Flight Safety Information - October 18, 2023 No. 202 In This Issue : Incident: Jazz E175 near Indianapolis on Oct 10th 2023, hydraulic failure : Incident: PSA CRJ9 at Philadelphia on Oct 14th 2023, rejected takeoff : Incident: France B789 near Paris on Oct 16th 2023, anti-ice system failure : Close call between helicopter and United jet at Newark Airport being investigated by FAA : TSA officers prevent Maryland man from bringing loaded gun onto flight at Reagan National Airport : Everything You Need To Know About Aircraft Transition Services : Global business jets demand stable, with 8,500 deliveries worth $278bn expected by 2033 : Rolls-Royce is cutting up to 2,500 jobs in an overhaul of the U.K. jet engine maker : Middle East Airlines keeps 5 planes in Turkey as precaution : FAA proposal to crack down on public air charters draws huge interest : AviationManuals Integrates Safety Tool With GE's FOQA Data : The digital evolution in aviation: how big data and analytics are transforming the industry : CALENDAR OF EVENTS Incident: Jazz E175 near Indianapolis on Oct 10th 2023, hydraulic failure A Jazz Embraer ERJ-195, registration C-FRQN performing flight QK-8973 from Toronto,ON (Canada) to Saint Louis,MO (USA) with 73 people on board, was enroute at FL360 near Indianapolis,IN (USA) when the crew received a hydraulic system #2 failure message, worked the related checklists, consulted with maintenance and dispatch who advised to continue to Saint Louis, and continued to Saint Louis for a safe landing about 40 minutes later. The return flight was cancelled. The aircraft remained on the ground in Saint Louis for 3 days 2 hours before returning to service. https://avherald.com/h?article=50fdc6a8&opt=0 Incident: PSA CRJ9 at Philadelphia on Oct 14th 2023, rejected takeoff A PSA Airlines Canadair CRJ-900 on behalf of American Airlines, registration N598NN performing flight AA-5583 from Philadelphia,PA to Cincinnati,KY (USA) with 76 passengers and 5 crew, was accelerating for takeoff from Philadelphia's runway 09L when the crew rejected takeoff and advised they needed to stop right on the runway. The aircraft was evacuated via the aircraft stairs. Tower while alerting emergency services did not know why the crew rejected takeoff and was evacuating. The airport and the airline reported the aircraft experienced mechanical issues and rejected takeoff. The passengers were taken back to the terminal by bus. A replacement Canadair CRJ-900 registration N606NN reached Cincinnati with a delay of about 12.5 hours. The occurrence aircraft positioned to Dayton,OH (USA), but has not yet resumed service 3 days after the rejected takeoff. https://avherald.com/h?article=50fdc47a&opt=0 Incident: France B789 near Paris on Oct 16th 2023, anti-ice system failure An Air France Boeing 787-9, registration F-HRBF performing flight AF-814 from Paris Charles de Gaulle (France) to Nairobi (Kenya), was enroute at FL350 about 370nm southeast of Paris already in Italian Airspace when the crew decided to return to Paris due to the failure of anti-ice systems on board. The aircraft descended to FL340 on the way back, dumped fuel and landed safely back in Paris about 2 hours after departure. A replacement Boeing 777-200 registration F-GSPQ reached Nairobi with a delay of about 8 hours. The occurrence aircraft is still on the ground in Paris about 26 hours after landing back. https://avherald.com/h?article=50fda38a&opt=0 Close call between helicopter and United jet at Newark Airport being investigated by FAA The Federal Aviation Administration is investigating an incident where the pilot of a helicopter had to be warned by an air traffic controller it was coming too close to a departing United Airlines jet leaving on a nearby runway at Newark Liberty Airport on Oct 9, officials said. An air traffic controller instructed the pilot of a Eurocopter EC145 helicopter to turn away from Runway 22R during departure from Newark Liberty International Airport because United Airlines Flight 2206 was on its takeoff roll from the parallel runway, said an FAA spokesperson, responding to NJ Advance Media questions. https://www.nj.com/news/2023/10/close-call-between-helicopter-and-united-jet-at-newark-airport-being-investigated-by-faa.html TSA officers prevent Maryland man from bringing loaded gun onto flight at Reagan National Airport ARLINGTON, Va. – A Bethesda, Md., man was arrested by police after he was stopped by Transportation Security Administration (TSA) officers with a loaded handgun at one of the checkpoints at Ronald Reagan Washington National Airport on Monday, Oct. 16. The .40 caliber gun was loaded with 13 bullets and was packed in the man’s carry-on bag. It was the 30th gun that TSA officers at the airport have detected a gun at one of the checkpoints, which ties the