Flight Safety Information - August 30, 2023 No. 168   In This Issue : Incident: Brussels A319 at Brussels on Aug 29th 2023, bird strike, another dented nose : Incident: Fly Air41 A319 at Bremen on Aug 28th 2023, nosegear rotated by 90 degrees on landing : Incident: Seychelles A20N near Jeddah on Aug 28th 2023, electrical malfunction and odour : 11 hospitalized after Delta flight hits severe turbulence : Private Jet Near Misses: Why Pilots Are Getting Runway Instructions Wrong : Congress Can't Erode Airplane Safety Rules That Save Lives : Boeing Service-Instruction Errors Prompt New 777 Inspections, FAA Says : Air Senegal Achieves IOSA Certification for Enhanced Safety and Quality : Forklift operator suffers life-threatening injuries at Boston's Logan Airport : Frantic Search for 'Strange Odor' on American Airlines' Plane Delays Flight : Alert system may have averted fatal air crash: coroner (Australia) : United hires hundreds from island of Guam for its ramp team at DIA : Huge: China Southern's Fleet Passes 900 Aircraft Incident: Brussels A319 at Brussels on Aug 29th 2023, bird strike, another dented nose A Brussels Airlines Airbus A319-100, registration OO-SSA performing flight SN-3604 from Marseille (France) to Brussels (Belgium), departed Marseille's runway 31R and landed on Brussels's runway 25L about 80 minutes after departure and taxied to the gate. The aircraft was seen at the gate with a dented nose cone as result of a bird strike. The aircraft is still on the ground in Brussels about 9 hours after landing. https://avherald.com/h?article=50daf44a&opt=0 Incident: Fly Air41 A319 at Bremen on Aug 28th 2023, nosegear rotated by 90 degrees on landing A Fly Air41 Airbus A319-100 on behalf of Sundair, registration 9A-BWK performing flight SR-3289 from Fuereventura,CI (Spain) to Bremen (Germany) with 150 passengers and 5 crew, landed on Bremen's runway 27, during roll out at about 50 knots the crew noticed problems with the nose gear. The aircraft came to a safe stop on the runway and was disabled. The passengers disembarked onto the runway via stairs. A first visual inspection of the aircraft showed that the nose gear had rotated by 90 degrees due to a separated pin. The runway was closed for about 6 hours until the aircraft could be towed off the runway. https://avherald.com/h?article=50dae387&opt=0 Incident: Seychelles A20N near Jeddah on Aug 28th 2023, electrical malfunction and odour An Air Seychelles Airbus A320-200N, registration S7-VEV performing flight HM-22 from Mahe (Seychelles) to Tel Aviv (Israel) with 128 people on board, was enroute at FL370 about 90nm south of Jeddah (Saudi Arabia) when the crew decided to divert to Jeddah reporting an eletrical problem on board. The aircraft landed safely on Jeddah's runway 34C about 25 minutes later. The airline reported the aircraft diverted due to an electrical malfunction. Passengers reported there was an electrical smell on board, the flight attendants were running through the cabin. A replacement Airbus A320-200N registration S7-PTI positioned to Jeddah, resumed the flight and reached Tel Aviv with a delay of about 15 hours. The occurrence aircraft is still on the ground in Jeddah about 17 hours after landing. https://avherald.com/h?article=50dad029&opt=0 11 hospitalized after Delta flight hits severe turbulence A Delta flight hit severe turbulence as it was approaching Atlanta's Hartsfield-Jackson International Airport Tuesday, sending 11 people to the hospital after landing. The Airbus A350, which took off from Milan, Italy, landed safely shortly before 7 p.m. after hitting turbulence about 40 miles northeast of the airport, the Federal Aviation Administration said. The plane was carrying 151 passengers and 14 crew members, according to the airline. Both customers and crew members of Delta flight 175 were among those who were injured. It was not immediately clear how many of each were hurt or how severe any of their injuries were. It was the latest in a series of incidents this year in which people have been hurt when their flights hit severe turbulence. One person was killed in March when a Bombardier CL30 jet flying from Dillant-Hopkins Airport in New Hampshire to Leesburg Executive Airport in Virginia encountered severe turbulence. That flight was forced to divert to Bradley International Airport in Windsor Locks, Connecticut. Multiple people were hospitalized in another March incident after a Lufthansa flight from Austin to Frankfurt, Germany, hit turbulence and was forced to make an emergency landing at Dulles International Airport in Virginia. One day later, around 20 passengers and crew members on a Condor flight from Frankfurt to Mauritius were injured because of