Flight Safety Information - October 11, 2023 No. 197 In This Issue : Incident: American A319 at Phoenix on Oct 6th 2023, bird strikes cracks windshield : Incident: Brussels A319 at Ljubljana on Oct 8th 2023, rejected takeoff due to computer problem : Incident: Ryanair B738 at Riga on Oct 8th 2023, flaps problem : FAA investigating after jet forced to take ‘evasive action’ at AUS : Life in the cockpit: What pilots talk about during long flights, and the topics that are off limits : OSI takes aim at laser pointers, aircraft safety : Israel government seeks to guarantee possible war risk insurance for airlines : Nepal Airlines recommended to sell Chinese planes for scrap : How Climate Change Could Impact Aviation Safety : Baldwin Adds Geolocation to Bizav Safety Reports : FAA To Mandate CFM Leap Vibration Issue Fix : Committee on lithium battery air transport safety to meet in November Incident: American A319 at Phoenix on Oct 6th 2023, bird strikes cracks windshield An American Airlines Airbus A319-100, registration N831AW performing flight AA-845 from Phoenix,AZ to El Paso,TX (USA), was climbing out of Phoenix's runway 25R when the aircraft sustained a bird strike resulting in a cracked windshield. The crew stopped the climb at 17,000 feet and returned to Phoenix for a safe landing on runway 08 about 40 minutes after departure. A replacement A319-100 registration N658AW reached El Paso with a delay of about 9 hours. The FAA reported: "AIRCRAFT STRUCK A BIRD CRACKING THE WINDSHIELD AND RETURNED TO THE AIRPORT, PHOENIX, AZ." https://avherald.com/h?article=50f84976&opt=0 Incident: Brussels A319 at Ljubljana on Oct 8th 2023, rejected takeoff due to computer problem A Brussels Airlines Airbus A319-100, registration OO-SSL performing flight SN-3344 from Ljubljana (Slovenia) to Brussels (Belgium), was accelerating for takeoff from Ljubljana's runway 30 when the crew rejected takeoff at low speed (about 60 knots over ground) due to a problem with one of the computers on board. The aircraft slowed safely, vacated the runway and stopped on the parallel taxiway. The aircraft was able to depart from runway 30 about 45 minutes after the rejected takeoff. A listener on frequency reported the crew advised they needed to reset a computer. After a long stop on the taxiways the aircraft departed. https://avherald.com/h?article=50f8271f&opt=0 Incident: Ryanair B738 at Riga on Oct 8th 2023, flaps problem A Ryanair Boeing 737-800, registration EI-EVT performing flight FR-452 from Newcastle,EN (UK) to Riga (Latvia), was on final approach to Riga's runway 36 when the crew initiated a go around from about 1000 feet MSL reporting a flaps issue. The crew requested to enter a hold and advised they would perform a normal approach but wanted emergency services to check their brakes after landing. The aircraft landed safely on runway 07 at a normal speed about 40 minutes after going around. The aircraft remained on the ground in Riga for about 14 hours before returning to service. https://avherald.com/h?article=50f834fb&opt=0 FAA investigating after jet forced to take ‘evasive action’ at AUS AUSTIN (KXAN) — The Federal Aviation Administration is investigating after an F-18 fighter jet was forced to take “evasive action” back in September at the Austin Bergstrom International Airport, the agency confirmed to KXAN in a statement Tuesday. Around noon, Sept. 23, the jet “conflicted with two aircraft” at the airport, according to the FAA. The pilot of another jet took “evasive action” after getting an alert that the F-18 was nearby. Furthermore, the F-18 flew near Runway 18L while another aircraft was preparing for takeoff, the statement said. The FAA will determine the closest proximity of the aircraft as it continues the ongoing investigation. https://www.kxan.com/news/faa-investigating-after-jet-forced-to-take-evasive-action-at-aus/ Life in the cockpit: What pilots talk about during long flights, and the topics that are off limits Have you ever wondered what pilots do in the cockpit during long stretches of flying? While passengers can be distracted by entertainment screens, personal devices, or just getting some shut-eye, those at the very pointy end of the plane have to stay alert. There are rules and regulations about when they are allowed to chit-chat, what they can talk about, about what topics that are best avoided. Stuff Travel asked Christchurch-born Fiji Airways First Officer Nicola Armstrong to spill the details about life in the cockpit. What are you allowed to do during a flight while it’s on autopilot? I think one of the biggest misconceptions is that the autopilot does all the work. This is definitely not the case. We’re constantly monitoring the flight path, managing communications through different airspaces, discussing weather avoidance, diversion planning, coordinating our sleep, planning our arrival, just to name a few - there’s lots to do to ensure we deliver a safe and enjoyable flight. Fiji Airways First Officer Nicola Armstrong says there is one unspoken rule: no talking about politics or religion in