety." After the co-pilot complained about the pilot to the management, the THY dismissed the latter a few days after the dialogue took place. THY CEO Ahmet Bolat reportedly said to the pilot who asked the reason for dismissal, "I don't have to give reasons, I dismiss whoever I want." The dismissed pilot told Can Bursalı from Gazete Duvar that the co-pilot said he/she was fasting during the flight that took place during Ramadan, in which the former replied that "fasting during a 12-hour flight is risky." "The first officer on the flight had 3-4 years of experience. They stated that they had high religious sensitivities. But in my opinion, they are not that sensitive about religion. They are someone who tries to gain a position by using religion. This person's father is a professor of philosophy at a school in London, but I think he raised his child to be a snitch," the dismissed pilot said. The pilot added, "I am a Muslim too. But what we do (being a pilot) is risky. The co-pilot said to me, 'I can pray as you go to the toilet'. The toilet is a necessity, but you can pray after the flight." The dismissed pilot said the co-pilot was close with two executives, namely Abdülkerim Çay and Ebubekir Akgül. Accordingly, both of them graduated from Kartal İmam Hatip High School at the same year with the son of President Recep Tayyip Erdoğan, Bilal Erdoğan. https://www.duvarenglish.com/turkish-airlines-dismisses-pilot-for-opposing-regulation-on-praying-in-cockpit-news-62845 Passenger files lawsuit over PTSD after witnessing ground worker being ingested by jet engine at SA Airport The plaintiff saw David Renner die while she was sitting aboard the airplane. SAN ANTONIO — An airplane passenger who witnessed a ground crew worker as he was fatally ingested into a jet engine is suing the company that employed him after she experienced post-traumatic stress over the incident. David Renner died June 23 at the San Antonio International Airport. His death was ruled a suicide. The plaintiff in the lawsuit had boarded Delta Airlines Flight 1111 and was seated on the same side of the plane as the jet engine where Renner's death took place. She was looking out the window when he advanced toward the "ingestion zone" and was killed. “She feels like she will be forever traumatized as to by what she saw by this and being so close to it," Attorney James Wood said. The lawsuit seeks damages from Unifi, the company that employed Renner, and from Renner's estate. The damages include intentional infliction of emotional distress. It also states Unifi is liable because of negligent hiring. Wood claimed Renner had posted online several times alluding to his mental health struggles. “Any sort of background search on him that was appropriately looked at this person, they should have found warning signs that this might not be the right person that you want to put next to a commercial jet," Wood said. The lawsuit also includes information from Renner's family regarding his mental health. His brother, Joshua Renner started a foundation as a result of his brother's death called David's Legacy Foundation. The family of David Renner released this statement regarding the suit: “We express our sincere consolations to the young lady who witnessed the events that transpired on June 23, 2023. We cannot fathom the emotional and psychological impact of witnessing this tragic event, but hope all who did receive the necessary care to facilitate healing.” - Joshua Renner, David’s Brother. Unifi released this statement regarding the suit: Although Unifi Aviation does not typically comment on pending litigation, we believe the claims asserted by Ms. Hill do not have any merit and intend to zealously defend ourselves. We continue to keep David Renner’s family and loved ones in our thoughts and prayers.” The lawsuit states they are seeking more than a million dollars in damages. Wood said that money would help pay for his client's mental health services. https://www.kens5.com/article/news/local/passenger-files-lawsuit-ptsd-ground-worker-ingested-jet-engine-san-antonio-airport/273-c4d44879-4c77-4451-b7b6-aff0d366b2bb Creditors Ask Jet Airways To Pay $42 Million By August 31st Jet's winning bidders have been struggling to formally get the airline's ownership. SUMMARY • Jet Airways' management team has been given until the end of the month to pay more than $40 million to creditors. • The winning bidder, Jalan-Kalrock Consortium, has not been able to get ownership of the airline so far. • The airline was supposed to resume flights months ago but the tussle between creditors and bidders over Jet's financial settlement has caused a stalemate. The management team handling Jet Airways has been given until the end of this month to pay over $40 million to creditors for things to move forward. The carrier’s resolution process has reached a stalemate in which both sides (the winning bidders and the creditors) are engaged in a tussle over Jet’s financial settlement. And the latest deadline has added another layer to the saga. Jet Airways bidders asked to pay $42 million The Jalan-Kalrock Consortium (JKC) has been asked by Jet Airways' creditors to pay $42 million for the flight resumption process to move further. JKC has not been able to formally get ownership of the carrier due to objections raised by lenders. JKC’s senior lawyer Krishnendu Dutta had earlier said that the Committee of Creditors (CoC) has hindered the process of flight resumption by objecting to the transfer of Jet’s ownership to JKC and other efforts to commence operations. The CoC says that if Jet’s team pays the said amount, they may not pursue the plea to object to the ownership transfer. Dutta has said that Jet will do its best to pay the amount by the deadline given to them. Tussle between creditors and bidders Jet’s current management team has been fighting it out with its lenders over the clearance of dues. The airline has massive financial liabilities, with money owed to several banks as well as employees and passengers. In July, it was stated that Jet Airways would probably need to be wound up for the creditors to recover their money. The JKC has already received multiple extensions since 2022, both from the creditors and the court, but the financial commitments have not been met so far. With the backing of the committee of creditors, the National Company Law Tribunal (NCLT) approved JKC taking over the grounded airline in mid-2021. The approval was subject to JKC making an agreed series of payments to creditors and pumping capital into the airline. The CoC, led by the State Bank of India, had previously told the NCLT that it had continued to put money into the airline while JKC had not injected any money. Meanwhile, Jet Airways has been granted AOC again until September 3rd, so it needs to get things sorted before that deadline. Losing momentum The overall momentum that once existed for Jet Airways’ revival has significantly faded. Many issues have cropped up over the last several months, including that of paying dues to ex-employees and roadblocks in selling its Boeing 777 aircraft. Jet had planned to start commercial operations just months after receiving the AOC last year, but nothing has happened so far. A significant departure of employees across all levels has certainly not helped the revival plans. In April, Jet’s CEO-designate, Sanjiv Kapoor, too, left the company after a year of service. Hopefully, JKC can sort things out this time around. https://simpleflying.com/creditors-ask-jet-airways-to-pay-42-million-dollars/ Curt Lewis