turbulence. https://www.yahoo.com/news/11-hospitalized-delta-flight-hits-035849758.html Private Jet Near Misses: Why Pilots Are Getting Runway Instructions Wrong The matter has become a hot topic after a string of incidents in recent months. There has been a significant increase in runway incursions across busy airports in the United States. In the first four months of the year alone, the nation’s airports recorded nine near misses. The story continues well into the peak summer season, where several near misses have occurred. Interestingly, a good number of those incidents transpire between private jets and commercial airliners. In February, a JetBlue Embraer 190 came in close proximity to a Lear 60 charter aircraft at Boston Logan International Airport (BOS). The runway incursion took place when the Lear jet pilot failed to receive takeoff clearance. As a result, the approaching JetBlue aircraft came within 30 feet (9 m) above ground near the intersection of two runways when it aborted landing. According to the NTSB, the Boston tower told the Lear charter pilot the JetBlue flight passed about 400 feet above them. On August 11, a Cessna Citation 560X came within 100 feet of a Southwest Airlines Boeing 737 at San Diego Airport (SAN) when the air traffic controller cleared the Cessna to land on runway 27, which was occupied by the Southwest aircraft. The airport’s surface detection equipment determined the mishap and issued an alert, avoiding casualties. Most recently, on August 17, a single-engine Cessna aircraft almost collided with a Delta Boeing 757 passenger moments after taking off from Orlando International Airport (MCO). Both aircraft took off from different runways but were given headings that put them on track for collision. The Cessna pilot’s quick and evasive reaction to the situation allowed both aircraft to avoid each other by about 500 ft (152 m). While the FAA and the NTSB are investigating the above incidents, along with several others, the question arises as to why such incursions take place. Possible causes for increased incursions According to CNN correspondent Pete Muntean, who happens to be a pilot and flight instructor, airlines are under a lot of pressure to recover after the pandemic downturn. Many new pilots are flying right now, who may have matriculated from regional airlines to larger carriers. On the air traffic control (ATC) side, things are similar. More experienced people were given voluntary leave during the pandemic downturn, and new people lack the experience needed to prevent such close calls. Although the flight crews and controllers have the required training for their respective roles, experience in the industry counts heavily in situations like these. Interested in similar technical content? Check out our complete guides section here. All of these runway incursions show that someone somewhere let their guard down to the point where an automated system (Traffic Collision Avoidance System or the airport surveillance system) kicks in to correct the mishaps. The FAA has assembled a team to further examine ways to enhance safety and reliability in the nation’s air traffic system. According to the Acting Administrator of the FAA, Billy Nolan, "This team will strengthen our ongoing safety efforts and identify specific investments we can make to bolster the National Airspace System." While it is noted that operating instructions around airports are the same for commercial and private aircraft, the authorities are gathering more evidence to find if instructional or communicational errors have played a part in these incidents. https://simpleflying.com/private-jet-near-misses-analysis/?newsletter_popup=1 Congress Can't Erode Airplane Safety Rules That Save Lives BY TAMMY DUCKWORTH AUGUST 30, 2023 7:15 AM EDT Duckworth is a Senator for the state of Illinois, an Iraq War veteran and former Assistant Secretary of Veterans Affairs. On a foggy night in February 2009, Colgan Air Flight 3407 took off from Newark Airport, heading for nearby Buffalo, New York. Fifty-nine minutes later, the aircraft crashed into a house, killing all 49 passengers and crew on board, along with one person on the ground. Immediately, the U.S. National Transportation Safety Board began an investigation into the crash, soon determining it was caused by pilot error due to lack of experience with icing conditions. As a result, Congress acted to strengthen training requirements for all passenger airline pilots, including, crucially, instituting what’s known as the 1,500 hour rule: a regulation mandating that pilots earn a minimum of 1,500 real world flight hours before being allowed to work for an airline, with an adequate portion of those hours spent flying in difficult operational conditions. There