Flight Safety Information - September 22, 2023 No. 184 In This Issue : Incident: Spicejet B738 near Kolkata on Sep 20th 2023, cracked cabin window : Incident: Frontier A321 at Denver on Sep 19th 2023, fumes on board : 3 aircraft report green laser light in Boston; FAA investigation open : American Airlines Discovers Fake CFM Engine Parts : Delta pilots requested deviation before severe turbulence event: NTSB : APS To Host Annual UPRT Safety Summit : Brazilian Law Project Would Force Airlines To Provide Free WiFi Access On Flights : Universal Hydrogen moves forward with FAA approvals for hydrogen aircraft : Hong Kong airline Cathay Pacific to make adjustment to pilots’ pay amid anger over salary cuts : Emirates seeks to recruit new A380 pilots with tempting set of perks : Air Force on Course to Again Miss Pilot Goal as Problems with Training Aircraft Persist : FAA proposes rule to limit lifetime of upper stages in orbit : GRADUATE RESEARCH REQUEST Incident: Spicejet B738 near Kolkata on Sep 20th 2023, cracked cabin window A Spicejet Boeing 737-800, registration VT-SGV performing flight SG-515 from Kolkata to Mumbai (India) with 176 passengers and 6 crew, was enroute at FL360 about 210nm west of Kolkata when cabin crew discovered one of the cabin windows had developed a crack. The flight crew decided to return to Kolkata for a safe landing on runway 01R about one hour after turning around. A replacement Boeing 737-8 MAX registration VT-MXA reached Mumbai with a delay of about 8.5 hours. The occurrence aircraft returned to service after about 10 hours on the ground. https://avherald.com/h?article=50eab17a&opt=0 Incident: Delta BCS1 at Boston on Sep 18th 2023, lightning strike A Delta Airlines Bombardier C-Series CS-100, registration N116DU performing flight DL-2346 from Chicago O'Hare,IL to Boston,MA (USA) with 85 people on board, was on approach to Boston when the aircraft was struck by lightning. The aircraft continued for a safe landing on runway 04R. The aircraft taxied to the apron. Maintenance crews were inspecting wings, horizontal stabilizers and fuselage crown. The airline reported the aircraft suffered a lightning strike on landing in Boston and was taken out of service as a precaution. The aircraft is still on the ground in Boston about 35 hours after landing. https://avherald.com/h?article=50e9fc22&opt=0 3 aircraft report green laser light in Boston; FAA investigation open 278 pilots have reported injuries from lasers to the FAA since 2010 In all three cases, the pilots reported having seen a green laser pointed at them. Three reports of laser light strikes to aircrafts in Boston on Thursday have sparked concern in the skies. A helicopter crew reported being illuminated by a laser while landing at a Boston hospital, and two flights that were landing at Logan Airport said the same thing happened to them. Fortunately, no one was injured. In all three cases, the pilots reported having seen a green laser pointed at them. A helicopter crew reported being hit by a laser while landing at a Boston hospital. Crews in two Jet Blue flights, originating from Denver and San Jose, noticed the flashing at around 5:40 a.m. Thursday. Then, later, on Thursday night, there was a similar incident with a medical helicopter that was landing at a hospital at around 8 p.m. Investigators with the Federal Aviation Administration weren't sure who was shooting the laser light, but are looking into the reports. Authorities warned that laser pointers can blind and distract pilots, putting them, their passengers and those on the ground in danger. According to the FAA, 9,500 pilots reported laser light strikes in 2022. People who are caught shooting lasers at aircraft can be fined up to $11,000 for each case, or more than $30,000 for multiple incidents. https://www.nbcboston.com/news/local/3-aircraft-report-green-laser-light-in-boston-faa-investigation-open/3142535/ American Airlines Discovers Fake CFM Engine Parts The airline is the latest to reveal where parts from AOG Technics ended up. American Airlines has become the latest major airline to discover engine parts on its aircraft potentially linked to those with falsified documentation. The airline noted that it had found parts on at least one aircraft that were supplied by AOG Technics, a UK-based company accused of selling parts for the CFM56 engine that did not have the correct certification. Engine parts affected In the latest installation of the AOG Technics drama, another airline has come out publicly with its findings of parts with bogus certification documents. CFM has taken AOG to court over falsified documentation for parts on its CFM 56 engines, which the engine maker has said could affect as many as 96 aircraft around the world. The CFM56 engine is used on both older-generation Airbus A320s and Boeing 737s. Overall, 86 falsified documents have been found covering 55 CFM56 part numbers and two CF6 part numbers. American Airlines is the latest to be affected by the improperly certified spare