the cockpit. Are you allowed to sleep during some flights? During long-haul flights, there are up to 3-4 pilots sharing the workload equally and regular rest breaks are provided while ensuring there are always at least two pilots at the controls. There’s a secret spot behind the cockpit where we sleep. It’s very discreet and you wouldn’t even know it was there. It has a bunk, a chair and it’s nice and quiet, so we can get some shut-eye. Are there any interesting rules for pilots that people might not know about? Our sterile cockpit policy means that any general chit-chat is only permitted during cruise control. Below 10,000 feet, the conversation is directly related to the flight. What sorts of things do you and your co-pilot chat about? As part of our role, we’re constantly communicating with one another to ensure everything is running smoothly, but once we’re in cruise control, we can have general chit-chat like discussing our interests and family updates - just like the general work chat that you would expect anywhere. Sometimes I won’t fly with a particular pilot for a few months so it’s nice to catch up on what they’ve been up to. There’s just one unspoken rule, that we don’t talk about politics or religion in the cockpit. https://www.stuff.co.nz/travel/news/133089910/life-in-the-cockpit-what-pilots-talk-about-during-long-flights-and-the-topics-that-are-off-limits OSI takes aim at laser pointers, aircraft safety QUANTICO, Va. (AFNS) -- As the Office of Special Investigations safeguards the Department of the Air Force, they are confronting a surge in incidents involving laser pointers, which pose significant threats to Air Force aircraft, especially at night. These seemingly harmless beams, often used for classroom presentations or amusing a house cat, can also disrupt flight operations and create challenges for pilots. “We refer to these as lazing incidents. It’s crucial for the public to understand that aiming a laser pointer at an aircraft is not only dangerous but a felony,” said an official from the OSI Center. Officials added the importance of real-time reporting and response by all agencies and law enforcement, both stateside and overseas, as a key strategy in addressing these incidents. In addition, individuals may incur fines up to $250,000 and face imprisonment for up to five years. Additionally, the Federal Aviation Administration has the authority to impose civil penalties, with fines escalating to $11,000 per violation and $30,800 for multiple incidents. Officials said the necessity of ensuring smooth information lanes, emphasizing that efficient communication between pilots, command posts, OSI and local law enforcement is crucial for rapid responses to incidents. “The challenge is not just in reporting the incident. What makes it actionable is the pilot’s ability to specify, with a degree of certainty, a geo-coordinate from which the laser originated,” officials said. The effect of a laser beam on pilots is like a camera flash in a pitch-black car at night, resulting in sudden disorientation and temporary blindness. This risk is worse during critical phases of flight, potentially leading to the loss of aircraft and crew, thereby imperiling lives on the ground. “These are not harmless pranks. There’s a risk of causing permanent visual impairment. From the public’s standpoint, misusing lasers can severely impact a person’s ability to see and function,” said an OSI Center official. According to the FAA, the United States has experienced a notable surge in reported laser incidents, with 2021 marking a 41% increase in aircraft laser strikes compared to the previous year. Since 2010, a total of 244 injuries have been reported, underscoring the escalating and pervasive threat. The nearly 9,500 laser strikes reported to the FAA in 2022 highlight the severity of this growing concern. The OSI Center officials underscored the significance of public awareness and reporting. They encourage individuals who witness such incidents to describe the individual, location and event, and report it to both local law enforcement and OSI, regardless of whether the aircraft is military or civilian. If you or anyone you know witnessed an individual directing a laser towards an aircraft, report the incident to laserreports@faa.gov or contact OSI here. https://www.af.mil/News/Article-Display/Article/3552209/osi-takes-aim-at-laser-pointers-aircraft-safety/ Israel government seeks to guarantee possible war risk insurance for airlines JERUSALEM, Oct 10 (Reuters) - Israel's parliamentary finance committee said on Tuesday it would debate on Thursday the approval of state guarantees for providing war risk insurance for Israeli airlines. Due to the outbreak of war between Israel and the Palestinian militant group Hamas over the weekend, the insurance companies insuring flag carrier El Al Airlines (ELAL.TA), Israir (ISRG.TA) and Arkia have said that terms of their policies indicated that within seven days of notification, insurance companies are entitled to cancel insurance policies. In order to maintain