has not been a single passenger death caused by pilot error in commercial aviation since the rule was enacted, proving a core principle we all know to be true: that experience matters. Yet, right now, several of my colleagues are trying to gut the 1,500 hour rule, proposing legislation that would produce less experienced pilots and represent an unacceptable backsliding as well as a dangerous complacency in an industry where complacency kills. They’re supposedly doing so in an effort to address the recent pilot shortage—but this so-called solution does anything but solve the problem, and seems more akin to addressing a doctor shortage by slashing the amount of training medical school students need to earn their degree. The thing is, existing law already allows for some exemptions—but always based on safety, not temporary labor conditions. For example, the FAA allows for an expedited pathway for military and former military pilots, and on occasion it credits time spent in certain academic training courses, but only if such courses enhance safety more than requiring a pilot to fully comply with the full 1,500 hour requirement. To me, there has never been a worse time to weaken pilot regulations, as 2023 has already been a chilling year for our civil aviation system. We’ve witnessed a disturbing rise of near-deadly close calls—an uptick that the NTSB deemed a national safety crisis and that led the FAA to convene an unprecedented safety summit. As both a former Army pilot and as the current Chair of the Senate’s Aviation Safety Subcommittee, I refuse to respond to these near-misses by further reducing pilot training. I refuse to be complicit in efforts to compromise my constituents’ safety. Instead, I’m doing everything in my power to convince my colleagues to proactively strengthen safety measures so that these close calls never become precursors to tragedy. When I was serving in Iraq, I learned all too well the value of real-world experience. After all, I am only able to write this today—I am only alive today—because of the immense skills shown by my flight crew, which were earned through countless in-the-sky flight hours. On November 12, 2004, an RPG tore through the cockpit of the Black Hawk I was co-piloting. We were 10 feet above the trees, we’d lost all ofour avionics and total hydraulic failure was likely next. There was no way, no chance, that we should’ve been able to land the aircraft. In fact, in my decade-plus of training as a military pilot, every time—every single time—that we simulated a similar scenario, we died. The understanding was that that kind of catastrophe was simply not survivable. And yet, on that day in Iraq, we did. We fought to regain control of our helicopter. And led by the expertise of my pilot-in-command, we safely landed our aircraft. We survived. This was only possible because actual, in-air flight experience prepared us to respond to the most desperate of situations with levels heads and swift action. Unlike in a simulator, there is no “pause” button in flight. So it is that training that I have to thank for being alive today—for my family, for my career, for my very breath. I’m not the only one pleading with my colleagues to uphold this rule. The Hero of the Hudson, Captain Sully Sullenberger, has also implored Congress not to get complacent, trying to get them to understand that the combined 40,000-plus flight hours between him and his first officer were critical in saving the 155 lives onboard his plane the day he safely landed on the Hudson River. Do you think that prior to that afternoon there were any flight simulations of a dual engine failure from bird strike followed by a water landing? Of course not. In fact, even when that simulation was run after the Miracle on the Hudson, even with flight crews expecting the scenario, they still crashed time after time. It was only thanks to the pilots’ experience that those 155 people made it home to their families that January night. While I truly believe that simulators are a valuable training tool, I myself have used them, and that's why is I know they are no substitute for the real thing. For example, a simulator cannot replace the experience of walking around your aircraft and seeing ice accumulating on your wing surfaces. Life-saving instincts are earned through thousands of hours of piloting a real aircraft with real lives at stake. So while I understand that the perfect storm of major carriers buying out thousands of their most-experienced pilots combined with a post-pandemic surge in air travel has created a temporary shortage of pilots and first officers, it is critical that we resist the false promise of a quick-fix that could increase lives lost in a preventable