parts. The airline told Bloomberg News on September 21 that it identified the AOG parts on at least one of its aircraft. The airline did not specifically identify which part it found and how many aircraft were affected. A spokesperson for the airline said, "Through the work of internal audits as well as collaboration with our suppliers, we’ve identified the uncertified components on a small number of aircraft — each were immediately taken out of service for replacement. We’ll continue working with our suppliers and coordinating closely with the FAA to ensure these parts are no longer in our supply or otherwise in use on our aircraft." Other airlines affected American's findings come within a day of the Federal Aviation Administration (FAA) issuing a warning to airlines and other aviation companies in the United States. The FAA announced that unapproved parts may be on planes and that owners should inspect their planes and inventories for affected parts. Southwest Airlines was the first major carrier to discover AOG components on its aircraft. The airline found two low-pressure turbine blades on one of its Boeing 737 aircraft on September 8. The faulty parts were immediately replaced before the aircraft was returned to service. Several days later, Virgin Australia announced that it had grounded two of its Boeing 737s due to finding fraudulent parts. The first aircraft, identified as VH-VUT, had an AOG-supplied low-pressure turbine blade, which was replaced and the aircraft returned to service. Its second aircraft, identified as VH-YFR, was found to have a seal supplied by AOG that was located on an inner high-pressure turbine nozzle. United Airlines also announced that it had found faulty parts on two of its aircraft. The parts in question were both compressor stator vanes, which help direct airflow throughout the engine. The airline also announced that it would replace the parts and return both aircraft into service. https://simpleflying.com/american-airlines-discovers-fake-cfm-engine-parts/ Delta pilots requested deviation before severe turbulence event: NTSB The United States (US) National Transportation Safety Board (NTSB) has claimed that Delta Air Lines pilots requested a deviation from a typical approach before they encountered severe turbulence, which injured 17 people onboard the Airbus A350 on August 29, 2023. The NTSB‘s preliminary report states that the Delta Air Lines Airbus A350-900, registered as N576DZ, was on approach to Atlanta Hartsfield Jackson International Airport (ATL) on its flight from Milan Malpensa Airport (MXP), Italy, when the pilots “identified a weather radar return about 40 miles ahead”. Subsequently, they requested a deviation from Air Traffic Control (ATC) at about 6:27 pm local time (UTC -4). However, the controller asked the crew to continue on the “OZZZI [approach] before deviating north and the flight crew accepted this instruction noting only a small white cloud near OZZZI”. “The flight crew stated there were no [Pilot Report (PIREP)] from preceding aircraft, no nearby weather radar returns, nor any significant turbulence indications on their Flight Weather Viewer application,” the NTSB’s report added. Nevertheless, the relief pilot communicated to flight attendants working on the flight that they should complete their duties within five minutes, as aircraft might encounter turbulence within that timeframe. Around four minutes after the requested deviation, “the aircraft entered about 12 seconds of instrument meteorological conditions (IMC) at about 14,000 feet and encountered about 2 seconds of severe turbulence within the cloud”. Following the severe turbulence event, the flight attendants notified the crew of the injuries in the cabin. They proceeded to declare an emergency with ATC – without squawking 7700, the general code for emergency – and requested for emergency services to meet the aircraft upon arrival at ATL. “EMS personnel met the aircraft at the gate, and about 11 people were transported to the hospital for further evaluation,” the report noted. The NTSB added that four people onboard sustained serious injuries, while a futher 13 people sustained minor injuries. A post-flight preliminary weather evaluation showed the “composite radar image including the area of building convection that the accident flight penetrated during the event” which the Airbus A350 flew through. 