Flight Safety Information - February 8, 2024 No. 029 In This Issue : Incident: Sichuan A321 near Guangzhou on Feb 7th 2024, bleed air fault : Incident: ANZ DH8C at Timaru on Feb 7th 2024, rejected takeoff : Hawker 900XP - Fatal Accident/CFIT (Colorado) : Two Jet Blue planes collide on the ground at Boston’s Logan Airport : Flight Attendants Share What Their Safety Training is Really Like : Budget airline Ryanair offered to snap up extra Boeing aircraft after Alaska Airlines blowout—but now it says it is concerned about the quality after all : FAA Announces More Privacy For Aircraft Operators : US FAA wants air carriers to boost aviation info sharing : TSA Officers Detect Bangor International Airport’s First 2024 Firearm : UK Passenger Spots Silver Tape On Wing Of His Boeing 787 Flight From Manchester To Goa : Five Years Later, KC-46 Wing Refueling Pods Still Lack FAA Approval : Westwind Thrust Reversers Deploy Unexpectedly : CALENDAR OF EVENTS Incident: Sichuan A321 near Guangzhou on Feb 7th 2024, bleed air fault A Sichuan Airlines Airbus A321-200, registration B-1823 performing flight 3U-8906 from Fuzhou to Chengdu (China), was enroute at 10,400 meters (FL341) about 130nm northeast of Guangzhou (China) when the crew decided to divert to Guangzhou. The aircraft descended to 3,000 meters (about 9,800 feet) levelling off about 11 minutes after leaving 10,400 meters, and landed safely on Guangzhou's runway 02R about 40 minutes later. The airline reported an air bleed fault (engine V2533) prompted the diversion. A replacement A321-200N registration B-324L reached Chengdu with a delay of about 6.5 hours. https://avherald.com/h?article=514a81c7&opt=0 Incident: ANZ DH8C at Timaru on Feb 7th 2024, rejected takeoff An Air New Zealand Dash 8-300, registration ZK-NEF performing flight NZ-8190 from Timaru to Wellington (New Zealand), was accelerating for takeoff from Timaru's runway 02 when the crew rejected takeoff at high speed (above 100 knots over ground). The aircraft slowed and came to a stop at the end of the runway. The airline reported the crew rejected takeoff over concerns due to bird activity around the aerodrome. The aircraft stopped on the runway and will remain there until procedures are being completed. New Zealand's CAA reported they have been notified about the occurrence and have in turn notified New Zealand's TAIC (Transport Accident Investigation Commission). New Zealand's TAIC stated they have opened an inquiry into the occurrence stating that the aircraft aborted an attempted takeoff at speed and stopped at the end of the runway. ADS-B data suggest that the aircraft's nose gear may have gone past the runway end onto soft ground. Timaru unattended aerodrome features a runway 02/20 with an ASDA of 1280 meters/4200 feet. The aerodrome chart contains a note: "CAUTION: Bird hazard. Birds seasonally on aerodrome and larger number present on the outlying fields when irrigation or cultivation taking place." https://avherald.com/h?article=514a7ed8&opt=0 Hawker 900XP - Fatal Accident/CFIT (Colorado) Date: Wednesday 7 February 2024 Time: 17:47 UTC Type: Hawker 900XP Owner/operator: VICI Aviation LLC Registration: N900VA MSN: HA-0020 Year of manufacture: 2007 Engine model: Honeywell TFE731-50R Fatalities: Fatalities: 2 / Occupants: 2 Aircraft damage: Destroyed Category: Accident Location: near Loma, CO - United States of America Phase: En route Nature: Unknown Departure airport: Grand Junction Regional Airport, CO (GJT/KGJT) Destination airport: Tacoma, WA Investigating agency: NTSB Confidence Rating: Information is only available from news, social media or unofficial sources Narrative: A Hawker 900XP, N900VA, was destroyed when it impacted terrain near Loma, Colorado. Both pilots were killed. ADS-B data suggests that the aircraft took off from Grand Junction Airport, CO (GJT) at 17:37 UTC. The last data point was recorded about 17:47 UTC with the aircraft at a high rate of descent, about 46 km WNW of GJT. http://www.aviation-safety.net/wikibase/351542 Two Jet Blue planes collide on the ground at Boston’s Logan Airport BOSTON — Passengers on two Jet Blue planes had their travel plans upended Thursday morning after the jets collided on the tarmac at Logan Airport. Passenger Dave Sauter told Boston 25 News he was headed to Las Vegas to work at an event for the Super Bowl when the incident happened after they pulled away from the gate. Sauter said the plane was full. He was waiting on the tarmac to go back to the gate when Boston 25 spoke with him. “JetBlue Flight 777, an Airbus A321neo’s left winglet struck the right horizontal stabilizer of JetBlue Flight 551, an Airbus