tragedy. The FAA seems to agree. Last year, they rejected a petition for an exemption to the flight hours requirement, stating that they had “previously concluded the argument that an exemption would serve to address a pilot shortage is overly simplistic and does not present a persuasive argument.” So as both a professional pilot and as a mom who regularly travels with my two little girls, I am holding the line on safety. Now is not the time to go backward. Now is not the time to cut corners. Now is not the time to put corporate profits ahead of American lives. Anyone who refuses to see sense here—anyone who votes to reduce the 1,500 hour rule for pilot training—will have blood on their hands when the inevitable accident occurs thanks to an inadequately trained flight crew. https://time.com/6309503/congress-airplane-safety-rules-1500-hours/ Boeing Service-Instruction Errors Prompt New 777 Inspections, FAA Says Boeing-developed maintenance information used by regulators to mandate 777 structural inspections in 2022 includes numerous errors that may create more risks for affected aircraft than it addresses, forcing the FAA to issue new requirements that tackle some of the issues while Boeing finishes revamping the instructions. The original issue—potential cracks in certain structural parts near center fuel tanks—came to light in October 2021 in a Boeing “requirements bulletin” to operators. The 968-page bulletin divided hundreds of 777s of all variants into nine groups, with multiple aircraft configurations in each group. The bulletin recommended inspections at various intervals depending on the aircraft model and configuration. The FAA mandated the checks in September 2022 based on the bulletin’s contents and a report of a cracked front spar lower chord found on a 777-300ER undergoing an underwing longeron replacement. Other regulators, including the European Union Aviation Safety Agency, adopted the FAA airworthiness directive (AD). In late 2022, Boeing discovered some problems with its 2021 bulletin. Chief among them: its instructions did not properly detail removal and replacement of fastener covers, or caps, located inside fuel tanks. The caps protect against a lightning strike triggering a spark and potential fuel tank explosion. For some airplane groups, Boeing did not clearly explain the cap removal and replacement process. For others, the bulletin references a Boeing “standard overhaul practices manual” that specifies using caps that are too thin to contain possible sparks caused by lightning strikes. Boeing’s instructions also listed specific airplanes that didn’t need the work and omitted a few that did. Boeing in late 2022 informed the FAA and affected customers that the 2021 bulletin had errors. But a full revision of the instructions is still not done due to the issue’s complexity. The FAA has decided to tackle the highest-risk problem—potentially non-compliant fastener caps in center fuel tanks—with a new directive based on Boeing's preliminary revisions already shared with operators while the company completes the service-instruction changes. An AD set for publication Aug. 31 lays out new instructions for removing and replacing fastener caps as part of the structural inspections or adding them in places they are needed but were not required by the September 2022 directive. The directive is an immediately adopted rule, bypassing the draft view and public comment process afforded less-pressing requirements. For aircraft that have already undergone the work mandated last year, the new AD gives operators either 90 or 180 days from its scheduled Sept. 15 effective date, depending on certain parameters, to verify fastener caps are compliant and make any needed modifications. “Fastener cap seals interior to the airplane’s fuel tanks are a critical lightning protection feature,” the FAA said. “This is particularly true for the center wing fuel tank, which typically contains flammable fuel vapors more frequently than the main wing fuel tanks ... If these seals are not replaced properly, and the associated fastener has poor electrical bonding to the airplane structure for any reason, the fastener may spark during a lightning strike and cause a fuel tank explosion.” Non-compliant caps pose risk for aircraft whether they have flammability reduction or ignition mitigation systems installed, the agency noted, though the risk is greater for aircraft without them. The directive also removes 777-200s without center fuel tanks from the applicability list and clarifies which 777 freighters (777Fs) need the work. Design changes implemented starting with line number 1743—a 777F delivered to China Cargo Airlines in July—addressed the issues, the FAA said. Boeing said it “fully supports” the AD, “which is consistent with guidance we have shared with operators previously.” https://aviationweek.com/air-transport/safety-ops-regulation/boeing-service-instruction-errors-prompt-new-777-inspections Air Senegal Achieves IOSA Certification for Enhanced Safety and Quality Air Senegal has announced its attainment of the prestigious IOSA (IATA Operational Safety Audit) certification. This certification, issued by the International Air Transport Association (IATA), serves as a hallmark of quality and safety, earned after a comprehensive audit covering an impressive 1057 checkpoints across eight critical domains. These encompass quality management systems, safety protocols, organizational structure, aircraft maintenance practices, flight operations, cabin and technical crew training, ground operations, including cargo handling, as well as flight operations control center and security measures. Embracing this recognition brings forth manifold advantages for Air Senegal, propelling it forward as a leader in the aviation industry. The IOSA certification bolsters the airline’s operational security and safety, elevates the quality of service delivered, and solidifies its stature in the international aviation community. Moreover, it opens avenues for interline development with international partners and alliances, paving the way for strategic commercial agreements, including codeshare partnerships. This achievement also positions Air Senegal for potential membership in the esteemed IATA organization, a testament to its credibility and operational proficiency. The certification’s far-reaching impact even extends to tangible benefits, such as potentially reduced insurance premiums, reinforcing the airline’s financial stability. Alioune Badara Fall, the General Manager of Air Senegal, expresses his elation, remarking, “We are delighted to see Air Senegal taking a new step towards excellence. This certification will allow us to forge important partnerships to offer the best to our passengers. I congratulate the Air Senegal teams who have actively worked and contributed to obtaining this certification.” Since its inception in 2016, Air Senegal has rapidly ascended, commencing operations in 2018 with a vision to become a premier air transport provider in West Africa. Leveraging its central hub at Blaise Diagne International Airport in Dakar, the airline seamlessly connects Europe, the United States, and West Africa, servicing domestic, regional, and international routes. With a diverse fleet comprising two Airbus A330-900 Neo, two Airbus A321, two Airbus A319, and two ATR 72-600 aircraft, Air Senegal serves a network encompassing 21 destinations, including major cities like Paris, New York, and Barcelona. https://airspace-africa.com/2023/08/30/air-senegal-achieves-iosa-certification-for-enhanced-safety-and-quality/ Forklift operator suffers life-threatening injuries at Boston's Logan Airport BOSTON — A man has been hospitalized with serious, life-threatening injuries after the forklift he was operating on the tarmac of Boston Logan International Airport fell on top of him, according to the Massachusetts State Police and Massachusetts Port Authority. Authorities said the accident happened in a loading area outside Terminal C near Gate C26 between 3:15 p.m. and 3:30 p.m. Tuesday. There were no aircraft in the area at that time and there is no public access to that location. State police investigators said part of the forklift the man was operating struck part of a stationary structure, which caused the heavy machinery to overturn on top of him. The man who was injured was working for a subcontractor and doing maintenance work for JetBlue at the time of the incident, according to authorities. State police said the man was transported to Boston Medical Center to be treated for his life-threatening injuries. Video from Sky5 shows yellow police tape surrounding the forklift, which was resting on its side. Multiple state police cruisers and at least two Massport Fire Rescue Engines were spotted at the scene. The investigation into the incident remains active, according to state police. https://www.wcvb.com/article/boston-logan-airport-accident/44940682# Frantic Search for 'Strange Odor' on American Airlines' Plane Delays Flight A flight between Fort Myers and Dallas was delayed earlier this week for a very unusual reason. American Airlines flight 2736 from Southwest Florida International Airport to Dallas Fort Worth International Airport was delayed by two hours and 10 minutes on August 28 when an unusual smell was detected in the luggage hold. With passengers already on board the aircraft, take off was halted while ground staff investigated. A passenger on