flights, the government has asked the finance committee to provide insurance companies a state guarantee of $5 billion to cover their obligations and costs for war risk policies. Given the sensitive nature of the matter, Israel's accountant general requested the committee's discussion be confidential. While many global airlines have cancelled flights to Tel Aviv, Israel's three carriers are still flying, adding flights to bring back Israelis who are stranded - some of whom are returning back as reserves in the military. https://www.reuters.com/business/aerospace-defense/israel-government-seeks-guarantee-possible-war-risk-insurance-airlines-2023-10-10/ Nepal Airlines recommended to sell Chinese planes for scrap Nepal Airlines Corporation (NAC), trading as Nepal Airlines (RA, Kathmandu), is asking NPR220 million Nepalese rupees (USD1.65 million) for five Chinese-manufactured aircraft that have sat unused at Kathmandu's Tribhuvan International Airport since mid-2020. According to The Kathmandu Post, an independent assessor, US-based Aviation Asset Management Inc., arrived at the scrap value price after being commissioned to appraise the planes earlier this year. The recommendation to sell the two 56-passenger MA-60s and three Y12s for scrap follows several failed campaigns by NAC to offload them. The recommendation, which cost the state-owned NAC USD20,000 to commission, has reportedly left the airline and government in a quandary. The airline is keen to dispose of the aircraft but reluctant to do so at such a low price, given the Chinese government, via the EXIM Bank of China, provided a NPR3.72 billion (USD27.9 million) soft loan (plus a NPR2.94 billion (USD22.1 million) grant) to buy the planes. The pair of MA-60s are 9N-AKQ (msn 1007) and 9N-AKR (msn 1008), while the three Y12s are 9N-AKS (msn 26), 9N-AKT (msn 27), and 9N-AKV (msn 29). A fourth Y12, 9N-AKU (msn 28), was written off after a runway excursion at Nepalgunj Airport in March, just before the decision was made to ground the Chinese-made aircraft in July that year. Nepal's Ministry of Finance took out the loan in November 2012. It came with a seven-year holiday on interest and principal repayments. However, the holiday is now over. In addition to principal repayments, the ministry is now paying interest of 1.5% p.a. on the outstanding amount plus an annual service and management fee comprising 0.4% of the outstanding amount. In turn, the ministry is charging NAC interest of 1.75% on the outstanding amount. But neither the airline nor the ministry are believed to have made any interest or principal repayments, and the EXIM Bank has begun compounding interest. In addition, NAC is racking up parking fees at the airport. The newspaper cites a Nepal Airlines spokesperson saying the Aviation Asset Management report was sent to the ministry last month for approval. However, in response to inquiries, the ministry says the NAC board needs to sign off on the report and send it to them for actioning. The ministry says neither has happened. ch-aviation has contacted NAC and the Ministry of Finance for comment. ch-aviation has tracked the fate of these aircraft since their acquisition. After retiring them, NAC attempted to dispose of the aircraft at least three times, most recently in mid-2023. At the time, ch-aviation also reported on pushback from the Chinese Embassy in Kathmandu, who said that selling the aircraft too cheaply would send the wrong message. More recently, before the Nepali prime minister's late September visit to China, ch-aviation reported that he would ask the Chinese government to forgive the loan. "There is no way to pay the loan," a Nepali official said at the time. "We have seen that the debt can be waived because there is a (Nepalese) government led by the leader of the party that is close to China." ch-aviation has contacted the prime minister's office for comment on the outcome of those talks. https://www.ch-aviation.com/portal/news/132787-nepal-airlines-recommended-to-sell-chinese-planes-for-scrap How Climate Change Could Impact Aviation Safety Singapore's safety investigators revealed how climate change could impact the flight operating environment following a Singapore Airlines incident. SUMMARY • The Singapore Airlines incident highlights how climate change can lead to adverse weather conditions that affect airports and flights, impacting operations and safety margins. • The flight crew's decision to hold out as long as possible in the hope of landing at the scheduled airport compromised safety margins, raising concerns about their approach to fuel management. • Pilots may need to interpret operating procedures more conservatively in unpredictable flying environments caused by climate change, enabling earlier decisions to divert to alternate airports with higher safety margins. In a recently released final incident report, the Singaporean Transport Safety Investigation Bureau (TSIB), part of the city country's Ministry of Transport, highlighted how climate change could introduce more adverse weather conditions at