A321, around 6:40 a.m., local time on Thursday, February 8, while on the deicing pad at Boston Logan International Airport,” according to the FAA. “The FAA will investigate.” The second plane, flight 551, was headed to Orlando. https://www.boston25news.com/news/local/two-jet-blue-planes-collide-ground-bostons-logan-airport/DNURNM3MMVCKFC25DX2VLOMM2Q/ Flight Attendants Share What Their Safety Training is Really Like From the “silent review” of evacuation procedures to sizing up passengers during boarding, flight attendants do more than man the beverage cart during flights. Many travelers tend to forget that the primary responsibility of flight attendants isn’t to mix your drinks and serve you snacks—it’s ensuring the safety of everyone on board. Then, two incidents took place this January that captured the attention of flyers everywhere and underscored the critical importance of flight attendants in aviation safety: On January 2, a Japan Airlines plane combusted into flames after colliding with a Coast Guard aircraft on the runway. And a few days later, a door plug flew off an Alaska Airlines flight, leading to a nationwide grounding of Boeing 737 Max 9 aircraft. No passenger lives were lost on either commercial airliner—an incredibly fortunate outcome that's no thanks to luck alone. The Japan Airlines flight attendants managed to successfully evacuate all 367 passengers in 18 minutes before the plane caught fire, even with some exit doors blocked and a failed intercom system. And on the Alaska Airlines flight, a teenager sitting near the gaping hole managed to remain safely in his seat despite having his shirt ripped from his body—likely thanks to his seatbelt (you know, that thing flight attendants give a detailed demonstration on how to fasten properly). “Last night’s incident could have been worse, but Flight Attendants and Pilots of Alaska 1282 ensured all passengers and crew arrived safely back on the ground,” Association of Flight Attendants-CWA (AFA) President Sara Nelson said in a statement following the Alaska Airlines incident. “Flight Attendants are aviation’s first responders. We are trained for emergencies, and we work every flight for aviation safety first and foremost.” Indeed, flight attendants are constantly protecting passengers in the air and on the ground (even if you don't notice it). When they greet you at the boarding door they’re not just just being friendly—they’re actually selecting “Able Bodied Passengers” (ABP) who can assist crew in an emergency, as well as taking note of people who may need additional support during an evacuation. And the safety briefing on how to use oxygen masks and life vests? You might tune those instructions out, but flight attendants have been trained and tested on every scenario mentioned. When the time comes for take-off and landing, flight attendants sit on their hands in the jump seat to protect them from unexpected impact that could prevent them from being able to open the emergency exits. At the same time, they’re reviewing emergency procedures before these critical phases of flight so they remain fresh in their mind—a 30-second exercise known as the “silent review.” Mid-flight, although they’re in more of a service mode while manning the beverage cart and passing out snacks, flight attendants are always watching for a passenger in need of assistance, a noise that isn’t right, or that unexpected turbulence which could become a problem. While the current news cycle is understandably unsettling for many flyers, air travel in America has actually never been safer, as the Wall Street Journal recently reported, with major US airlines reporting zero fatal crashes in 15 years—a feat that was previously unimaginable. As recent events have highlighted, that's in part due to the rigorous safety training of flight attendants. Here's a snapshot of what that training looks like, based on the experience of current and former crew members. What flight attendant safety training is really like According to the Federal Aviation Administration (FAA), flight attendants cannot legally work on an airplane unless they have “demonstrated to the pilot in command familiarity with the necessary functions to be performed in an emergency or a situation requiring emergency evacuation and is capable of using the emergency equipment installed on that airplane.” At its core, that means that before any flight attendant takes to the skies they are required to undergo extensive safety training that typically lasts between four and six weeks—plus a recurrent training each year. Flight attendant training resembles a high-stakes reality show, with each new-hire