board, who wished to remain anonymous, told Newsweek: "The pilot came across and said that we were going to have to stop because of a strong smell of propane in the cargo hold. He said it was a can of camping fuel. "They made several requests for anyone who may have had something in their bag that was similar so that they knew what bag they were looking for and it would make the process quicker." Due to depart at 7:48 p.m., flight records show that the American Airlines flight didn't leave until 9:58 p.m. American Airlines told Newsweek: "The customer operations crew for American Airlines Flight 2736 with service between Fort Myers (RSW) and Dallas/Fort Worth reported a possible odor in the cargo hold prior to departure. As standard procedure and out of an abundance of caution, the team requested a secondary inspection and the aircraft was cleared for departure as there was no safety risk." However, the mystery remained, and even after arriving safely at their destination, the passenger told Newsweek they were not told the cause of the long delay. "We already had a weather delay, then this happened as we finished boarding. We stayed on the plane the whole time, but had to wait until the luggage and fumes were dealt with before we could push back," they explained. "They had to empty the luggage compartment until they found the bag with the leak. The fire department had to ventilate the luggage compartment, and then all the bags were loaded back on." The incident was attended by Southwest Florida International Airport's Aircraft Rescue and Firefighting team and an official report was logged. Coming From the Belly of the Plane In the report seen by Newsweek, the reason for the delay and unusual smell was revealed to be not a propane tank, but rotting vegetables. The report read: "St. 92 was dispatched to D1 for a smell of propane coming from the belly of the plane. Upon arrival E92 crews made contact with flight crew to confirm a strange odor of propane coming from the belly of the plane." "Airlines decided to unload all of the baggage to find the source. A suitcase was found with Rotting Vegetables and was declared the culprit," the report continued. "E92 provided a fan that was used by airlines personnel to eject the smell from belly of plane." While the rotting food was an unusual find among passengers' luggage, it is understandable that baggage handlers were cautious. Rotting vegetables and other organic matter can cause smells reminiscent of propane or other gas odors. The breakdown of organic materials can result in the release of various gases, including methane and hydrogen sulfide. Ground crew and baggage handlers proceeded with caution at the smell because a can of propane gas in an airplane could pose a significant risk to the flight. Highly flammable, even a small leak could lead to a buildup of gas in an enclosed space like a luggage compartment. A spark or heat source could then lead to fire or explosion. Propane gas is also usually stored in pressurized containers and changes in temperature and altitude during a flight could also prompt a leak. Airlines typically ban the carrying of flammable gases like propane in both checked luggage and carry-on baggage for the safety of the aircraft and all passengers. https://www.newsweek.com/frantic-search-strange-odor-american-airlines-delays-flight-1823276 Alert system may have averted fatal air crash: coroner (Australia) A coroner has called for terrain collision warning systems to be installed in small aircraft carrying multiple passengers following an inquest into the death of five men in a crash. QBuild workers Wayne Ganter, 63, Henry Roebig, 62, Wayne Brischke, 57, contractor Mark Rawlings, 49, and pilot Stuart Weavell, 36, died when a Cessna 404 plunged into a dune at Lockhart River in far north Queensland on March 11, 2020. The men had flown from Cairns that morning, and the crash happened while attempting a second landing in poor visibility. Coroner Nerida Wilson held five days of hearings in Cairns in July and released her findings on Wednesday, which agreed with the results of an Australian Transport Safety Bureau investigation. Two passengers posted pictures on social media from the aircraft that showed heavy rain and low visibility. Another passenger sent a text four minutes before the 9.19am crash stating "the first attempt at landing was unsuccessful, the runway was not visible, and there was heavy rain". "The pilot believed he was 1000 feet higher than he actually was during most of the descent (before the final approach) and did not effectively monitor the aircraft's altitude and descent rate for an extended period due to experiencing a very high workload," Ms Wilson wrote. The coroner's first