airports. The TSIB reviewed the case of the Singapore Airlines flight SQ319 from London Heathrow Airport (LHR) to Singapore Changi Airport (SIN) in October 2022. During the flight, operated by a Boeing 777-300ER registered as 9V-SWH, it was forced to enter a holding pattern near the airport due to severe weather at the location. However, running low on fuel, the flight crew diverted to a nearby airport: Batam Hang Nadim International Airport (BTH), Indonesia. Yet the weather system, which affected SIN, also moved into the territory of BTH, resulting in the pilots being unable to land the Boeing 777-300ER at BTH on their first attempt. Although they eventually managed to land at their diversion airport, the aircraft touched the ground with less fuel than the final reserve fuel (FRF) requirement, prompting the investigation by the TSIB. Worsening weather at SIN When the flight crew, consisting of two captains and a first officer, received the Terminal Aerodrome Forecast (TAF) for SIN, they did not consider taking up additional fuel. The decision was based on several factors, including that no extensive weather system would require deviation en route, and the weather at the destination airport would still be above “landing minimas,” according to the TSIB. Furthermore, the pilots knew that the aircraft had no mechanical issues, and typically, Air Traffic Control (ATC) would “shorten the flight track of the aircraft through European airspace.” When the Triple Seven was in the Kuala Lumpur Flight Information Region (FIR), the Singapore Approach Control (SAC) personnel told the pilots that they would land on Runway 20R at SIN. SAC said: “According to the flight crew, at that point, the flight management computer (FMC) indicated that their estimated fuel on landing was 7,000 kg [15,432.36 lbs], which was above the [FRF] requirement of 3,024 kg [6666.7 lbs].” The report noted that the initial fuel load as the aircraft departed LHR was 106,164 kg (234,051.5 lbs). Four minutes later, after being told to line up for Runway 20R, SAC told the flight crew to begin holding over waypoint PASPU due to a tailwind on the runway, which was more than 10 knots (18.5 km/h) at 16:05 local time (UTC +8). At 16:10 local time (UTC +8), the SAC provided an update to all traffic landing at SIN, stating that the new runway used for landings would be Runway 02L and also updating the subject flight crew. The TSIB pointed out that the weather continued to worsen at SIN, with ATC at the airport deciding “to hold off arrival traffic” at 16:27 local time (UTC +8). Diverting to BTH While SAC said it would provide a weather update, the Singapore Airlines flight crew had already begun considering potential diversion points, as they informed the local ATC that they could only perform a single hold due to low fuel. The weather continued to deteriorate, with the Singapore Arrival Control (Arrival Control hereinafter) informing all arriving traffic that Runway 20L’s visibility had decreased to less than 500 meters (0.31 miles) at 16:33 local time (UTC +8). In light of this, the arrival controllers at SIN informed their Indonesian counterparts that the Singapore Airlines Boeing 777-300ER might divert to BTH. At the time, the weather at the Indonesian airport was still “fine.” As time passed, the pilots continued to emphasize to ATC that they could only perform a single holding pattern due to their fuel situation. “[…] if they still could not have the clearance to commence approach to land at Changi Airport thereafter, they would need to divert to Batam Airport”. As SIN was still unable to accommodate landing aircraft, the flight crew made the decision to divert to BTH at 16:44 local time (UTC +8). The TSIB noted that “this was the fourth flight to make the decision to divert to [an] alternate airport”. The pilots decided to land at BTH due to uncertainty that they could land at SIN and that landing at the former would still keep the flight in line with FRF requirements. Arrival Control positioned the B777-300ER to land on Runway 22 at the Indonesian airport. However, just two minutes later, ATC informed the Singapore Airlines crew that their diversion approval was still pending. At the same time, Arrival Control transferred the aircraft to SAC, with the pilots now informing the controllers that “they were down to minimum fuel.” At 16:53 local time (UTC +8), the pilots declared “Mayday Fuel”, as the fuel levels would go below the FRF minima upon landing at BHT. Different opinions on safety margins Following the Mayday declaration, and once the Singapore Airlines flight was handed over from SAC to Indonesia’s Tanjung Pinang Approach Control (TPAC), the Boeing 777-300ER was given landing priority. The flight crew attempted to use the pilot’s approach mode. While the 777’s autopilot flight director system successfully captured the localizer and glidescope modes, the captain’s attempts to engage the autopilot at 668 ft (203.6 m) above ground level (AGL) was met with a “NO AUTOLAND” message on the Primary Flight Display (PFD). TSIB pointed out