Flight Safety Information - December 2, 2022 No. 232 In This Issue : Incident: Condor A320 at Munich on Nov 30th 2022, nose wheel steering failure : Incident: Jazz CRJ2 at Washington on Nov 27th 2022, stall fail : Dallas air show pilots were given no altitude advice before crash, NTSB report says : Woman Tried to Open Airplane Door at 37,000 Feet and Bit the Passenger Who Tried to Stop Her on Flight : FAA Proposes Overhaul Of Airliner Certification : Embry-Riddle Aeronautical University is Looking to Expand Certified Flight Instructor Team : Southwest Airlines Is Speeding Up Boarding Using Data Science : Boeing to build two new KC-46A aerial refueling aircraft and avionics for Japan in $398.2 million order : Icelandair's 1st Female Pilot Retires After 38 Years At The Airline : Can the Air Force train nearly 1,500 pilots this year? : Bombardier Inaugurates Largest Business Jet MRO Facility in the UK : Positions Available: Flight Operations Quality Assurance Analyst : Postponement - ESASI FocusOn...ICAO - 7 December 2022 : Thomas Reese Joins Unmanned Safety Institute as Head of Operations Incident: Condor A320 at Munich on Nov 30th 2022, nose wheel steering failure A Condor Airbus A320-200, registration D-AICA performing flight DE-1523 from Las Palmas,CI (Spain) to Munich (Germany) with 176 people on board, was descending towards Munich when the crew reported an eletrical problem that affected their nose wheel steering. The crew anticipated that the aircraft would not be able to vacate the runway on its own. The aircraft continued for a safe landing on runway 08R and stopped on the runway. The crew subsequently advised ATC they had succeeded in resetting the system and taxied to the apron. The aircraft remained on the ground in Munich for about 13 hours before returning to service. https://avherald.com/h?article=501c79ef&opt=0 Incident: Jazz CRJ2 at Washington on Nov 27th 2022, stall fail A Jazz Aviation Canadair CRJ-200, registration C-FFJA performing flight QK-8869 from Ottawa,ON (Canada) to Washington National,DC (USA) with 53 people on board, was dispatched according to minimum equipment list requirements with the right hand thrust reverser inoperative. The aircraft was on approach to Washington's National Ronald Reagan Airport when the crew received a "STALL FAIL" caution indication. The crew worked the related checklists, consulted with maintenance, informed ATC and calculated their landing distance required, which exceeded the landing distance available at the national airport (wet runway, weather conditions, the distance needed to be increased by 25% plus an additional distance due to adding 10 knots to the Vref due to the stall fail indication). The crew therefore decided to divert to Washington's International Dulles Airport, ATC declared emergency for the flight while the crew advised there was no emergency situation. The aircraft landed safely on Dulles' runway 19L about 40 minutes later. https://avherald.com/h?article=501c78c0&opt=0 Dallas air show pilots were given no altitude advice before crash, NTSB report says DALLAS — Just before a midair collision that killed six at a Dallas air show, a group of historic fighter planes was told to fly ahead of a formation of bombers without any prior plan for coordinating altitude, according to a federal report released Wednesday. The report did not give a cause of the crash. A P-63 Kingcobra fighter was banking left when it struck a B-17 Flying Fortress bomber behind the left wing during the Nov. 12 air show featuring World War II-era planes, the National Transportation Safety Board said in its preliminary findings. All six people aboard the planes — the pilot of the fighter and the bomber's pilot, co-pilot and three crew members — died as both aircraft broke apart in flight, with the bomber catching fire and then exploding on impact. There had been no coordination of altitudes in briefings before the flight or while the planes were in the air, the NTSB said. The report said that the Kingcobra was the third in a formation of three fighters and the B-17 was the lead of a five-ship bomber formation. Eric Weiss, an NTSB spokesperson, said the agency is trying to determine the sequence of maneuvers that led to the crash. It is also examining whether such air shows normally have altitude deconfliction plans. "Those are precisely the types of questions our investigators are asking," Weiss said. "What was the process? What's the correct process? And what happened?" John Cox, a former airline captain with more than 50 years' experience, was surprised that the NTSB found there wasn't an altitude deconfliction brief before or during the flight. He said these take place in other air shows, but he's not certain whether they're standard for the Commemorative Air Force, which put on the Wings over Dallas show. A person familiar with the show's operations that day said the air crews were given general altitude direction in their morning pre-show briefing. However, there was not a discussion of specific altitudes for each pass the aircraft were going to perform, said the person, who was not authorized to discuss the matter publicly and did so on condition of anonymity. Typically fighters fly above bombers, and when a group is called to make a pass that could put planes at the same or nearly the same altitudes, they maintain a lateral separation from each other, the person said. In general, the person continued, it's the responsibility of the air boss to set out a plan for maintaining either vertical or lateral separation. Wings Over Dallas was the group's last show of the season, the person said. The NTSB said the fighter formation had been told by the air boss to proceed to a line that was 500 feet from where the audience was lined up at Dallas Executive Airport, while