recommendation was for the Civil Aviation Safety Authority to require the fitting of a terrain awareness and warning system (TAWS) to small aircraft capable of carrying six more more passengers and intending to land during poor visibility and at night. TAWS uses a digital map of terrain heights and the aircraft's direction to predict potential collisions with the ground if the pilot does not change course or gain altitude. The ATSB found the Cessna that crashed at Lockhart did not have a TAWS system on board and was not required to have one installed. "If a terrain warning system providing aural and visual alerts had been installed and operational it is probable the accident would not have occurred," Ms Wilson said in her findings. She also called for evaluation of the effectiveness of satellite-guided Baro-VNAV systems in assisting pilots to land at runways such as those at the Lockhart River aerodrome by tracking and predicting their angle of descent to the ground. Among Ms Wilson's other recommendations were for a pilot education program about the hazards of relying on a less precise method of landing guidance, called GNSS RNAV, and the need to maintain navigational awareness during poor weather. She urged the federal government, Lockhart River Aboriginal Shire Council and the aerodrome company to fund upgrades including a Precision Approach Path Indicator (PAPI) lighting system that would give pilots visual feedback on whether their landing approach was too high or low. "I extend my deepest and most sincere condolences to the senior next of kin and their wider families for the deaths of these much-loved men in such tragic circumstances," Ms Wilson said. https://au.news.yahoo.com/alert-system-may-averted-fatal-073458538.html U.S. Fines American Airlines $4.1 Million for Lengthy Tarmac Delays In 43 instances in recent years, the airline kept passengers stranded on the tarmac for hours in violation of federal rules, the Transportation Department said. For domestic flights, airlines are not allowed to keep passengers sitting on the tarmac for more than three hours without giving them a chance to deplane.Credit...Joe Raedle/Getty Images The Transportation Department fined American Airlines $4.1 million on Monday, saying the carrier violated federal rules by keeping passengers stranded on airport tarmacs for hours on dozens of occasions in recent years. The agency said the fine was the largest penalty it had ever doled out for tarmac delays. The violations stem from 43 domestic flights between 2018 and 2021 in which passengers were stuck on the tarmac for more than three hours without being given a chance to deplane, according to the department. https://www.nytimes.com/2023/08/28/us/politics/tarmac-delays-american-airlines.html United hires hundreds from island of Guam for its ramp team at DIA More than 460 residents of the U.S. territory in Micronesia recruited by airline Hundreds of islanders from Guam recently relocated to Denver to work for the area’s biggest employer: United Airlines. More than 460 residents of the U.S. territory in Micronesia now call the Mile High City home after United recruited them for ramp agent roles. Guam is about 6,650 miles from Denver, and was first colonized by the U.S. 125 years ago. As U.S. residents, Guamanians don’t need visas. Magda Morais, managing director of talent and acquisitions at United, said her team faced a “hard time recruiting our ramp agents” in the Denver market, so they had “to get creative.” They held a two-day job fair in January on the island, and extended to a third day because of “overwhelming interest,” she said in an interview. United received around 2,600 applicants in Guam, and the carrier offered over 800 jobs, with more than 460 passing the clearance process. “We filled the need” for ramp agents, Morais said. An entry-level employee starts at a low of around $20 hourly, with the top of the pay scale maxing out at around $90,000 annually. Each new United team member received a $25,000 incentive bonus, a paid hotel stay for two weeks and per diem for food. The airline partnered with several apartment buildings in Denver located near public transportation to streamline the housing process. Almost three decades ago, Anthony Meno applied for a role at United, but the opportunity didn’t move forward. Now, at 56 years old, he’s seized the chance to work as a ramp agent in Denver, relocating from his homeland of Guam to do so. Meno worked in law enforcement for 34 years, and retired last December. Soon after, a friend called him to mention that United was hiring. Even with his recent retirement, Meno described himself as a “workaholic.” “I couldn’t see myself just sitting around,” he said in a Monday