11 passengers hospitalized after severe turbulence on transatlantic Delta flight The NTSB has said that it will continue to investigate the incident, adding that the board’s specialists within the domains of air traffic control, meteorology will be involved in the investigation. It will also look at the cockpit voice recorder (CVR) and flight data recorder (FDR) data. Furthermore, the Federal Aviation Administration (FAA), Delta Air Lines, and the National Air Traffic Controllers Association (NATCA) are to be involved in the investigation, as are the controllers working at ATL at the time. The French Bureau d’Enquêtes et d’Analyses (BEA) and Airbus have also been appointed to participate. https://www.aerotime.aero/articles/delta-a350-severe-turbulance-ntsb APS To Host Annual UPRT Safety Summit Event will share aviation safety knowledge with professional pilots Aviation Performance Solutions (APS) will host its annual Upset Prevention and Recovery Training (UPRT) Safety Summit for Professional Pilots Worldwide on September 29. The free aviation safety event, to be broadcast via LinkedIn Live, will connect, share knowledge, and create meaningful dialog with professionals from all segments of aviation. According to APS, loss of control in flight (LOC-I) represents one of the most pressing challenges in aviation safety. Thus, this year’s summit is dedicating a significant portion of its agenda to addressing this issue and is structured into four one-hour sessions tailored to specific aviation segments—airline, corporate/Part 135, general aviation/instructor, and safety management system (SMS) auditing. Each session has a panel of industry safety and training experts. The airline track will focus on approaches to optimize UPRT to mitigate the LOC-I threat and will include presentations from Delta Air Lines, Global Airways, and APS. Session two, the corporate/part 135 track, provides a deeper look into theoretical knowledge with hands-on training, technical innovation, and collaboration. Sonnie Bates of Wyvern and current and former NBAA Safety Committee chairs will present. The third session is tailored to general aviation pilots and instructors, with an emphasis on operational risk management. Master APS UPRT instructors will host this session. Session four’s SMS auditor panel will offer practical solutions to overcome the LOC-I risk, with presentations from several SMS pros. https://www.ainonline.com/aviation-news/business-aviation/2023-09-21/aps-host-annual-uprt-safety-summit Brazilian Law Project Would Force Airlines To Provide Free WiFi Access On Flights This measure would only be applied on domestic flights. SUMMARY • Brazilian Deputy Nicoletti introduces bill for free WiFi on flights over 2 hours, aiming to enhance passenger convenience and value. • Azul Linhas Aéreas is currently the only Brazilian airline offering free WiFi, while GOL and LATAM Brasil provide paid options. • Global airlines, including Emirates, JetBlue, and Singapore Airlines, have varying approaches to offering free WiFi onboard. Brazilian Deputy Antonio Carlos Nicoletti presented a bill to the country’s Chamber of Deputies and the Senate that would force airlines to provide free WiFi connectivity on flights lasting more than two hours. Free WiFi connectivity Not so long ago, the idea of having real-time WiFi connectivity on flights was outlandish. Traveling on a plane was one of the few remaining realms where instant connectivity was limited. But now, airlines are introducing WiFi to their services, and most charge passengers who want to enjoy browsing the internet. Find the latest South American aviation news here. In Brazil, Azul Linhas Aéreas is an airline that offers free WiFi connection, according to its website. As long as the passenger is onboard an aircraft with available service, they can browse unlimitedly. Nonetheless, Brazilian Deputy Nicoletti wants to make this extensive across all carriers flying in the South American country. He presented Bill 1900/23, which would require airlines to offer passengers free internet access on domestic flights lasting more than two hours. The text is currently under review in the Chamber of Deputies and would force a change in the Brazilian Aeronautics Code. The bill is being examined by the committees on Transportation and Constitution and Justice and Citizenship. Moreover, in-flight internet service should meet broadband requirements, as specified by the country’s National Telecommunications Agency. Deputy Nicoletti said, “This feature allows passengers the opportunity to stay connected during flights, whether for work or leisure, adding value to the air transport service and enhancing passenger convenience.” Brazilian airlines GOL and LATAM Brasil also offer WiFi connectivity onboard their flights. GOL has three internet packages. The first one is free and allows passengers to browse through WhatsApp, Facebook Messenger, and iMessage, allowing texting. The light package, which costs 25 reais for one hour or 40 reais for the whole service ($5-8), allows light browsing for reviewing emails, news websites, and online shops. The Max Flight Package - made for streaming - costs 45 reais for one hour and 58 reais for the whole flight ($9-12). LATAM Brasil provides inflight WiFi service on Airbus A319 and A320 aircraft. The service has a price range from 7.50 reais ($1.5) per hour and was introduced back in 2018. Which airlines offer free WiFi on most flights Not many airlines globally currently offer free WiFi service. In the Middle East, Emirates and Etihad offer free WiFi to members of their respective loyalty programs. Qatar Airways