the bomber formation was told to fly 1,000 feet from the audience viewing area. The NTSB said a navigation device on the bomber "contained position information relevant to the accident" but a device on the fighter didn't record during the flight. The Commemorative Air Force, which put on the show for Veterans Day, said Wednesday that they're continuing to work with the NTSB and are grateful for that agency's "diligence in looking into anything that could have been a factor to cause the accident." The group said they can't speculate on the crash's cause. The Commemorative Air Force previously identified the victims as: Terry Barker, Craig Hutain, Kevin "K5" Michels, Dan Ragan, Leonard "Len" Root and Curt Rowe. All the men were volunteers who had gone through a strict process of logging hours and training flights and were vetted carefully, Hank Coates, CEO of Commemorative Air Force, said after the crash. Cox said the planes were flown by experienced pilots and that it's "virtually certain" the pilot of the smaller, more maneuverable fighter didn't see the bomber. He said understanding how this happened will be a central challenge for investigators. "What happened for two pilots of this skill level to end up in the same airspace at the same time?" said Cox, the founder of Safety Operating Systems, which helps smaller airlines and corporate flight services around the world with safety planning. The air show collision came three years after the crash of a bomber in Connecticut that killed seven, and amid ongoing concern about the safety of shows involving older warplanes. The B-17, a cornerstone of U.S. air power during World War II, is an immense four-engine bomber that was used in daylight raids against Germany. The Kingcobra, a U.S. fighter, was used mostly by Soviet forces during the war. Most B-17s were scrapped at the end of World War II and only a handful remain today, largely featured at museums and air shows, according to Boeing. https://www.usatoday.com/story/news/nation/2022/12/01/dallas-air-show-crash-national-transportation-safety-board-report/10815967002/ Woman Tried to Open Airplane Door at 37,000 Feet and Bit the Passenger Who Tried to Stop Her on Flight A woman was arrested after trying to open an airplane door mid-flight and viciously attacking a passenger who tried to stop her. Elom Agbegninou, 34, was on a flight from Houston to Columbus when the incident occurred, and newly released court documents detail just what happened on the plane, including the injuries inflicted on the passenger assisting the flight crew with restraining the woman. According to documents released by the U.S. District Court for the Eastern District of Arkansas, the woman said that "Jesus told her to open the plane door." Here's what happened. Strange Behavior Court documents say Agbegninou walked up to the back of the plane mid-flight and stared at the exit door. A flight attendant asked her to either use the bathroom or return to her seat. Another flight attendant said Agbegninou asked to look out of the window. When she was denied her request, Agbegninou pushed past the crew and attempted to open the exit door at 37,000 feet. Chaos At 37,000 Feet A passenger heard someone say, "she's trying to open the door," and headed to the back of the plane to help subdue the unruly passenger. Agbegninou was wrestled to the ground, but not before she bit the passenger on the thigh, holding on until the person "worked their fingers up to (her) jawline in an attempt to have (her) release the bite, which she eventually did." Frightened Passengers Other passengers on the plane were terrified by the commotion. "They were rushing to the back of the plane to help," passenger Ding Yu told Fox News Digital about the passenger who was attacked. "I was thinking about the worst case, probably that plane will crash, but I know it's a very low probability." Emergency Landing When Agbegninou was forcibly prevented from further attacking the passenger, she started banging her head on the plane floor. She later said, "Jesus told her to fly to Ohio and Jesus told her to open the plane door." The Southwest flight was forced to make an emergency landing at Bill and Hillary Clinton National Airport in Little Rock, Arkansas, turning what should have been a three-hour trip into a six-hour nightmare. Arrested and Removed Agbegninou was removed from the plane by law enforcement, and the bite victim has been given antibiotics and hepatitis shots at a local hospital. Court documents say the victim called a veterans' crisis hotline after the incident. Agbegninou says she left home without telling her husband and said she was en route to Maryland to stay with a friend—she had no baggage with her on the flight. She admitted trying to open the door and biting the passenger, saying she "became very anxious and normally would not have done those things." Agbegninou could now face charges of assault within the maritime and territorial jurisdiction, plus interference with the flight crew. https://www.yahoo.com/lifestyle/woman-tried-open-airplane-door-125826469.html FAA Proposes Overhaul Of Airliner Certification The FAA has published its response to the 737 MAX certification debacle in the form of a 117-page Notice of Proposed Rulemaking (NPRM) that aims to rid the system of loopholes and regulatory gaps that played a role in the tragic crashes of the aircraft shortly after it was signed off. “The FAA proposes revised and new safety standards to reduce the likelihood of potentially catastrophic risks due to latent failures in critical systems,” the agency says in its overview of the NPRM. “With this action, the FAA seeks to reduce risk associated with airplane accidents and incidents that have occurred in service, and reduce risk associated with new technology in