reminded daily that their employment with the airline is contingent on passing the program. The anxiety in the training room is high: Who will make it? Who will be cut? Any time a pair of in-flight instructors walks into the room, it’s usually to deliver the news that one of the new-hires has been let go. And just like eviction night on TV, the others don’t get to say “good-bye.” Though the training material can vary from airline to airline, every program must meet the standards set by the FAA; a large portion of the curriculum is dedicated to replicating emergency scenarios and testing flight attendants’ reactions. Each class of recruits is expected to memorize the location and use of emergency equipment on every aircraft type the airline flies. While some airlines have just one aircraft type, others have upwards of ten. Flight attendants are also trained in CPR, self defense, first aid, and most critically, executing emergency evacuations commonly referred to as “door drills.” During door drills, flight attendant trainees sit in an aircraft simulator on a jump seat next to the emergency exit door, just as they would in real life. As they prepare for landing or take-off, an instructor will announce a randomly selected emergency scenario, ranging from the plane fish-tailing on the runway to a water landing. The instructors can also add in real-life curve-balls during the drill: just before the flight attendant is about to open the emergency exit, they may be told there’s fire on the opposite side of the door, debris blocking the exit, or the door has failed to open. The drill doesn’t end until the evacuation is successfully completed. Emergency evacuations, like the one perfectly performed by the crew on the Japan Airlines flight, requires flight attendants to assess situations quickly, operate the emergency exits, and guide passengers to safety in a calm and orderly manner. They are trained to keep calm under pressure and communicate, a skill that is invaluable during unexpected incidents. These high-pressure drills are designed to make evacuation procedures second nature—and are a stressful and eye-opening experience for new hires, according to Chicago-based flight attendant Stephen Michaels. His new hire class “started practicing for door drills the second the material was presented to us,” he tells Condé Nast Traveler. “Everyone has to memorize and scream instructions that would be delivered to passengers in an evacuation and there’s no room for error. One mistake and you’re out.” While flight attendants are trained to protect their plane’s passengers, sometimes the danger is the passengers themselves. Unruly passenger incidents increased by a whopping 492% in 2021 with nearly 6,000 incidents reported, according to FAA data, a number that has since decreased substantially. Whether due to alleged intoxication, anxiety, or other issues, flight attendants use de-escalation techniques to maintain a safe environment for all onboard. Their training includes conflict resolution, and when necessary, how to implement restraints to prevent harm. “Our training program saw the local police department come into our classroom and pretend to be unruly passengers,” says Los Angeles-based flight attendant Jenna Ford. “It wasn’t easy, they played the role well and taught us how to handle various situations that came in handy with the recent influx of unruly passenger incidents.” When all of the above (and more) is taught, learned, and tested, the airline then presents their standards for in-flight customer, beverage, and meal service. And finally, after a comprehensive exam, the new-hire graduates. They earn their wings, pass another test on their first flight called their “initial operating experience” or I.O.E., then are cleared to take to the skies on their own. But safety training doesn’t stop there—even the most veteran flight attendants are required to return to ground training each year for a refresher. The program is changed annually to strengthen knowledge around specific emergencies they may encounter, reapply their skills, and review situations that have occurred in the past year and the lessons learned from those events. I hope the next time you're greeted by a flight attendant while boarding a flight, you remember the depth of their responsibility. As we’ve seen in just the past month, a flight attendant’s dedication to training and safety plays a critical role in keeping our skies, and you, safe. https://www.cntraveler.com/story/flight-attendant-training-airline-safety Budget airline Ryanair offered to snap up extra Boeing aircraft after Alaska Airlines blowout—but now