record set in 2021 and follows a national trend in seeing a spike in the number of travelers who are bringing guns to airport checkpoints across the country. The gun was caught as the man entered the security checkpoint. The X-ray unit alerted the TSA to take a closer look and inspect the carry-on bag, which was opened by the Metropolitan Washington Airports Authority Police for a closer inspection. Police confiscated the gun and arrested the man. Guns are not permitted through the security checkpoint and now the man faces a stiff financial civil penalty from TSA. The penalty for carrying weapons can reach a maximum of $15,000. “Our officers are good at their jobs and kept a dangerous weapon from being carried onto a flight,” said John Busch, TSA’s Federal Security Director for the airport. “This was the 30th gun that our officers have seen travelers bring to one of our checkpoints this year, which ties a record with 2 ½ months remaining in the year. Let me be perfectly clear--under no circumstances are travelers permitted to carry a firearm through a security checkpoint. This individual created a potentially dangerous situation through his own actions.” Passengers are only permitted to travel with firearms in checked baggage. Firearms must be unloaded then packed in a hard-sided locked case. The locked case should be taken to the airline check-in counter to be declared. TSA has details on how to properly travel with a firearm posted on its website. Firearm possession laws vary by state and locality and gun owners have a duty to ensure they are not violating any local firearm laws. Additionally, contacting the respective airline could reveal any additional requirements for traveling with firearms and ammunition. Bringing a gun to an airport checkpoint carries a federal civil penalty because TSA reserves the right to issue a civil penalty to travelers who have guns and gun parts with them at a checkpoint. Civil penalties for bringing a gun into a checkpoint can stretch into thousands of dollars, depending on mitigating circumstances. This applies to travelers with or without concealed gun carry permits because a concealed carry permit does not allow a firearm to be carried onto an airplane. The complete list of civil penalties is posted online. Additionally, if a traveler with a gun is a member of TSA PreCheck®, that individual will lose their TSA PreCheck privileges. Last year, 6,542 firearms were caught at 262 out of 430 airport security checkpoints nationwide. So far this year more than 5,000 handguns have been stopped at security checkpoints by TSA officers across the country, which is on track to set a new annual record. Unsure if an item should be packed in a carry-on bag, checked bag, either or neither? Download the free myTSA app, which has a handy “What can I bring?” feature that allows you to type in the item to find out if it can fly. Or ask on Twitter or Facebook Messenger at @AskTSA. Travelers may send a question by texting “Travel” to AskTSA (275-872). https://www.tsa.gov/news/press/releases/2023/10/17/tsa-officers-prevent-maryland-man-bringing-loaded-gun-flight-reagan Everything You Need To Know About Aircraft Transition Services • With many aircraft changing operations throughout their use life, Simple Flying explores the basics of the transition process. SUMMARY • Aircraft transitioning between airlines involves careful preparation and assessment. • Monitoring an aircraft throughout its active service is crucial to ensure compliance with lease requirements. • Returning an airplane to a lessor at the end of the lease can be a complex and costly process. Throughout the typical lifespan of an aircraft, it can have several operators. For example, one of the first Airbus A321 passenger-to-freighter (P2F) conversions, now registered as VH-ULY and operated by Express Freighters Australia on behalf of Qantas Freight, was previously utilized by three different carriers. Ch-aviation data showed that the A321 P2F was initially delivered to Aero Lloyd in 2001 before being transferred to Spirit Airlines in 2004. Four years later, Jetstar Airways, a subsidiary of Qantas, took delivery of the aircraft before phasing it out in November 2021 for it to be converted into a freighter. Even then, some aircraft have even more operators before they are retired permanently and scrapped. How do these aircraft transition between airlines? After all, even if a jet does not go through a conversion to become a cargo aircraft, different carriers have different cabin specifications, requiring changes to the inside of the aircraft before it is introduced into service with a new airline. Furthermore, leasing aircraft from a firm could demand an airline to follow specific maintenance plans, which means carriers must follow procedures where