flight control systems.” The overhaul is directed at Part 25 transport category aircraft. The NPRM focuses mainly on what it terms “latent failures,” which it defines as failures that are “not apparent to the flightcrew or maintenance personnel” and can combine with other failures with catastrophic results. In the case of the MAX, bad data from angle of attack indicators caused a hidden software system designed to improve handling characteristics to push a Lion Air and an Ethiopian Airlines aircraft into unrecoverable dives. A total 346 people were killed. Because much of the technology is new, the way systems can fail are also new and that, says the FAA, requires an overhaul of the certification process. Fundamental to that overhaul is the standardization of safety criteria not only at the FAA but with regulators in other countries, the NPRM says. The document is likely to prompt much discussion among regulators and the industry, but the agency says it’s work that has to be done so that accidents can be prevented rather than serve as a primary source of data on aircraft flaws. “The proposed standards would also improve the likelihood that operators discover latent failures and address them before they become an unsafe condition, rather than discovering them after they occur and the FAA addressing them with airworthiness directives (ADs),” the NPRM says. https://www.avweb.com/aviation-news/faa-announces-overhaul-of-airliner-certification/ Embry-Riddle Aeronautical University is Looking to Expand Certified Flight Instructor Team Embry-Riddle Aeronautical University’s Prescott, Arizona campus has openings available for Certified Flight Instructors to join their Team. Please see an extract of the job post below. “Job Duties • Provide flight, simulator, and ground instruction in accordance with ERAU syllabi and FAA regulations and procedures. • Prepare schedules, maintain records, and ensure that course standards, training requirements, and objectives are met by each student in each flight course. • Perform the duties of a certificated flight instructor as authorized by the Federal Aviation Administration in accordance with the approved Training Course Outline. • Ensure all students understand and practice all aspects of ERAU’s Aviation Safety Program. • Regularly schedule each assigned student to ensure satisfactory progress through the course and immediately inform your supervisor of any delays in training or satisfactory progress. • Be responsible for accurately maintaining all appropriate records to include student training record, student logbook, and computer records. • Ensure that course standards, training requirements, and objectives are met by all assigned students as stipulated in the applicable Training Course Outline. • Initiate stage check and End-of-Course requests for assigned students. • Be responsible for the timely course completion of all flight students assigned including completion of required paperwork. • Monitor the maintenance condition of the training aircraft and inform ERAU maintenance personnel of any questionable items. • Recommend curriculum and courseware improvements when appropriate and develop new curriculum or courseware as assigned. • File incident reports as necessary to report any observed safety violations or situations that may affect the safety of flight. • Attend administrative, standardization, in-service training, and instructor development meetings as assigned. • Perform duties as a stage check instructor when permitted and as required, after receiving FAA approval. • Assist with special projects to include but not limited to: TCO rewrites, changes to ERAU ops manual, aircraft standardization manuals and SOPs, participate in working groups and flight evaluation boards. • Complete other duties as assigned. Qualifications • FAA Certified Flight Instructor for Airplane Single-engine land (required) and instrument airplane (Preferred). • Proficient with aircraft piloting skills including familiarity with and the ability to perform required flight maneuvers and procedures at the commercial pilot level. • Knowledge of and ability to apply effective instructional knowledge and technique in the classroom and in the airplane. • Knowledge of appropriate Federal Aviation Regulations and Embry-Riddle Aeronautical University Academic, administrative, operational procedures and requirements. • Ability to work well under pressure in fast-paced and noisy environment while exercising sound judgment at all times. • Must hold at a minimum a current second class FAA Medical Certificate.” • To learn more about the job and to apply, click here. https://afm.aero/embry-riddle-aeronautical-university-is-looking-to-expand-certified-flight-instructor-team/ Southwest Airlines Is Speeding Up Boarding Using Data Science It seems like the low-cost carrier is still being stubborn on not shifting from unassigned seating rules. For a low-cost carrier that still insists on unassigned seating arrangements, Southwest Airlines is giving another go at attempting to speed up the frustratingly slow process of boarding passengers. This time around, the budget carrier will use data science, and the trial attempts will be conducted at Hartsfield-Jackson Atlanta International Airport this month. Southwest's turn time is too long For context, Southwest Airlines used to be famous for being able to turn aircraft around in 10 minutes or less as part of its '10-Minute Turn' strategy. Such a strategy was achievable in the early 1970s when the low-cost carrier only offered around 14 daily round trips between Dallas and Houston, seven between Dallas and San Antonio, and has just opened new routes between Houston and San Antonio. However, as the airline grew more significant and passenger demand surged higher, turn