it says it is concerned about the quality after all Ryanair boss Michael O'Leary said that although the quality of aircrafts it received from Boeing had improved in recent months, it still had "more to do." Boeing has faced extreme scrutiny for its manufacturing quality since a panel from one of its airplanes operated by Alaska Airlines blew out mid-air last month, and in the weeks since the Seattle-based aircraft maker had to halt its production expansion plans of Boeing 737 Max airplanes, and ground its 737 MAX 9s fleet (some of which have resumed service). Among those paying most attention to the situation have been Boeing’s airline customers, who are experiencing high travel demand and have been concerned that their lucrative summer travel season could be dampened by Boeing planes being put out of service. Europe’s largest, Ryanair, has been especially worried. The Irish group is a big Boeing customer, and has ordered upwards of 350 MAX jets in recent years, according to Reuters. (However, it doesn’t have any MAX 9 aircrafts on order or in service.) Still, not long after the Alaska Airlines accident, Ryanair looked to take advantage of the situation, offering to add extra aircrafts of the 737 MAX 10s to its future fleet if there were delays or no takers in the U.S. But now its plane-buying plans may have changed. This week, a U.S. regulator’s report on the Alaska Airlines incident in January found that there were missing bolts in the panel that flew out. Those findings are worrying, Ryanair’s CEO Michael O’Leary said, as the increased scrutiny could also slow down Boeing’s production. “I think we’re concerned because it highlights, you know, poor production quality with Boeing… but we don’t think it affects our Boeing 737 fleet or the MAX 8 that we operate,” O’Leary told Reuters Wednesday. The low-cost airline’s chief told the outlet that Boeing “have clearly more to do,” although the 12 aircraft Ryanair had received between October and December had been of better quality. O’Leary added: “But there’s no doubt that the increased supervision by the FAA (Federal Aviation Administration) in Seattle will slow things down. We’re just not sure yet whether it will affect our deliveries between now and the end of June.” Delivery delays O’Leary’s remarks follow earlier reports where he said the crisis rocking Boeing could result in the fewer MAX jets being delivered in time for peak summer. The Ryanair chief has highlighted concerns in the past about Boeing—he said that build standards after COVID-19 were “terrible,” and shortly after the Alaska Airlines mishap, O’Leary said Boeing needed to “significantly improve” its quality control. These concerns have been echoed by other U.S.-based carriers using Boeing jets as well. While he has been a vocal critic at times, O’Leary has also backed Boeing when its quality standards have shown improvements. The discount carrier has now doubled the number of engineers focused on quality control at Boeing in Seattle, according to the Financial Times. A Ryanair spokesperson declined to comment beyond O’Leary’s remarks. Boeing’s planes have been linked to several mishaps in the last few years—from crashes to production issues—which has warranted investigations. In an analyst call in January, Boeing’s CEO Dave Calhoun said more scrutiny relating to its planes following the Alaska Airlines incident would make the company better. Regarding the U.S. National Transportation Safety Board’s findings this week, Calhoun said in a statement Wednesday: “Whatever final conclusions are reached, Boeing is accountable for what happened. An event like this must not happen on an airplane that leaves our factory. We simply must do better for our customers and their passengers.” He added that Boeing was crafting a “comprehensive plan” to improve the quality of its aircrafts and boost the confidence of the stakeholders. https://fortune.com/europe/2024/02/08/ryanair-ceo-michael-oleary-boeing-aircraft-quality-concern-us-regulator-alaska-airline/ FAA Announces More Privacy For Aircraft Operators The FAA recently announced greater opportunity for aircraft operators to take advantage of what many consider an important privacy initiative. The agency said it has expanded the availability of the Privacy ICAO Address (PIA) program to include more offshore airspace and routes traversing the Gulf of Mexico. The program enables operators to use alternate temporary ICAO ADS-B addresses that help prevent third-party data sources from capturing data from ADS-B Out transmissions. Participating in the FAA’s PIA program is an involved process, but worth it for some operators who feel the need for the added security. Heidi Williams, Senior Director of Air Traffic Services and Infrastructure for the National Business Aviation Association (NBAA), said, “Some operators have a legitimate security need to ensure privacy and this new policy is a welcome change for those operators.” The program makes third-party call signs available to U.S.