lapses could result in financial penalties. Analyzing the aircraft and its documents According to Matthias Kuehlbauch, the Head of Aircraft Transition Services at Lufthansa Technik, who spoke to Simple Flying, “Good preparation and careful assessment during the leasing process are the basis for successful operation and smooth transition of [a] leased aircraft.” Kuehlbauch continued that based on Lufthansa Technik’s experience of advising customers on aircraft transitions, there are several vital factors operators have to take a look at during their aircraft lease period. Lufthansa Technik’s representative pointed out that when the company helps a customer during the lease period, the Maintenance and Repair Organization (MRO) first looks at the lease contract’s commercial and technical aspects. “We also scrutinize the aircraft’s required specifications to ensure a seamless integration with the existing fleet, minimizing complexity during operations.” In addition, a technical inspection of an aircraft is typically conducted, with the MRO also looking at the next operator’s technical specifications “to ensure seamless integration with the existing fleet, minimizing complexity during operations.” Monitoring the aircraft Every aircraft that has entered an operator's fleet goes through a similar transition process or a series of operational phases, according to Kuehlbauch. This includes pre-delivery negotiations, monitoring the aircraft during its active time with the carrier, and the lease return phase. The Head of Aircraft Transition Services detailed each phase, noting that Lufthansa Technik can even perform contract negotiations with the lessor and provide an initial aircraft assessment "to make sure the aircraft perfectly fits our customer's needs." He clarified that these early checks confirm that the aircraft and its documentation align with the contractual delivery conditions, guaranteeing smooth operations for an airline. However, the MRO continues monitoring the aircraft during active service, as its "experts continually monitor the aircraft's status, comparing it to the lease requirements." Kuehlbauch added that this enables Lufthansa Technik to provide tailored maintenance suggestions with constantly updated technical overviews of an aircraft, which only optimizes the aircraft for each phase of the lease period. The organization also offers other services, such as the provision of Subcontracted Airworthiness Management Tasks (SCAMT) within the framework of Continuing Airworthiness Management Organization (CAMO). “[…] the lease return phase can be the most cost-consuming period of your lease.” Kuehlbauch explained that the company's role could also include helping airline customers avoid delays and penalties associated with returning an aircraft to the lessor. The range of services includes ad-hoc assistance, as well as the management of the end-of-lease transition project of a jet. Returning an airplane to a lessor can be an extensive ordeal, which includes documentation, engineering support, maintenance, and coordination with the lessor, noted the Lufthansa Technik representative. Still, the company has a single goal: to ensure that returning an aircraft to a lessor "is as cost-efficient and hassle-free as possible for our customers." Months-long process Kuehlbauch explained that an aircraft transitioning between operators can take several months, with many factors prolonging or shortening that process. The representative explained that this includes "contractual agreements, the technical condition, and the specifications of the leased aircraft." “In our experience, however, the lease-in and lease-out processes generally take about three months each.” The Lufthansa Technik executive concluded that it was common for an end-of-lease check and a heavy maintenance check to coincide. Since the company provides a wide range of services, Kuehlbauch added that its broad portfolio allows Lufthansa Technik to offer both end-of-lease checks as well as heavy maintenance checks at various locations, including Manila, the capital of the Philippines, where Lufthansa has also sent its Airbus A380s for post-storage inspections and maintenance. But transition services can also take longer. Rolls-Royce, which overviewed the aircraft transition market in 2019 with an article published in 2020, noted that 2018 was unusual since the bankruptcies of Thomas Cook, XL Airways, WOW Air, and others resulted in many aircraft returning to the open market. As a result, "the majority of aircraft made available due to airline bankruptcies were placed in just a few months." At the time, the aerospace company, which builds several aircraft engine models, including the Trent 1000, expected that aircraft placed into the market in 2019 would see one-year