times have also changed for the longer, given how the airline's average during pre-pandemic years was around 40 minutes. While the airline still has some of today's quickest turn times for narrowbody aircraft operations, it is still a far cry from its early-on '10-Minute Turn'. The massive difference comes from a mix of factors, especially from the boarding phase. One notable factor is how unassigned seating means that passengers are only given boarding positions and are frantic about preserving their positions. With such anxiety, there is typically some form of dashing toward the aircraft from the gate as some try to 'beat others' to their desired seats. As one can imagine, passengers rushing to the aircraft generally create an unwanted queue, affecting turn time. Another critical factor is how sometimes, the lack of an aerobridge sometimes doing boarding has intrigued plenty of snap-happy passengers, whereby they take the time on their way to and from the aircraft to take photos or videos of whatever is happening on the apron. No doubt it's always exciting and memorable to capture pictures or videos of the apron, but it does occasionally cause a delay during the boarding and de-planing process. Southwest is turning to data science for help The budget carrier has been trying various ways other than the traditional boarding process to reduce its turn time, such as trialing dual-boarding and de-planing approaches at significantly busier airports. But despite how dual-boarding and de-planing have shown slightly quicker turn times, the allowance of using such a system does usually depend on the airport's facilities, as emphasized by Southwest Airline's Senior Vice President of Operations & Hospitality, Steve Goldberg: "It's just not as easy as pulling up another set of stairs to the plane and saying, 'Get off or get on.' There are other opportunities within the turn we need to work on to gain the maximum potential." And Chief Executive Officer Bob Jordan agrees as he feels the low-cost carrier needs to start modernizing and investing more in data science to iron out the boarding process. Using data science, Southwest Airlines can collect real-time feedback and monitor the boarding process as it carries out trial approaches, such as letting families board first and getting them to sit towards the back of the aircraft. The budget carrier can also use data science and real-time data to better understand the best time for passengers to board or de-plane, when the bottlenecks are likely to occur, and the factors that trigger them. Additionally, data science could help the airline foresee possible solutions that can be immediately applied when such situations arise, providing an immediate fix to delays during the boarding or de-planing process. Bottom line With data science, Southwest Airlines can experiment with several tweak adjustments to its boarding process with actual passengers and get real-time feedback. If the tweaks work, the airline will likely decide to implement them permanently. However, the airline is also looking to ensure that such tweaks do not alter its low-cost business model and do not significantly impact its EarlyBird and priority boarding offerings. https://simpleflying.com/southwest-airlines-speeding-up-boarding-using-data-science/ Boeing to build two new KC-46A aerial refueling aircraft and avionics for Japan in $398.2 million order The KC-46A is based on the Boeing 767-200 widebody passenger jet. The multirole aerial tanker can refuel U.S., allied, and coalition military aircraft. WRIGHT-PATTERSON AFB, Ohio – U.S. Air Force aerial refueling experts are asking the Boeing Co. to build two new KC-46A Pegasus military aerial refueling and strategic military transport aircraft for Japan under terms of a $398.2 million order announced Tuesday. Officials of the Air Force Life Cycle Management Center at Wright-Patterson Air Force Base, Ohio, are asking the Boeing Defense, Space & Security segment in Tukwila, Wash., to build the KC-46A aircraft for the Japan military. The KC-46A aircraft is based on the Boeing 767-200 widebody passenger jet. The multirole aerial tanker can refuel all U.S., allied, and coalition military aircraft compatible with international aerial refueling procedures. In addition to refueling other aircraft in midair, the KC-46A also can carry passengers, cargo, and medical patients. The KC-46A aircraft can detect, avoid, defeat, and survive threats using several layers of electronic protection that enable it to operate safely in medium-threat environments, Boeing officials say. Honeywell Aerospace, Northrop Grumman Corp., and Raytheon Technologies Corp. are among the companies providing avionics subsystems and components for the KC-46A. Honeywell Aerospace in Coon Rapids, Minn., provides the air data inertial navigation system for the KC-46A, while the company's facility in Phoenix provides the auxiliary power unit. The Honeywell Aerospace facility in Tucson, Ariz., provides the KC-46A cabin pressure control system, while the company's facility in Urbana, Ohio, provides the tanker's lighting system. The Northrop Grumman Electronic Systems segment in Rolling Meadows, Ill., provides the KC-46A's Large Aircraft Infrared Countermeasures (LAIRCM), while the Raytheon Intelligence & Space segment in El Segundo, Calif., provides the tanker's digital radar warning receiver and digital anti-jam global positioning system (GPS) receiver. The Raytheon Collins Aerospace segment in Cedar Rapids, Iowa, provides the KC-46A integrated display system with 15.1-inch diagonal liquid crystal displays, which are based on the avionics suite for the Boeing 787 Dreamliner passenger jet. Collins Aerospace also provides the KC-46A's tactical situational awareness system, remote vision system 3-D and 2-D