-registered aircraft with 1090 MHz ADS-B equipment. NBAA first requested wider scope for the PIA program in 2020. According to the association, examples of the new availability would include flights from Miami to Houston, passing over the Gulf of Mexico; a flight from Los Angeles to Hawaii; and flights from Boston to Miami on routes that extend more than 12 nautical miles offshore. https://www.avweb.com/aviation-news/faa-announces-more-privacy-for-aircraft-operators/ US FAA wants air carriers to boost aviation info sharing WASHINGTON, Feb 7 (Reuters) - The head of the U.S. Federal Aviation Administration (FAA) met with airline CEOs on Wednesday and asked carriers to share more information to boost safety and identify potential problems. FAA Administrator Mike Whitaker convened a meeting with airline CEOs, the agency said, to "ensure the aviation industry continues expanding safety management systems and finding ways to share information transparently to minimize risk and advance safety." The meeting came after the FAA last month grounded 171 Boeing (BA.N), opens new tab MAX 9 airplanes after a mid-air cabin panel blowout on a new Alaska Airlines plane. The National Transportation Safety Board said Tuesday preliminary evidence suggests the plane was missing four key bolts when it left the Boeing factory. Whitaker told lawmakers Tuesday he is boosting oversight of Boeing. Air carriers share information like maintenance issues through the Commercial Aviation Safety Team (CAST), a government-aviation industry partnership founded in 1997. In January 2023, the FAA proposed requiring charter, commuter, air tour operators, and aircraft manufacturers to implement a key safety tool aimed at reducing accidents. The agency wants to extend a mandate to adopt so-called Safety Management Systems (SMS), which are policies and procedures to proactively identify and address potential operational hazards early on. American Airlines CEO Robert Isom said in a statement the airline fully supports expanding FAA oversight "throughout safety management systems across the industry." United CEO Scott Kirby said in a statement the airline agreed "the highest levels of safety are best achieved through partnerships at all levels." U.S. airlines have been required to have SMS since 2018 and some aerospace companies already voluntarily have SMS programs like Boeing (BA.N), opens new tab, and Raytheon-subsidiary Pratt & Whitney (RTX.N), opens new tab. Congress in 2020 directed the FAA to mandate SMS for aircraft manufacturers as part of a wide-ranging certification reform bill following two fatal Boeing 737 MAX crashes in 2018 and 2019 but the FAA's proposed rule goes beyond requirements from lawmakers. SMS systems require four key components - safety policy, safety risk management, safety assurance, and safety promotion. https://www.reuters.com/business/aerospace-defense/faa-wants-air-carriers-boost-aviation-information-sharing-2024-02-07/ TSA Officers Detect Bangor International Airport’s First 2024 Firearm During the morning security screening on Monday, February 5, Transportation Security Administration (TSA) officers immediately notified Bangor Police after detecting a firearm in a male passenger’s carry-on bag. Police discovered a loaded .22 caliber firearm along with eight rounds in the Maine resident’s bag. “When an individual shows up at a checkpoint with a firearm it can slow or shut down security screening until the police resolve the incident,” said Oscar De Los Reyes, TSA’s Federal Security Director for Maine. “Carelessly traveling with a loaded firearm is a serious public safety concern, considering it could be accidentally discharged during a search.” This was the first firearm detected at a Maine airport in 2024 and the fifth in New England. Boston Logan and Bradley International each have had two detections this year. TSA Security Checkpoint Firearm Detections at Maine Airports (2021 – 2024): CODE AIRPORT 2024 2023 2022 2021 BGR Bangor International 1 4 3 1 PWM Portland International Jetport 0 9 3 4 Firearms at TSA checkpoints represent an unnecessary risk and an expensive mistake for passengers who do not follow requirements to declare firearms in advance and properly pack them in checked baggage. TSA has announced several new measures to