offers up to one hour of free WiFi to its Privilege Club members. In North America, JetBlue and Delta Air Lines offer free WiFi (although the latter only to SkyMile members). United and American Airlines only offer this feature in limited circumstances. In Asia, Singapore Airlines has begun rolling out free WiFi to all passengers. Turkish Airlines has free messaging. Besides Azul Linhas Aéreas, no other Latin American airline is currently known for offering free WiFi. Should airlines provide free WiFi? This is a complex question, but we will base our answer on the airline’s business model. Perhaps full-service airlines should include free WiFi as a perk on some select fares, in the same way they offer free seat selection, checked-in luggage, and more. Low-cost airlines should not provide free WiFi. It just doesn’t make sense. They should sell the possibility as an ancillary product. Nonetheless, forcing airlines to provide free WiFi, as suggested in the bill introduced by Brazilian deputy Nicoletti, is not the best idea. https://simpleflying.com/brazilian-law-force-airlines-provide-free-wifi/ Universal Hydrogen moves forward with FAA approvals for hydrogen aircraft 0 The FAA has accepted Universal Hydrogen’s application for a Supplemental Type Certificate (STC) for the conversion of ATR 72 regional airliners powered by Universal Hydrogen’s liquid hydrogen modules and fuel cell-electric propulsion system. The FAA has also issued a G-1 Issue Paper to Universal Hydrogen, which establishes the certification criteria needed to certify the ATR 72’s conversion to hydrogen power. The regulatory approvals move forward Universal Hydrogen’s plans to put a regional passenger aircraft converted to run off liquid hydrogen fuel into service wihin the next several years. The company flew a Dash 8 test aircraft with a hydrogen-powered fuel cell earlier this year and is conducting a ground and flight test campaign to produce all the necessary data to comply with the airworthiness and safety standards for passenger aviation. For the test flight one of the Dash 8’s engines was replaced with a fuel cell-electric, “megawatt-class” powertrain, while the other remained a conventional engine for safety, Universal said. Carl Burleson, an advisor to Universal Hydrogen said, “For something as novel as hydrogen-powered airplanes, establishing the certification basis is a critically important milestone in the certification process. “This is the culmination of nearly two years of effort between Universal Hydrogen and the FAA and represents a key part of the solution set to help address the aviation industry’s commitment to a zero-carbon future.” Universal Hydrogen is working with the FAA to finalize the full set of certification requirements in the months ahead. Mark Cousin, president and CTO of Universal Hydrogen said, “I believe we have an important industry first here and we appreciate our responsibility to ensure that the airworthiness certification criteria that are established set a positive precedent for the rest of the nascent hydrogen aviation industry. Thomas d’Halluin, managing partner at Airbus Ventures, an investor in Universal Hydrogen said, “Well-deserved congratulations to Universal Hydrogen on their important and closely teamed work with the FAA in achieving these core milestones, advancing practical hydrogen aviation right into present-day processes. https://www.aerospacetestinginternational.com/news/electric-hybrid/universal-hydrogen-moves-forward-with-faa-approvals-for-hydrogen-aircraft.html Hong Kong airline Cathay Pacific to make adjustment to pilots’ pay amid anger over salary cuts The carrier has seen an exodus of pilots since it introduced new contracts for all aircrew during the pandemic in 2020, which sparked anger and distrust among pilots as many saw their salaries reduced significantly. Hong Kong’s Cathay Pacific has announced plans to adjust pilots’ pay to reduce losses resulting from roster changes amid complaints from aircrew about the airline’s hours-based contract and pay cuts. Cathay said in a statement issued on Thursday that the move would “bring further stability” to pilots’ pay from January next year, compensating up to 50 per cent of any shortfall in hours that arose from changes to their duties, such as flight cancellations or delays. Hong Kong’s flagship carrier has seen an exodus of pilots since it introduced new contracts for all aircrew during the pandemic in 2020 during the pandemic. HKFP has reported on an ensuing lack of morale sparked by significant cuts to the salaries of most pilots. The new contract changed the way pilots were paid, moving from a guaranteed salary to a more flight hours-based system, at least 30 per cent of which was what the company called “a productivity pay.” According to the current contract, cancellations of flight duties result in pay losses. Under the allowance being introduced in January, Cathay said that if a pilot’s flight hours were decreased due to “company-initiated roster