technology for the boom operator, the communications, navigation, surveillance (CNI) system, networking, and flight-control systems. The DRS Technologies Inc. Laurel Technologies Partnership in Johnstown, Pa., provides the KC-46A's aerial refueling operator station (AROS). The Eaton Aerospace facility in Grand Rapids, Mich., provides the tanker's electromechanical and cargo door actuation systems. Woodward Inc. in Skokie, Ill., meanwhile, provides the sensor system, control unit, and telescopic and flight control sticks for the KC-46A-s aerial refueling boom. GE Aviation Systems facilities in Grand Rapids, Mich., and Clearwater, Fla., provide the KC-46A mission control system avionics, which provide integrated communications management to support air traffic management data link, and enable the aircraft to perform with navigation precision not currently available to the tanker fleet. GE Aviation also provides the KC-46A flight management system (FMS), which helps the aircraft fly relatively short flight paths and idle-thrust descents to reduce fuel consumption, while lowering emissions and reducing engine noise. Japan will form a new squadron for its KC-46As at Miho Air Base to operate with the nation's existing tanker fleet of four KC-767 and two KC-130H tankers. The new tankers will help refuel the Japan’s fleet of Lockheed Martin F-35A and F-35B joint strike fighters, Mitsubishi F-15 and F-2 jet fighters, and Bell-Boeing MV-22 Osprey tiltrotor aircraft. On this order Boeing will do the work in Everett, Wash., and should be finished by June 2025. https://www.militaryaerospace.com/sensors/article/14286433/avionics-aerial-refueling-aircraft Icelandair's 1st Female Pilot Retires After 38 Years At The Airline She was greeted with a water cannon salute after her final landing. Earlier this week, Icelandair said goodbye to its first-ever female pilot, who retired after a spell at the carrier that lasted almost four decades. Sigríður Einarsdóttir's final duty with the airline saw her fly a Boeing 757 from Copenhagen Kastrup Airport (CPH) to Reykjavík-Keflavík International (KEF) on November 30th, 2022. The first of her kind While representation for female pilots around the world is slowly but surely improving, it all had to start somewhere. In Icelandair's case, this began 38 years ago, when Sigríður Einarsdóttir came onboard as the Icelandic flag carrier's first female pilot. This would pave the way for more to follow in her footsteps into what was previously considered to be a male-dominated line of work. When Einarsdóttir first stepped into the cockpit of an Icelandair plane in 1984, the model in question was, as Iceland Review notes, a Fokker F27 'Friendship' turboprop. By 1987, she had transitioned to flying jet-powered aircraft, and 12 years after first joining the Icelandic carrier, she was promoted from First Officer to Captain. Einarsdóttir flew a wide range of aircraft and routes during her 38 years at Icelandair. As seen in the tweet embedded above, she was also even part of an all-female crew that transported vital NATO documents earlier this year. The final flight As mentioned earlier, Einarsdóttir's final flight as an Icelandair captain took her from Copenhagen back to the carrier's Reykjavík-Keflavík. Icelandic publication Vísir notes that the airline arranged to have her favorite aircraft, a Boeing 757-200 registered as TF-FIR and named Vatnajökull, operating this special final flight. FlightRadar24.com shows that the flight in question, which bore the number FI205, touched down 15 minutes early on November 30th, at 15:15 local time. After this, she was greeted with a water cannon salute, before a guard of honor from Icelandair's female pilots accompanied her off the aircraft. The carrier stated: "We warmly congratulate Sigríður on her career and thank her for her important role in paving the way for others. We’re proud to bring the spirit of Iceland to the world: gender equality is a key part of that spirit, and one of our core values." Despite Einarsdóttir's achievements, aviation in both Iceland and the world as a whole still has a long way to go in terms of female representation. Indeed, Iceland Review notes that just 13% of the country's pilots are women. According to the publication, Einarsdóttir states that this growth has been slow, explaining: "After ten years, there were three of us. After twenty years, the tenth woman was hired. (...) This isn’t a man’s job anymore. We’ve shown and proved this." Today, Icelandair has a total of 77 female pilots on its books. While Einarsdóttir is no longer one of these, this doesn't mean that her flying days are over. Indeed, she plans to spend her retirement in the air, by renewing her private pilot's license and continuing to fly smaller aircraft, albeit just on a general aviation basis. https://simpleflying.com/icelandair-1st-female-pilot-retires/ Can the Air Force train nearly 1,500 pilots this year? ORLANDO — The Air Force aims to train around 1,470 new pilots in fiscal 2023, which remains a lofty goal amid an enduring shortage of flyers. Though the target is close to the service’s plan to graduate 1,500 pilots per year by 2024, hitting it will be a challenge, said Air Education and Training Command boss Lt. Gen. Brian Robinson during a live taping of the “War on the Rocks” podcast here Wednesday. “We are doing the best we can with the resourcing levels that we have, in terms of manning, weapons system sustainment, parts and supply, things of that nature,” he said. The service has spent the past several years modernizing that curriculum, hoping to speed up pilot production while helping airmen retain more information. Robinson said he’s concerned about meeting the twin needs of improving flight school while also preparing for a possible conflict with a