mitigate firearm threats including enhanced screening for passengers in possession of a firearm at a TSA checkpoint and loss of TSA PreCheck® eligibility for up to five years. In December 2022, TSA also increased the maximum civil penalty for a firearms violation to nearly $15,000. The complete list of penalties is posted online. Firearms are not permitted in the passenger cabin of an airplane; this includes travelers with a concealed weapon permit. Airline passengers can fly with firearms in checked baggage if the firearms are properly packed and declared at check-in. However, firearm possession laws vary by state and locality. TSA advises travelers to familiarize themselves with state and local firearm laws for each point of travel prior to departure to ensure they transport guns in accordance with applicable laws. Airlines may have additional requirements for traveling with firearms and ammunition, so travelers should also contact the airline regarding firearm and ammunition carriage policies prior to arriving at the airport. Where local firearm possession laws permit, passengers may travel with firearms in checked baggage if they are unloaded and packed in a locked hard-sided case. Ammunition must be in its original box and can be packed inside the hard-side case next to the firearm. Even if the box of ammunition is not full, the bullets must be in their original case. The passenger must present the case with the firearm at the airline check-in counter and inform the airline representative of their intention to travel with the gun. Firearms are transported with checked baggage and are placed in the cargo hold of the aircraft. Visit the TSA website for details on traveling properly with a firearm. https://www.hstoday.us/subject-matter-areas/airport-aviation-security/tsa-officers-detect-bangor-international-airports-first-2024-firearm/ UK Passenger Spots Silver Tape On Wing Of His Boeing 787 Flight From Manchester To Goa Boeing, which manufactures the 787 he was flying on, later clarified that the material was 'speed tape'. UK Passenger Spots Silver Tape On Wing Of His Boeing 787 Flight From Manchester To Goa. The company assured that the tape does not compromise the plane's structural integrity. An airplane passenger in the UK was left shocked when he looked out of the window and saw gaffer tape on the wing of his plane. According to the New York Post, David Parker, 62, was on his way to Goa with his fiancee on February 5 when he saw patches of silver tape on the exterior of a Boeing 787. Me Parker, who is an experienced flyer said: "I was very surprised to see a patchwork of gaffer tape all over the wing halfway through the flight. Then it began peeling off mid-flight, I thought what the hell!? I've flown all around the world, but never seen anything like that before. I pointed it out to my missus - she just said 'I wish you hadn't shown me that'.'' Boeing, which manufactures the 787 he was flying on, later clarified that the material was 'speed tape'. The company assured that the tape is perfectly safe and does not compromise the plane's structural integrity. ''Some 787s have experienced some paint adhesion issues. We understand the importance of a pristine appearance for our products and continue to work with our customers to address this. A new black topcoat layer that would be applied between the composite and existing coating system is now available to 787 operators for in-service airplanes. We are also working to certify the new layer to be applied to airplanes as part of the production process. recommended interim solutions include the use of a temporary speed tape repair, local paint restoration and touch-up, or stripping and repainting the airplane. Speed tape is an Federal Aviation Administration (FAA) approved material for some temporary fixes,'' a company spokesperson clarified. Notably, the incident comes after a door panel blew off a Boeing 737 MAX 9 jet during a flight from Oregon to California last month. According to the National Transportation Safety Board, the plane which was operated by Alaska Airlines appeared to be missing four key bolts. https://www.ndtv.com/world-news/uk-passenger-spots-silver-tape-on-wing-of-his-boeing-787-flight-from-manchester-to-goa-5017173 Five Years Later, KC-46 Wing Refueling Pods Still Lack FAA Approval The Air Force’s KC-46 tanker has been plagued by issues for years now, most of them related to its Remote Vision System and refueling boom. But a Pentagon report released late last month detailed problems with another key Pegasus feature: its Wing Aerial Refueling Pods. The WARPs, mounted on the aircraft’s wings, are