changes,” the carrier would try to assign new duties to minimise the associated losses. “If these hours cannot be replaced within the month, pilots will be compensated up to 50% of the shortfall in hours,” the company said. Paul Weatherilt, chairman of the Cathay pilots’ union the Hong Kong Aircrew Officers Association and a captain with Cathay, told HKFP on Friday that the allowance would “have little effect on morale,” as it only offered to replace up to half of what was lost. But he added the “move seems like a small step in the right direction.” Shortage in pilots The union leader has been calling on the carrier to address pilot’s morale and raising concerns about what he said was a massive shortage of pilots, especially senior ones. According to union estimates, nearly 1,000 pilots had resigned over the past three years, most of whom were senior staff – ex perienced captains and those providing training to junior ones. Jack Bennett, general manager aircrew at Cathay Pacific, told HKFP in August that the company had made a few changes this year to ensure competitive renumeration despite a severe hit during the pandemic. Like many airlines globally, Cathay took a severe hit during the pandemic and accepted a HK$39 billion government-led bailout in June 2020, which the airline has to buy back in the form of preference shares. In August, it posted its first half-year profit since pandemic, vowing to “share the success” with its staff. It has also set a target of restoring 70 per cent of its pre-pandemic passenger flight capacity by the end of this year, and 100 per cent by the end of next year. Traffic figures released on Wednesday showed that Cathay had carried almost 1.8 million passengers last month, however that was still far below the 3 million passengers in August 2019. Bennett said that Cathay had increased the basic salary by 3.3 per cent this year, while improving several pilot allowances, and offering a bonus of up to six-weeks’ pay. In 2022, the airline raised average pay for aircrew by 1.5 per cent and provided a discretionary bonus of up to one-month pay to eligible staff. Cathay will also adopt a new calculation model for pilots’ working hours from October, the carrier announced in June. The move came after pilots complained that their pay was largely based on actual time spent flying, which means they would be paid less if they arrived at destinations earlier than expected. https://hongkongfp.com/2023/09/22/hong-kong-airline-cathay-pacific-to-make-adjustment-to-pilots-pay-amid-anger-over-salary-cuts/ Emirates seeks to recruit new A380 pilots with tempting set of perks Dubai based flag-carrier Emirates is looking to recruit new pilots to fly its fleet of Airbus A380 aircraft. As well as securing one of the most lucrative positions in the aviation industry, potential future Emirates A380 pilots are also being offered a host of impressive perks. The airline is inviting experienced pilots to apply for positions as captain and first officer with a virtual recruitment afternoon, taking place on October 4, 2023, with the Emirates recruitment team. A380 Direct Entry Captains’ Program To join the A380 direct entry captains’ program, Emirates requests that prospective employees have accrued a “minimum of 7,000 hours total flying time multi-crew, multi-engine”. Only time spent operating a turboprop and/or turbojet aircraft can qualify, and not periods that have been spent in a simulator. It is also a requirement that those applying have recently obtained a minimum of 3,000 hours in command of an Airbus fly-by-wire (FBW) wide-body aircraft, which includes the A330, A340, A350 and A380. For successful candidates, contracts will be open-ended and include a full monthly roster with a minimum of eight days’ leave. Flights are single or multi-sector and can be one to nine days in duration, with layover periods generally lasting 24 to 48 hours. New pilots will receive a salary of $12,000 a month, tax-free. Other benefits will include concessional travel tickets, accommodation provided by Emirates and 42 days holiday a year. If pilots have children, Emirates will also provide $12,000 a year per child for schooling. Pilots will be chauffeured to the airport when they are on duty and then driven home following their shift. Business class upgrades to first class, free company uniform dry cleaning and an annual profit share are also included. Accelerated Command Emirates are also recruiting pilots to join as A380 first officers on an “enhanced salary package with an accelerated command upgrade scenario”. Recruits will need to have operated in the right-hand seat for a minimum of 700 stick hours and complete two Pilot Proficiency Checks (PPC’s). If they meet the required standards and display the necessary level of performance, they will then be eligible for accelerated command via an assessment process and an upgrade course. To qualify for the opportunity, candidates will need to have had a “minimum of 6,000 hours on multi-crew, multi-engine