country like China or Russia. If a crisis requires the Air Force’s pilot training bases to start six- or seven-day workweeks, he said, then so be it. But that’s unlikely unless the U.S. goes to war with another world power and urgently needs more pilots. Still, some instructors say they are struggling with a crushing workload. Flight simulator instructors are also hard to come by, with many heading to commercial airlines or other private companies even as the Air Force increasingly turns to virtual training. A widespread ejection seat issue that required the Air Force to check hundreds of training aircraft to see whether the seats would work as intended also waylaid the enterprise this year. Robinson suggested it’s time to rethink the training pipeline altogether. “Probably, I need to get away from calling it the ‘pipeline,’” he said. “Here’s the training criteria, the competencies you need to demonstrate, and once you’ve demonstrated them, you’re on to the next piece,” Robinson said. “But … you can’t move them through without regard for the other portion of the system.” That can cause another problem, though: an unpredictable, fluctuating volume of student pilots at various points in the program. Robinson also worries airmen won’t feel as connected to their pilot training cohort if courses are more individualized. “Culturally, that’s a challenge. We’ve experienced some of this as we looked at Pilot Training Next,” he said, referring to the flight school program that uses iPads and other technology to streamline those lessons. “When we think about esprit de corps and unit camaraderie and unit identification, it’s disruptive to that model,” he added. Still, Robinson suggested the Air Force could break its traditional undergraduate pilot training model. Students join one of several classes that start throughout the year on a rolling basis, and graduate alongside that same cohort at the end of several weeks together. A new approach could start trainees at the same time, but group them into new graduating classes based on when they’re ready to move on. That could give slow learners more time to learn the material before advancing to more complex aircraft, without holding back those who pick up the lessons sooner. What matters is that operational units receive well-prepared airmen in a timely manner, not just whether an airman followed a particular training schedule, Robinson added. The service’s annual pilot production goals often prove elusive, as does a long-term solution for retaining experienced aviators. In practice, that shortfall means pilots are assigned to fly more missions and longer sorties instead of training or resting. More than 12,000 pilots serve in the active duty Air Force. The service typically falls about 2,000 pilots short of its overarching goal of 21,000, including those who fly for the Air National Guard and Air Force Reserve. “We’ll find that sweet spot that balances the quality of life for our airmen and their families and the quality of service for delivering the capability for the nation,” Robinson said. https://www.airforcetimes.com/news/your-air-force/2022/12/01/can-the-air-force-train-nearly-1500-pilots-this-year/ Bombardier Inaugurates Largest Business Jet MRO Facility in the UK The expansion more than doubles Bombardier’s London Biggin Hill Service Centre footprint to nearly 250,000 square feet. Bombardier announced the inauguration of its expanded London Biggin Hill Service Centre, the latest addition to the company’s extensive and growing worldwide customer service network. Located at the bustling London Biggin Hill Airport, the newly enhanced London Biggin Hill Service Centre has grown to nearly 250,000 square feet (approximately 23,225 square meters), adding a suite of new maintenance and modification capabilities and full-service interior finishing capacity for its family of Learjet, Challenger and Global aircraft. With its new, sought-after service capabilities and additional hangar space, Bombardier’s gleaming service center – the largest business jet MRO facility in the UK – is the perfect oasis for customers of the OEM’s growing fleet of business jets. Bombardier’s London Biggin Hill Service Centre is the largest tenant at the London Biggin Hill Airport, providing customers with complete heavy maintenance capabilities, wheel and battery shops, a component paint shop and more. The new hangar has transformed from eight to 22 service bays, increasing on-site capacity to accommodate a wide array of aircraft, including up to 14 Global 7500 aircraft at one time – as well as Bombardier’s newly launched Global 8000 business jet when it enters into service in 2025. “With the expansion of the London Biggin Hill Service Centre, we are taking another step in showcasing our unwavering commitment to our European customers with industry-leading services on a global scale – OEM expertise that customers demand and expect from Bombardier,” said Jean-Christophe Gallagher, executive vice president, Services and Support, and Corporate Strategy. “The European market is a very important one for Bombardier and this expansion perfectly underscores our ongoing commitment to the region, allowing us to be closer to our customers and offering them even more world-class services and support.” Originally inaugurated in 2017, the London Biggin Hill Service Centre, provides a shining example of how Bombardier is enhancing the accessibility of its OEM expertise for customers worldwide and redefining its position as a leader in aftermarket services. This expansion will bring the facility’s workforce to more than 250 employees, with the expectation to grow this number given increasing demand for support. And as one of the busiest business aviation airports in the UK in terms of aircraft movements, London