supposed to allow the KC-46 to refuel two aircraft simultaneously, as opposed to most of the current USAF tanker fleet that can only use a centerline drogue to refuel one aircraft at a time. The Air Force said it successfully tested the pods in 2019, and Boeing officials expressed confidence in January 2021 that they would receive FAA certification soon. But the Director of Operational Test & Evaluation’s 2023 annual report released in January noted that the pods, along with well-publicized RVS and boom redesigns, are delaying the completion of initial operational test and evaluation for the KC-46. IOT&E, necessary for a full-rate production decision, was supposed to happen for the WARP system in April 2023. Instead, the process was suspended, the report said. “The WARP system was not able to enter IOT&E or be released for operational employment, because it failed several compliance criteria for FAA supplemental-type certification,” the report stated. Specifically, the WARPs did not meet certification requirements for cowling bird strike, lightning tolerance, and wiring corrosion protection. Boeing referred queries to the Air Force, and an Air Force Life Cycle Management Center spokesman said the KC-46 program office “is in the process of obtaining all the required FAA certifications … [and] currently conducting a schedule risk assessment to obtain firm completion dates.” The report, based on data and information through the end of fiscal 2023, suggested the program office hoped to have the WARP system ready for IOT&E by the first quarter of fiscal 2024—the last three months of calendar year 2023. But the Air Force spokesman said the process was “slightly delayed.” “Preparations are underway for a start in the second quarter of fiscal year 2024,” the spokesman said, adding that FAA certifications will not delay testing, “as IOT&E will be conducted using one of the production article pods.” Other issues remain as well. The KC-46’s operational readiness and mission capable rates “remained steady at well below their threshold requirements,” the report stated. “A notable factor adversely affecting availability metrics is the time-based maintenance driven by underlying commercial 767 requirements, along with commercial parts supply chain delays that contribute to a significant portion of the aircraft down-time,” the report explained. The Air Force spokesman said Boeing and the service have reviewed the “A Check” maintenance schedule and shifted those tasks from every six months to every two months to improve availability. Other reviews are ongoing and “changes will be made when performance data and analysis supports a change,” the spokesperson said. The DOT&E report also noted continued problems with the Automatic Performance Tool and technical documents meant to guide the KC-46’s cargo operations. Those problems were part of what led the Air Force Operational Test and Evaluation Center (AFOTEC) to issue a Category I emergency deficiency report for cargo operations in 2022, though that deficiency was later lowered to a Category II. The report authors recommended that the Air Force and Boeing complete development of an “improved” cargo operations manual, and the AFLCMC spokesman said that effort is still in progress, with an anticipated release date in the third quarter of fiscal 2024. https://www.airandspaceforces.com/kc-46-wing-refueling-pods-lack-faa-approval/ Westwind Thrust Reversers Deploy Unexpectedly Two weeks after the March 2019 crash involving an IAI Westwind in Yukon, Oklahoma, two people who were familiar with jet told the NTSB investigator-in-charge that the aircraft had had an inadvertent reverser deployment four-to-five weeks before the accident. The earlier incident took place when the jet exited the runway after landing, and both pilots involved in the crash knew about it. In fact, the accident copilot was flying the jet when it happened. The event had been reported to an FAA inspector at the Oklahoma Flight Standards District Office. The lead investigator of the accident in Yukon, Oklahoma, coordinated with the NTSB’s labs to have components of the throttles examined. A specialist arranged to have the components scanned by x-ray radiograph and computed tomography. The scans conducted in a Chicago lab showed multiple irregularities. Of special note, there was missing, displaced, or distorted liner material in the thrust reverser Teleflex cable. There was also old black grease along the inside sheath of the thrust reverser control cable. The throttle components were shipped back to the NTSB’s materials lab. There, an engineer found that the left micro stow switch in