transition intervals in 2020. Post-COVID aircraft market While hindsight is always 20/20, 2020 was nothing but typical, forcing even more aircraft into the open market as COVID-19 closed borders and forced airlines to readjust their fleets. Cirium data showed that in mid-April 2020, airlines stored 64% of the global aircraft fleet. However, as the worldwide markets have primarily recovered – with IATA suggesting that global capacity measured in Revenue Passenger Kilometers (RPK) is at 95.7% of pre-COVID levels – many aircraft were put back into service. That includes widebodies, notably the Airbus A380, with many airlines responding to the 'revenge travel' trend with additional seats on their networks. Still, restoring aircraft to service after a prolonged storage period is a complex process. Lufthansa's first reactivated Airbus A380, registered as D-AIMK, flew to Manila Ninoy Aquino International Airport (MNL) in January 2023. The aircraft began carrying passengers in June 2023. At the same time, its return-to-service was unusual, as crews had to go through training once again since Lufthansa had not operated the type in years. As demand for aircraft continued to grow, aircraft manufacturers struggled to respond, with both Airbus and Boeing, as well as engine makers for both manufacturers, experiencing supply chain-related disruptions. This has resulted in values for older narrowbody aircraft families, such as the Airbus A320ceo and Boeing 737 Next Generation (NG), going up by 29% and 28%, respectively, in the past few months, according to Cirium data. https://simpleflying.com/aircraft-transition-services-guide/ Global business jets demand stable, with 8,500 deliveries worth $278bn expected by 2033 • Private jet operators are increasingly focused on reducing their carbon emissions, Honeywell says • US company Honeywell expects new private jet deliveries in 2024 to be 10 per cent higher than this year. Global demand for new business jets is expected to remain strong over the next decade, with a stable forecast for 8,500 deliveries worth $278 billion from 2024 to 2033, according to US aerospace company Honeywell. The projection for the number of aircraft deliveries is in line with the rolling 10-year forecast in 2022, but the value of the aircraft has increased 10 per cent year on year from $274 billion, Honeywell said in its annual Global Business Aviation Outlook. New jet deliveries and expenditure on private jet travel over the next decade are projected to grow by 2 per cent a year on average, in line with global long-term economic growth forecasts, according to Honeywell. “Our industry is on the upswing. Operators are showing confidence with plans to expand their fleets at a faster rate than any time in the previous decade,” said Heath Patrick, president of the Americas aftermarket at Honeywell Aerospace. Demand for business jet travel has boomed since the Covid-19 pandemic, when the ultra-rich sought more flexible travel schedules. However, climate activists have long taken issue with the high carbon emissions per person associated with private jets. In 2023, global flight activity is expected to drop 4 per cent year on year due to higher inflation and the resumption of commercial flights on major routes, but this is still at least 10 per cent above 2019 levels, according to Honeywell. The US company, which manufactures engines and counts among its customers private jet makers Bombardier and Gulfstream, expects flight activity to stabilise in 2024 and return to growth in 2025, driven by the return of initial public offerings, an improvement in corporate profits and easing inflation rates. Environmental activists engage in a climate protest at the European Business Aviation Convention and Exhibition at Geneva Airport in Switzerland. EPA Environmental activists engage in a climate protest at the European Business Aviation Convention and Exhibition at Geneva Airport in Switzerland. EPA New private jet deliveries in 2024 are expected to be 10 per cent higher than in 2023, while expenditures are expected to increase by 13 per cent, Honeywell said. New users in business aviation will increase demand by 500 aircraft and 6 per cent more flights over the next 10 years, Mr Patrick said. “This, along with expected double-digit increases in turbofan deliveries in 2023 and 2024, shows our industry’s commitment to meeting growing demand,” he said. Large, long-range and ultra-long-range aircraft models are expected to account for about 69 per cent of all expenditure on new business jets in the next five years, the Honeywell report showed. In terms of regions, North America's private jet fleet will account for 64 per cent of the five-year forecast for new jet deliveries, the company said. This year’s share is on par with last