Biggin Hill Airport is home to more than 70 aerospace companies and boasts more than 1,300 jobs. Over the past number of years, Bombardier has developed a successful collaboration with the airport, which has helped boost local employment and increase supply chain activities. “London Biggin Hill Airport is in a strategic location for business aviation operators – and we are thrilled that Bombardier is committed to its long-term relationship here,” said Robert Walters, commercial director of Biggin Hill Airport. “Bombardier has been a tremendous collaborator and we will continue to work closely together as a leading centre for aviation technology and innovation and as a catalyst for business aviation growth in the region.” Bombardier’s focus on an environmentally respectful approach to its design and project development is also an essential part of the newly transformed service facility. Key projects include the installation of solar panels and electrical charging stations on site, building on Bombardier’s commitment to reduce its environmental footprint. Bombardier is also announces JETEX as its preferred FBO provider at the London Biggin Hill Service Centre. JETEX will offer customers concierge services onsite, extending Bombardier’s customer service offerings. The expansion of the London Biggin Hill Service Centre – in concert with new facilities in Miami, Florida and Melbourne, Australia and the expansion of its service center in Singapore – continues to underscore Bombardier’s comprehensive global commitment in providing the best customer service experience in business aviation today. https://www.aviationpros.com/aircraft/maintenance-providers/mro/press-release/21288723/bombardier-bombardier-inaugurates-largest-business-jet-mro-facility-in-the-uk Flight Operations Quality Assurance Analyst Indianapolis, IN US ID JR-003892 Category Flight Operations Quality Assurance Analyst Schedule Full time POSITION PURPOSE Processes day-to-day raw data using Flight Operational Quality Assurance (FOQA) and program Ground Data Replay Analysis System (GDRAS). Creates weekly and monthly deliverables in addition to working with Gatekeepers and other members of FOQA and FOQA Management Team (FMT). ESSENTIAL DUTIES To perform this job successfully, an individual must be able to perform each essential duty satisfactorily. Reasonable accommodation may be made to enable individuals with disabilities to perform the essential functions. • Supports the FOQA Program Manager with daily administration of the FOQA efforts to ensure analysis of flight data for improved flight safety. • Oversees data collection process of aircraft fleet in conjunction with Maintenance and Engineering. • Performs data analysis, root cause analysis, and determines corrective actions of digital flight data to determine adverse events for trends in flight and maintenance operations. • Coordinates, develops, verifies and validates aircraft specific event definitions. • Prepares flight operations trending analysis charts and reports. • Compiles and presents FOQA data summaries for use by senior management, regulators, pilots, and union officials. • Performs specialized studies and fulfills special data requests. • Creates safety and FOQA department publications. • Prepares reports, presentations, and statistical data required to keep the FOQA community informed. • Reviews corrective action responses to inspections and internal evaluations findings for adequacy. • Maintains FOQA database, write database queries, program new FOQA events, and manages documentation supporting these functions. • Communicates with other airlines FOQA departments, governmental and academic institutions regarding FOQA. • Performs other duties as assigned. REQUIRED KNOWLEDGE, SKILLS AND ABILITIES The requirements listed below are representative of the knowledge, skill, and/or ability necessary to perform this job. EDUCATION and/or EXPERIENCE. • Bachelor’s degree in aviation, flight technology, engineering, or related area or a combination of education and experience. • Holds Commercial Pilot Certificate • Basic understanding of aircraft systems and/or Part 121 aviation operations. • Previous work experience in quality control, maintenance, operations, safety or a combination of these areas (preferably in 14CFR Part 121 air carrier operations). • Previous experience maintaining and enhancing corporate safety standards and safe operation practices. • Extensive working knowledge of Microsoft Office Programs, including spreadsheet and database applications. • Strong work ethic, ability to work in a fast-paced environment and a positive attitude toward teamwork. PREFERRED EDUCATION and/or EXPERIENCE • At least 3 years related experience. • Additional certifications: Dispatch, Airframe and Powerplant and/or ATP license. • Basic computer programming and statistical methods experience preferred. • Prior experience with Sagem AGS or equivalent GDRAS platforms is preferred. LANGUAGE SKILLS Ability to read, analyze, and interpret general business periodicals, professional journals, technical procedures, or governmental regulations. Ability to write reports, business correspondence, and procedure manuals. Ability to effectively present information and respond to questions from groups of managers, clients, customers, and the general public. REASONING/PROBLEM SOLVING ABILITY Ability to define problems, collect data, establish facts, and draw valid conclusions. Ability to interpret an extensive variety of technical instructions in mathematical or diagram form and deal with several abstract and concrete variables. Proven project management and analytical skills. Ability to handle numerous projects at one time and meet deadlines. Self-motivated and able to work with minimal supervision in support of the