that this startled the pilot, with the captain subsequently noticing that the jet “was away from the centreline and glidepath of the runway”. As such, the crew initiated a go-around at 132 ft (40.2 m) AGL. On their second attempt, the pilots had to go around due to a Ground Proximity Warning System (GPWS) triggered by an excessive sink rate. Finally, at 17:15 local time (UTC +8), the Singapore Airlines Boeing 777-300ER landed at BTH. The TSIB noted that the data from the Flight Data Recorder (FDR) was available, but the Cockpit Voice Recorder (CVR) data was overwritten. Nevertheless, during their analysis, the Singaporean investigators stated that “the flight crew appeared to have preferred to land at the scheduled arrival airport, Changi Airport.” As a result, holding out as long as possible, the flight crew traded off “reduced safety margins available” to them. The TSIB also noted that trading off those margins for when they eventually decide to divert could become problematic “should they need to perform more than one landing attempt due to unforeseen events.” The report quoted Singapore Airlines as saying… “[…] the decision taken by the flight crew to stay in hold as much as possible in the hope that the scheduled arrival airport starts to accept arrivals again does not compromise safety margins”. Climate change effects The TSIB was adamant that since the local ATC told the Singapore Airlines crew that landing at SIN was not possible, “the flight crew could have made a decision [to divert to BTH earlier – ed. note] based on this information.” They also pointed out that three aircraft were given the same information, and they were “able to make a decision to divert earlier.” As mentioned earlier, when the B777 was still in a holding pattern, the weather at BTH was okay. However, the TSIB’s report read that if the Singapore Airlines pilots were to divert earlier, it was “reasonable to believe” they would have landed at BTH in better weather. The investigators also noted that studies have shown that “one of the effects of climate change is more intense and more frequent storms in many regions exacerbated by extreme rainfall and flooding”. “This may likely result in pilots operating into areas where the weather conditions exceed the limits to conduct a safe landing or results in loss of capacity of an airport that may impact the regional airspace system.” Furthermore, climate change could make the flying environment “more unpredictable.” The TSIB continued that this incident “suggests that it may be prudent for pilots to interpret operating procedures in a more conservative manner” if ATC cannot provide definitive updates. “This will allow pilots to make an earlier decision to divert, with higher safety margins, especially when weather conditions are favorable, to increase the chances of conducting a safe landing at the diversion aerodrome,” the TSIB concluded. Since Singapore Airlines has taken several actions in response to the incident, including updates to its micro-learning module on inflight fuel management, diversions to alternate airports, and the declaration of low fuel state, the TSIB has not provided any safety recommendations. No injuries were reported among the 280 people onboard. The Boeing 777-300ER was actively flying until September 30, 2023, with no flights operated since, according to flightradar24.com data. Extreme weather conditions affecting operations However, the Singapore Airlines incident was just one of the few examples of extreme weather impacting operations within airports. Phoenix Sky Harbor International Airport (PHX) has had several extreme weather events when some aircraft were disallowed to take off due to the extreme temperatures. In June 2017, American Airlines canceled and/or delayed more than 50 flights, specifically on the Mitsubishi CRJs from PHX, due to heat. Then, the airline’s spokesperson told CNBC that the hot weather was affecting flights, especially on the CRJs, whose license belonged to Bombardier at the time. American Airlines also said that the CRJ’s maximum operating temperature was 118°F (47.7°), according to NPR. Aircraft performance is also affected by heat, with pilots having to work with reduced performance at airports experiencing extreme heat. This could result in fewer passengers being able to board the plane, as heat lowers the air's density, causing the wings and engines to perform less efficiently. Subsequently, such weather conditions result in lower maximum take-off weight (MTOW). In one extreme case, Persian Gulf International Airport (PGU) in Iran experienced a heat index of 152°F (66.7°) in July 2023, according to The New York Times. https://simpleflying.com/climate-change-impact-aviation-safety/ Baldwin Adds Geolocation to Bizav Safety Reports The feature allows pinpointing locations of safety-related events Baldwin Safety & Compliance has added a new mapping feature to its popular safety reporting system. Baldwin Safety & Compliance has added an integrated mapping system to its safety reporting system. The geolocating feature