aircraft” and currently be “type rated as a commander on an Airbus FBW aircraft with a minimum of 1,500 hours on type”. Those accepted onto the program will receive a salary of $9,923 a month tax-free and benefit from 42 days holiday a year. More information about Emirates’ recruitment drive can be found on its career opportunities webpage. https://www.aerotime.aero/articles/emirates-recruiting-pilots-airbus Air Force on Course to Again Miss Pilot Goal as Problems with Training Aircraft Persist The Air Force will miss the projected number of new pilots it hoped to train in fiscal 2023, falling roughly 120 aviators short of its goals at least partly due to mechanical issues with training aircraft. With little more than a week until the fiscal year ends Sept. 30, the Air Force is set to finish with 1,350 new aviators instead of 1,470, according to 19th Air Force spokesman Benjamin Faske. The service has averaged around 1,300 new pilots each year for nearly a decade. Recent shortages have been attributed to a range of issues such as delays in getting new engines into T-38 Talon training jets, a lack of instructors and longer waiting times for fresh airmen. The 19th Air Force commander, Maj. Gen. Clark Quinn, in an emailed statement to Military.com, said the T-38 Talon training jet engine issue has harmed the Air Force's schedule of getting budding pilots the experience they need. "The specific problem with the engines, it's been about a year and a half to two years now," Quinn said in the emailed statement. "We dialed back flying hours just a little over a year ago. It has not gotten worse, but it has also not gotten better. It's pretty much stagnated where it is." Additionally, thunderstorms that ran through Oklahoma this summer damaged more than a dozen T-6A Texans, a two-seat training aircraft that entered the fleet in 2000, at Vance Air Force Base, contributing to even more delays. The Air Force plans to eventually replace the aging T-38 Talon, a training jet used by the service since the 1960s, with the new T-7A Red Hawk trainer. That new jet was expected to be delivered to the service this year, but software issues and concerns connected to the ejection system caused multiple delays, pushing the timeline for having a full fleet from 2024 to 2027. Last week, the Air Force accepted its first aircraft of the T-7A and will soon begin testing it. But in addition to the mechanical issues with the training aircraft causing delays, other issues persist. Faske pointed to a buildup in pilot recruits waiting to join training. As of August, a little more than 900 future aviators were waiting to get into the classroom. "The number currently is just over 900, with about 25% waiting less than 3 months, the majority waiting 3 to 9 months and about 25% that had a 9+ month wait," Faske said. In fiscal 2022, training produced 1,276 new pilots, a decrease from the 1,381 produced the year prior, which Faske attributed to "continued challenges with civilian simulator instructor manning levels, T-6 supply shortfalls, and T-38 engine overhaul delays." In recent years, the Air Force has experienced a wide-ranging pilot shortage. Air Force Secretary Frank Kendall said during a budget briefing with reporters in March that the service has been working on that issue from several angles, including bonuses. "We do have a [pilot] shortage," Kendall said. "We're having to try to improve the efficiency of the pipeline to get more people in. The reserve and Guard equation is a little more complicated, but we do have some shortages there that we're trying to address as well." The Air Force's issue with pilot recruitment, training and retention is not new. The service has struggled with a pilot shortage for nearly a decade, often landing anywhere between 1,500 to 2,000 aviators shy of requirements, Military.com has previously reported. To address that, the Air Force has offered several incentives to retain the pilots it has, including, most recently, the Legacy Aviation Bonus Program. The service has set a goal of training 1,500 new pilots in fiscal 2024, Faske said. https://www.military.com/daily-news/2023/09/21/air-force-course-again-miss-pilot-goal-problems-training-aircraft-persist.html FAA proposes rule to limit lifetime of upper stages in orbit WAILEA, Hawaii — The Federal Aviation Administration has proposed new regulations that would require commercial launch providers to dispose of upper stages from their launches to mitigate the growth of orbital debris. The FAA released the draft rule Sept. 20, which will be formally published in the Federal Register in the coming days. That publication will start a 90-day public comment period. The rule would require companies with FAA commercial launch licenses to choose from one of five approaches for removing upper stages from congested orbits on future launches, ranging from placing them into graveyard orbits to contracting with a third party to handle the disposal. The FAA said the rule is motivated by the growth of orbital