interview. “I’ve always wanted to go to Denver. I’ve always wanted to relocate to a different location.” By April, Meno had sold most of his belongings, secured housing near DIA and sent his car from Guam to Colorado. Months later, he’s predominantly focused on building his career – and learning the area as a new Denverite, “so that I don’t have to keep using GPS.” Colorado and Guam differ in several aspects, including their cultures. He described Denver as “a melting pot,” with more diversity. Given that Guam spans “only about seven miles wide, 31 miles long,” Meno’s excited to eventually explore the rest of the Centennial State, such as Colorado Springs. “There’s so much here to see,” he said. “There’s so many places to go.” https://www.denverpost.com/2023/08/30/united-hires-guam-dia-denver-international-airport/ Huge: China Southern's Fleet Passes 900 Aircraft China Southern has become the first Chinese airline with a fleet size reaching 900 aircraft. SUMMARY • China Southern Airlines has reached a significant milestone by adding its 900th aircraft to its fleet, making it the first airline in China to achieve such a size. • The airline has strategically expanded its fleet of ARJ21 aircraft, which are mainly operated in Guangzhou and Shantou, improving its route network and connectivity with major cities. • China Southern Airlines possesses a diverse fleet consisting of wide-body jets, such as Airbus A350 and Boeing 777, along with narrowbody planes. They are also incorporating Chinese-built aircraft, including the ARJ21 and upcoming C919 models. At 01:30 on August 25th, a newly received ARJ21 aircraft with registration number B-91AG from China Southern Airlines landed at Jieyang Chaoshan International Airport (SWA). This is the 900th aircraft in China Southern Airlines' fleet and the 20th aircraft for China Southern Airlines' Shantou company. China Southern Airlines has also become the first airline company in China, with a fleet size reaching 900 aircraft. China Southern Airlines' fleet size first surpassed 100 aircraft in 1998, reached 500 aircraft in 2013, 800 aircraft in 2018, and has now reached 900 aircraft. China Southern's ARJ21 strategy When receiving the aircraft, China Southern Airlines stated that it has steadily expanded the fleet size of ARJ21 aircraft in recent years. They are currently mainly put into operation at the Guangzhou headquarters and Shantou base, with a dispatch reliability rate reaching 99.87%. In terms of route network, China Southern Airlines has used ARJ21 aircraft to open four domestic routes and over 20 inter-provincial routes, building a short-haul round-trip route network centered on "Guangzhou plus Shantou" as the main bases, achieving connections with trunk airports in major cities like Shanghai and Zhengzhou, and initially forming a route network layout and scaled operational capabilities for domestically-produced regional jets. China Southern Airlines received its first ARJ21 aircraft from COMAC on June 28th, 2020. It is expected that by 2024, China Southern Airlines will have 40 ARJ21 aircraft. China Southern Airlines' Shantou company received its first ARJ21 aircraft on March 24th, 2023. China Southern Airlines also stated that introducing new aircraft will promote China Southern Airlines to continuously optimize its hub network layout, and further boost China Southern Airlines' service to major national strategies like the Belt and Road Initiative and the Guangdong - Hong Kong - Macao Greater Bay Area development. China Southern's current fleet Being the first Chinese airline to own more than 900 aircraft, China Southern's fleet includes widebody jets like the Airbus A350, Boeing 777, and 787, along with smaller narrowbody planes. The airline has historically operated many Boeing 737 classics but is transitioning to an all Boeing 737 NG/MAX fleet, with 24 Boeing 737-700s and 132 Boeing 737-800s and 24 Boeing 737 MAX 8s. China Southern also has 313 Airbus A320 family aircraft. This makes them one of the largest A320 operators in the world. The airline has both CFM and IAE engine variants of these planes. In addition, China Southern operates widebody aircraft like the A330, A350, B777, B787, and even four remaining B747-400 freighters. Their average fleet age is young at just nine years old. It's worth noting that China Southern Airlines retired all of its A380 aircraft earlier this year. China Southern is also adopting new Chinese-built aircraft. They currently have 21 ARJ21 regional jets. There are plans to reach 40 ARJ21s in the fleet by 2024. According to the data from atdb.aero, the airline also has five of COMAC's new C919 narrowbody on order. https://simpleflying.com/china-southern-fleet-passes-900-aircraft/ Curt Lewis