leverages location-specific data, allowing users to pinpoint and monitor the exact location of safety-related events. The system—which is based on advanced technology for reporting and analysis—can use data extracted from a wide variety of sources, including safety reports, an Aviation Safety Action Program (ASAP), the FAA's Aviation Safety Information Analysis and Sharing (ASIAS) system, and a Flight Operations Quality Assurance (FOQA) program. “We are excited to integrate this mapping feature into our reporting functionality to help determine patterns of high risk in specific locations," said Dr. Jason Starke, the company’s director of safety. He added that its value lies in the ability for long-term analysis to determine recurring safety hazards and patterns unique to certain areas. “We have been beta testing this with the air medical community due to their high volume of safety reporting, and now it is available to all our subscribers.” https://www.ainonline.com/aviation-news/business-aviation/2023-10-10/baldwin-adds-geolocation-bizav-safety-reports FAA To Mandate CFM Leap Vibration Issue Fix The FAA plans to mandate a recently introduced fix for CFM International Leap 1A non-synchronous vibration (NSV) problems that has led to several in-service incidents. In a draft airworthiness directive (AD) set for publication Oct. 11, the FAA proposes requiring operators to monitor NSV levels and replace the No. 3 bearing “spring finger housing” to prevent premature wear, the FAA said. Certain conditions would trigger a requirement to replace stage 2 high-pressure turbine nozzle assembly honeycomb and stator stationary seals. The directive would give operators of affected Airbus A320neo-family aircraft 125 cycles to calculate NSV data and repeat the process every 125 cycles. If certain CFM-specified thresholds are exceeded, the bearing must be changed. In addition, it would mandate swapping the bearing out before the engine reaches 9,900 cycles. CFM issued recommended instructions in a June 2023 service bulletin. Aviation Week reported in June that the fix was in the works. The FAA’s directive is based on the bulletin. “This AD was prompted by a report of multiple aborted takeoffs and air turn-backs caused by high-pressure compressor (HPC) stall, which was induced by high levels of non-synchronous vibration,” the FAA said. “Additional manufacturer investigation revealed that wear on the No. 3 bearing spring finger housing can lead to high levels of NSV.” The fix is one of several changes CFM is rolling out on the Leap family to address nagging issues. The most significant is a reverse bleed system that CFM expects to solve a long-running fuel nozzle coking issue. It also plans to introduce a new Leap 1-series turbine blade in 2024 that will increase engine durability, particularly when operating in hot, dusty environments. The new blade will be incorporated into production engines and available for retrofits. https://aviationweek.com/mro/safety-ops-regulation/faa-mandate-cfm-leap-vibration-issue-fix Committee on lithium battery air transport safety to meet in November AIRCRAFT SAFETY LITHIUM BATTERIES LITHIUM BATTERY SAFETY ADVISORY COMMITTEE Washington — The Lithium Battery Air Safety Advisory Committee has scheduled a public meeting for Nov. 2. “The safe transport of lithium batteries by air has been an ongoing concern due to the unique challenges they pose to safety in the air transport environment,” the Pipeline and Hazardous Materials Safety Administration said in a final rule published in December. “Unlike most other hazardous materials, lithium batteries have a dual hazard of chemical and electrical. This combination of hazards, when involved in a fire, has the potential to create a scenario that exceeds the fire suppression capability of an aircraft and lead to a catastrophic failure of the aircraft.” The hybrid meeting is set for 9 a.m. Eastern at Department of Transportation headquarters and will include a webcast and a remote participation option. The preliminary agenda includes: • Discuss the effectiveness and the economic and social impacts of lithium battery transportation regulations. • Provide the transportation secretary with information regarding new technologies and transportation safety practices. • Provide a forum to discuss departmental activities related to lithium battery transportation safety. • Advise and recommend activities to improve the global enforcement of U.S. regulations and the International Civil Aviation Organization Technical Instructions relevant to air transportation of lithium batteries, and the effectiveness of those regulations. • Provide a forum for feedback on potential positions to be taken by the United States at international forums. • Guide activities to increase awareness of relevant requirements. A finalized agenda will be posted on the committee website at least 15 days in advance of the meeting. Comments are due Oct. 18. https://www.safetyandhealthmagazine.com/articles/24568-committee-on-lithium-battery-air-safety-to-meet-in-november Curt Lewis