debris. “Historically, the largest contributor to orbital debris was the explosion of upper stages,” the document states. Those explosions came from batteries that exploded or propellant tanks that burst, leading to past regulations that call for “passivization” of upper stages by venting propellant tanks and discharging batteries after completing their missions. However, the size and mass of upper stages also poses hazards from collisions with other space objects. “The strength of upper stage structures, along with their mass and size, pose a risk of catastrophic collisions that would create substantial amounts of orbital debris,” the document states. The proposed regulation would require commercial launch operators to choose one of five approaches to removing upper stages from key orbits. The most straightforward is to have the stage perform a controlled reentry over an unpopulated region, like the ocean, which the regulation would require be completed within 30 days of launch. A second approach would be to send the stage out of Earth orbit completely by placing it into a heliocentric orbit around the sun. That would be primarily for launches sending payloads beyond Earth orbit and, the document acknowledges, and would be “prohibitively costly” for other missions. The proposal would allow upper stages to go into certain “disposal” orbits outside of the commonly used low, medium and geostationary Earth orbits. Those orbits would have to be stable for at least 100 years and avoid those commonly used orbits. The rule would allow launch operators to elect to use uncontrolled reentries of upper stages, provided that those stages, if left in LEO, reenter no more than 25 years after launch — although the FAA said it wanted feedback on shortening that timeframe to as little as five years — and limit the risk of casualties to people in the ground. Upper stages could alternatively be left in highly elliptical, stable orbits that would take up to 200 years to reenter, but the proposal notes that few commercial launches send payloads to orbits where that would be an option. The last option would be to allow the launch operator to contract with another company to retrieve the debris no more than five years after launch, either moving the debris into a disposal orbit or performing a controlled reentry. While no such active debris removal systems are in service today, several companies are working on such systems that include the ability to remove upper stages. While the key section of the proposed rule governs disposal of upper stages, it has several other provisions. One section limits the amount of debris from upper stages released during “normal operations” of the stage, like payload adapter components. Another sets a 1-in-1,000 threshold for the risk of a collision between space objects at least 10 centimeters across and the upper stage over the planned orbital lifetime of the upper stage. Space sustainability experts at the AMOS Conference here said that while they had not yet reviewed the full proposal, they were encouraged by the FAA’s approach, including giving launch operators several options to dispose of stages in a timely manner that could help incentivize development of active debris removal systems. “I love it,” said Darren McKnight, senior technical fellow at LeoLabs, which operates a network of commercial radars for tracking objects in low Earth orbit. The key, he said, is that the regulation is simple, traceable and behavior-based. “I think regulators have a responsibility to make it simple.” https://spacenews.com/faa-proposes-rule-to-limit-lifetime-of-upper-stages-in-orbit/ GRADUATE RESEARCH REQUEST I started my academic career with a BSc. in Aviation Management at Florida Institute of Technology and graduated in 2005. After relocating to Europe and completing the ATPL training, I started flying the B737NG for a scheduled low-cost carrier for four years. Afterwards, relocating to Dubai to fly for a major long-haul airline on the B777 for 8.5 years. In 2020 relocated to the UK to fly for a British long-haul airline. During Covid while there wasn't any flying, I started the MSc. in Aviation Safety, Risk Management and Regulation studies with Cranfield University and I am currently working on my thesis to complete the master's program. My thesis looks at Fatigue Risk Management System (FRMS) and the overall effectiveness that FRMS has achieved so far. It intends to focus on organisational factors within the operators and regulators to identify those factors that contribute to implementing an effective FRMS. The survey is targeted for pilots that are actively flying (either long or short-haul) and would like to share their experiences with the FRMS within their organisation. It is a short survey and should take no longer than two to three minutes of your time. I will hugely appreciate everyone's feedback. Survey Link: https://cranfielduniversity.eu.qualtrics.com/jfe/form/SV_4UdHcIxHD4Wweb4 Kind regards, Erdem Serifoglu Curt Lewis