year’s and is probably driven by 90 per cent of North American respondents believing that the economy will at least remain the same, if not improve. This makes North America the most optimistic region in 2023. The Middle East and Africa private jet fleet will account for 6 per cent of the five-year new jet deliveries. This is two percentage points above last year’s share. The region accounted for the lion's share of growth in business aviation flights in 2023, according to Honeywell. “There's also a positive shift towards sustainability as operators are keen to reduce carbon emissions,” said Mr Patrick. About 60 per cent of private jet operators surveyed in this year's report are currently putting in place at least one method to reduce their carbon footprint, which is 10 percentage points above last year’s survey, Honeywell said. The most frequently cited current method to reduce carbon footprint is “fewer private jet trips in favour of commercial flying”, followed by “slower cruising speeds”, the survey showed. About 67 per cent of operators plan to either adopt or increase methods for more environmentally friendly operations in the future, and 40 per cent cite sustainable aviation fuels as the most common way to achieve this goal. The survey asked the remaining 33 per cent what would compel them to adopt any methods to address sustainability in the future, with 65 per cent of these operators citing economic incentives such as tax benefits or operational cost savings, followed by 44 per cent who cited government regulations. https://www.thenationalnews.com/business/aviation/2023/10/18/global-business-jets-demand-stable-with-8500-deliveries-worth-278bn-expected-by-2033/ Rolls-Royce is cutting up to 2,500 jobs in an overhaul of the U.K. jet engine maker Jet engine maker Rolls-Royce said Tuesday it's cutting up to 2,500 jobs globally as part of a corporate overhaul that its new CEO is carrying out. The aerospace company was hit hard by the COVID-19 pandemic that decimated demand for air travel. Tufan Erginbilgic, who took over as chief executive in January, said the layoffs are aimed at making Rolls-Royce "more streamlined and efficient." Rolls-Royce, based in Derby, central England, didn't disclose where jobs will be cut, but around half of its 42,000-person workforce is based in the United Kingdom. The cuts will remove duplication and bring cost efficiencies in the latest stage of its "multi-year transformation," the company said. "We are building a Rolls-Royce that is fit for the future," Erginbilgic said. The company slashed 9,000 jobs globally in 2020 as it grappled with the collapse of air travel during the pandemic. The new turnaround plan also includes creating a new company-wide procurement division that can take advantage of Rolls-Royce's size to cut costs and reduce supply chain delays. https://www.npr.org/2023/10/18/1206699073/rolls-royce-is-cutting-up-to-2-500-jobs-in-an-overhaul-of-the-u-k-jet-engine-mak Middle East Airlines keeps 5 planes in Turkey as precaution BEIRUT, Oct 17 (Reuters) - Lebanese carrier Middle East Airlines (MEA) will keep five of its 24 airplanes in Turkey as a precaution in case of conflict but its operations have not been affected by the decision and all flights continue as normal, an airlines spokesperson said. Israel, the Iran-backed militant group Hezbollah, as well as Palestinian militants in Lebanon, have been engaged in 10 days of clashes across the border, the deadliest since the 2006 war and which Beirut fears could further expand. The MEA spokesperson said the planes had been moved to Turkey's Istanbul airport over the weekend and would remain there until further notice, while the remaining 19 planes in the fleet were operating normally. Middle East Airlines alerted its staff to be on standby in case they needed to implement an emergency plan to remove further planes from the airport, the spokesperson said. "It's a plan in case of emergency. God willing, we won't need it." https://www.reuters.com/world/middle-east/middle-east-airlines-keeps-5-planes-turkey-precaution-2023-10-17/ FAA proposal to crack down on public air charters draws huge interest Nearly 60,000 comments have been submitted to the public record regarding a potential FAA plan to require the largest operators of public air charters, most notably JSX, to adhere to the same requirements as commercial airlines. That's more comments than the FAA received for recent high-interest rulemakings, such as its writing of comprehensive regulations on drone operations and its consideration on setting standards for airline seat sizes. The comment period for the proposed public charter rule ended on Oct. 13, but JSX says that more comments should show up in the online file over the coming days, as the federal government's Regulations.gov