the throttle did not work as designed, and both the left and right stow switches showed arc wear due to aging. There were also other thrust reverser components that were not airworthy and that would have affected control of the system. The electrical wiring of the left thrust reverser did not conform to the manufacturer’s electrical drawings. There were missing connections on the terminal board, the terminal board cover was missing, and wires were not of the proper length and were not properly secured. The CT scan of the left actuator “OUT OF STOW” switch showed an internal rivet was broken. In addition, the left thrust reverser retarder system was jammed in a midway position, and it was only freed when the Teleflex cable was removed. This discovery very likely explained why the retarder in the 2014 accident in Huntsville, Alabama, didn’t work right. Years Of Maintenance Neglect The ancient black grease, the damaged Teleflex cable, the worn stow switches and the jammed retarder all pointed to years of neglect. Jumbled and broken wiring in the reverser controls pointed to inept repairs. Another example of shoddy maintenance was the poor condition of the required cockpit voice recorder, which had also been neglected. The last flight when a voice recording was made was in 2007. That the jet continued to serve for so many years despite poor maintenance is, in a way, a tribute to their sturdiness. As long as pilots handled the throttles gently, the thrust reversers remained closed in flight. The NTSB found the probable cause of the accident at Sundance Airport to be the jet’s “unairworthy thrust reverser (T/R) system due to inadequate maintenance that resulted in an asymmetric T/R deployment during an approach to the airport and the subsequent loss of airplane control.” It is likely the accident jet in Huntsville, Alabama, was afflicted with the same kind of hidden deterioration as the jet in Oklahoma. The NTSB did not question IAI’s testing and certification assumptions regarding the pilot’s ability to control the Westwind with a reverser deployed. The conditions the two accident jets experienced were probably outside those that pilots could realistically be expected to handle. The aircraft were both very close to the ground, and both were slow. The onset was sudden and unexpected. The thrust retarders did not function properly. Pitch up slowed the jets, particularly the jet at Sundance Airport aircraft. Two sets of experienced pilots could not recover from reverser deployments that test pilots were able to manage. It may be that the flight tests weren’t sufficiently realistic. Manufacturer IAI’s flight tests, which were conducted in 1976, justified the removal of an important safety feature. The Westwind had been designed with a nose gear contact switch that disarmed the thrust reversers in flight. In 1977, IAI issued a service letter authorizing the removal of the switch at the owner’s discretion. Neither accident jet had the nose gear switch. If they had, it would have prevented the accidents. Another question must be asked. The jet that crashed at Sundance Airport was 41 years old. Both pilots knew about the recent previous inadvertent deployment and were concerned enough to notify an FAA inspector. Yet, apparently, no steps were taken to troubleshoot the problem and fix it before the accident. Why? I suspect many pilots know that old aircraft develop anomalies, and they accept the added risk. However, a thrust reverser is one system where risks should not be ignored. Considering the age of the Westwind fleet and the likelihood of inconsistent maintenance on the thrust reverser system, an FAA airworthiness directive requiring reinstallation of the nose gear contact switch is probably appropriate. It could be a lifesaver. https://aviationweek.com/business-aviation/safety-ops-regulation/westwind-thrust-reversers-deploy-unexpectedly-part-2 CALENDAR OF EVENTS • SINGAPORE AIRSHOW 2024 - February 20 - 25 • HAI Heli-Expo 2024 - February 26 - 29 - Anaheim, CA • 2024 Women in Aviation International Conference - March 21-23 (Orlando) • SMU Air Law Symposium - March 21-22, 2024 ( Dallas, TX) • 2024 ACSF Safety Symposium – Air Charter Safety Foundation - April 1-3, 2024 • Blazetech - Aircraft Fire Hazards, Protection, and Investigation Course June 4 - 7, 2024 • Airborne Public Safety Association, Inc. (APSCON 2024) - July 29 - August 3; Houston TX • Asia Pacific Airline Training Symposium - APATS 2024, 0-11 September, 2024, Singapore • • 2024 ISASI - Lisbon, Portugal - September 30 to October 4, 2024 • 2024 NBAA Business Aviation Convention & Exhibition - Oct. 22-24 (Vegas) Curt Lewis