Safety Department. DECISION MAKING Makes day to day decisions used to support strategic direction. Decisions often require some thought and are somewhat structured. Decisions tend to be short term and usually moderate cost. PHYSICAL DEMANDS The physical demands described here are representative of those that must be met by an associate to successfully perform the essential functions of this job. Able to move about the work environment. Frequently required to stand, walk, sit, talk and hear. WORK ENVIRONMENT The work environment characteristics described here are representative of those an associate encounters while performing the essential functions of this job. Typically not exposed to extreme environmental conditions. TRAVEL REQUIREMENTS Travel up to 10% of the time, including overnight stays. Postponement - ESASI FocusOn...ICAO - 7 December 2022 Dear ESASI members and friends, As you are aware we had planned for the next ESASI FocusOn event to examine ICAO and the Annexes taking place on Wednesday December 7th, 2022. We had lined up a panel of presenters with wide knowledge and considerable experience of the ICAO Organisation, the implementation of the Annexes and their Standards & Recommended Practices. However, a number of our panel members now have commitments in support of their primary professional roles such that they are no longer available on the 7th of December. Therefore, the ESASI organising committee has reluctantly concluded that it should postpone FocusOn…ICAO until early 2023 rather than compromise the quality of the event. We apologise if this causes any inconvenience and very much hope that we can depend on your continuing support. We will inform you of the new scheduled date for FocusOn…ICAO as soon as it is agreed. Thank you again for your interest and support of ESASI. Best Regards, Nuno Nuno Aghdassi Secretary – ESASI, European Society of Air Safety Investigators www.isasi.org Thomas Reese Joins Unmanned Safety Institute as Head of Operations Highly Experienced Pilot with Respected Commercial UAS Background to Oversee USI’s Growing Operational Footprint Port St. Joe, Fla. (December 1, 2022) – Unmanned Safety Institute (USI) announced today that they have hired Thomas Reese as their new vice president of operations. In this role, Reese will oversee the company’s continued growth in both its academic and commercial markets. Reese brings his education in aeronautical science along with significant operational experience in both crewed and remotely piloted aviation to USI. USI President and CEO Josh Olds commented, “Thomas brings very unique qualifications to USI, continuing our commitment to integrate aviation safety practices into emerging technology utilization. Not only does he possess pilot qualifications and experience from both crewed and remotely piloted operations, but he is also a certificated A&P mechanic and brings recent four years of large-scale commercial UAS operations experience with a Fortune 500 company that was committed to a best-in-class type of program.” Olds added, “Thomas’ focus will be on managing USI’s operational growth as we scale past 500 academic institutions leveraging USI’s workforce development programs. He will also be supporting a rapidly growing number of commercial operations that are scaling to hundreds of aircraft and pilots over large geographic regions.” Reese first started his relationship with USI as a customer. “I was able to experience the USI commitment to excellence in UAS operations firsthand,” said Reese. “I was extremely impressed with how USI focused on helping us as their customer achieve the ROI that is expected of commercial drone programs. Seeing how USI leads the UAS industry in standardized workforce development through their commercial, high school, and collegiate programs, added to my excitement about my new role.” Reese continued, “The industry will need hundreds of thousands of well-trained workers over the next decade, and I’m proud to join USI in leading the development of the workforce, establishing and implementing safety standards and best practices, to provide a highly-sought-after talent pipeline.” Reese is replacing industry pioneer and long-time USI Vice President Don Shinnamon. Shinnamon will continue his work at USI as director of audit programs shaping the growing safety programs, gap audit, and best practices product line. ### About Unmanned Safety Institute Unmanned Safety Institute (USI) is the industry’s most widely recognized leader in flight safety solutions for individuals, academia and organizations focused on integrating and operating UAS for civil or commercial purposes. Unmanned Safety Institute provides UAS flight safety training and certification to operational standards based on the adoption and modification of time-honored aviation safety practices. With more than 300 instructors and over 15,000 USI Certifications awarded around the world, USI works with large commercial enterprises and nearly 500 schools in all 50 states. USI is the global leader in commercial and academic UAS training and certification, delivering the most highly regarded training program of its kind. Programs include the Small UAS & Advanced Safety Certifications, Visual Line of Sight Systems Operations™ (VSO) and Professional Remote Operator™ (PRO) certifications and Unmanned Connect™ workforce development initiative. USI’s training and certification programs are endorsed by major aviation insurance providers, widely utilized in current BVLOS operations, and implemented nationwide as a workforce pathway program from secondary or post-secondary to the career field to align skillsets to industry pay scales. Discover more at www.UnmannedSafetyInstitute.org. Contact: Stephanie Holland Stephanie.Holland@unmanned-safety.org Curt Lewis