website plays catch-up. The carrier says that more than 74,000 people submitted comments in response to a campaign it conducted over the past couple weeks. A rewrite of public charter rules in the fashion proposed by the FAA would eliminate the JSX business model, which involves operating regularly scheduled flights on 30-seat aircraft from private airport terminals. JSX flies to 24 cities on a year-round or seasonal basis. Though small, JSX competes with major carriers for premium customers in some markets, offering free WiFi, spacious seating and lounge space, along with the convenience of avoiding large airports. In the August announcement about its intent to revise public charter regulations, the FAA noted that such flights have expanded in frequency and complexity in recent years and said that growth will pose an increased risk to flight safety if left unchecked. Carriers operating under public charter authority must limit their flights to no more than 30 passengers. But pilots aren't subject to the 1,500-hour training rule unlike commercial airline pilots. Also, charter pilots aren't subject to the mandatory retirement age of 65. Public charter flyers don't have to go through standard TSA airport screening, though the operations are subject to TSA oversight. The debate over public charters will pit powerful forces in the airline industry against each other. Supporting JSX and other public charter operators are JSX partners JetBlue and United. ASTA is also a supporter. ASTA wrote in its filing that "a small but growing number of clients utilize the services of public charter operators for their travel needs. For these passengers, travel by charter flight represents an attractive and, in many cases, more convenient alternative to business class travel on a commercial carrier at a comparable cost." Opposing JSX and the public charter model are American, Southwest and large airline industry unions such the Air Line Pilots Association and Association of Flight Attendants-CWA. "Whether flying on an aircraft with 10 seats or 250 seats, the flying public deserves nothing less than to be assured of a consistent and rigorous level of aviation safety," Southwest wrote in its comment. "Southwest urges the FAA to move quickly to take appropriate action so that there will never be a situation in the future where Congress and the public ask why the FAA failed to take action to protect the traveling public when it was possible to do so." JSX has defended its safety standards and says Southwest, American and the unions are attempting to thwart competition. Like Southwest and American, JSX is based in Dallas. For example, JSX says that its captains average 8,000 hours of flight experience and its first officers average 3,000 hours. "The FAA currently faces multiple, real and thoroughly documented safety challenges, "JSX wrote, noting that none involve public charter operators. https://www.travelweekly.com/Travel-News/Airline-News/Big-interest-FAA-proposal-crack-down-public-air-charters AviationManuals Integrates Safety Tool With GE's FOQA Data • Incident hazard report will be filled out automatically AviationManuals is integrating its safety hazard reporting tool with GE’s digital flight operations quality assurance (FOQA) data. The company is thus enabling business jet operators to more easily source GE Digital’s FOQA data analytics after each flight operation. Further, it will automatically fill out an incident hazard report, regardless of scope. The integration provides immediate safety insights covering all levels of FOQA incident and accident data. “We believe that safety is in the small stuff, and even minor deviances need to be addressed to mitigate risks,” said AviationManuals CEO Mark Baier. AviationManuals supports more than 4,500 operators worldwide and provides manual development services and SMS software for business aviation flight departments, aircraft management companies, and owner/operators. GE’s digital aviation software enables operators to enhance operator safety and efficiency, reducing operational disruptions and improving decisions regarding real-time fleet health. https://www.ainonline.com/aviation-news/business-aviation/2023-10-17/aviationmanuals-integrates-safety-tool-ges-foqa-data The digital evolution in aviation: how big data and analytics are transforming the industry Airplane design & air freight logistics Long before passengers sit back, relax, and enjoy their flight, data has played a critical role in getting them to their seats. It has been a cornerstone of the aviation industry since the early days of air travel. Indeed, from the early 20th century, data was collected through manual processes such as pilots logging information about weather conditions, navigation, and aircraft performance, and design engineers using this information to improve aircraft design and maintenance procedures. The entire network of manufacturers, large and small, pilots, planners, and investors have relied on data to design, build, and operate aircraft in a safe and efficient way. Fast-forward to 2023, and many processes are fully automated. Data from fuel sensors is used to develop more efficient engines, airlines use data to improve their customer experience, and researchers use data to develop new ways of reducing aircraft emissions. Data has been powering aviation since the industry’s inception, and it’s only going to increase in importance. Using big data to strive for operational perfection Data is critical for the improvement of airlines and airports’ operations. On-time performance, for example, is a key performance indicator that aviation leaders pay close attention to, to see how well their organisation is operating and performing against competitors. This isn’t just a performance ranking of airlines and airports. This one metric serves as a valuable tool for self-improvement and a wake-up call to staff within an airline or airport. Jet fuel prices are typically the most expensive cost item for airlines — and they are increasing, at the time of writing. Even in times of inexpensive fuel, airlines are keen to measure fuel consumption and corresponding GHG emissions. Analysing datasets on weather conditions, air traffic, and aircraft performance helps airlines develop more efficient flight plans and potentially save millions in fuel costs. A final example to draw on is optimising crew scheduling. Data analysis on crew availability, passenger demand, and flight schedules can create more efficient crew schedules that reduce costs and improve on-time performance. How is big data currently used in aviation? The use of data in aviation is widespread and is used to complete routine tasks as well as the highly advanced. For example, data is used to personalise passenger experiences, such as tailoring in-flight entertainment, or providing real-time information about their flight and destination. On a more advanced level, airlines and aircraft manufacturers use data to develop predictive maintenance plans, using sensors to determine when maintenance on an aircraft is needed, and before a problem arises. This has positive impacts on cost and aircraft safety and reliability. One of the principal uses of data in aviation is to manage the flow of real-time air traffic. Air traffic controllers use information about aircraft positions, altitudes, and headings to route aircraft safely and efficiently, and minimise delays. Industry experts have even suggested using data to manage airport arrivals and departures, scheduling aircraft to optimal wind conditions en route — holding back some flights briefly in favour of others with the ultimate goal of an efficient system. Using data to power advanced aviation analytics With new technologies such as AI and machine learning emerging at speed, the aviation industry will benefit from new, innovative ways of collecting and analysing data. (And, I might add that Cirium has long been hard at work harnessing these technologies to bring improvements to the industry.) One area where advanced data collection and analysis will have a major impact is sustainability. Data can be used to improve the fuel efficiency of aircraft and operations and can be used to reduce the environmental impact of aviation, such as noise pollution and CO2 emissions. Data is also critical in providing executives with the business intelligence they need to make informed decisions. If you have the right systems in place to capture and analyse a wide pool of data from different departments, it gives decision makers a broader view of key internal and external opportunities and challenges. Big data is critical for effective cost management and operational efficiency in most industries and, in aviation, it has a far reaching, positive impact if it is processed and analysed correctly. Yes, there are time and cost saving benefits from robust data analytics, but it can also help to improve safety protocols on aircraft, security in airports, and even the carbon footprint of organisations. With emerging predictive technologies entering many industries, aviation is no exception, and it will be fascinating to see how it is used to improve the processes, functions, and flight plan of the industry. For more information about Cirium and aviation analytics, visit: www.cirium.com https://www.datasciencecentral.com/the-digital-evolution-in-aviation-how-big-data-and-analytics-are-transforming-the-industry/ CALENDAR OF EVENTS • NATA Aviation Business Conference - November 1-2, 2023 • CHC Safety & Quality Summit 2023: November 14 – 16, 2023 Curt Lewis