Flight Safety Information - April 6, 2023 No. 066 In This Issue : Flying over the North Pole from Tokyo to Helsinki : Why Certain Clothes And Shoes Can Be Safety Hazards In Aircraft Accidents : How Many Boeing 747s have crashed? : Alabama medical helicopter crash leaves 2 dead, 1 injured : Two police officers dead after helicopter crashes into sugar cane field in Louisiana : US airplane near misses keep coming. Now officials are talking about averting ‘catastrophic’ incidents : General Aviation Accident Bulletin, March 20, 2023 : Two Killed In Vietnam Tourism Helicopter Crash: State Media : Owner of plane in deadly Westchester crash linked to 12 additional crashes, two fatal : Call for Nominations For 2023 Laura Taber Barbour Air Safety Award : Call for Papers is now open for 2023 CHC Safety & Quality Summit. Flying over the North Pole from Tokyo to Helsinki Gabriel Leigh • Updated: March 7, 2023 Note: See photographs in the original article. In late 2022 I joined up with Finnair’s flight AY62 from Tokyo Haneda to Helsinki – on a very unique mission. I would be tagging along with the flight crew, in the flight deck for most of the trip, in order to document what it takes to fly an A350 over the North Pole. Most of you will know why this flight now mostly has to overfly the North Pole: Russian airspace, which previously offered the most direct path from Tokyo to Helsinki, is now closed to European carriers. But Tokyo remains an important route for Finnair, and with Japan having finally reopened to visitors there’s even more incentive to operate the flight despite the new challenges, even though it now takes hours longer and requires a wildly different route – right across the top of the globe. The routing for our 12.5-hour flight took us out over the Pacific, through Alaskan airspace, and within about 20 nautical miles of the North Pole. This is airspace that relatively few aircraft traverse, and not many people will ever lay eyes on the very top of the planet. Never mind that it was in complete darkness – this was an absolute thrill for me. Finnair hands out these special diplomas to those flying over the North Pole with them – a nice touch. Below is the video I made for Flightradar24’s YouTube channel from the flight. It’s become one of our most popular ever: Polar pioneers Did you know that Finnair are actually pioneers on the polar route? They first did it back in 1983 with the DC-10, connecting Helsinki with Tokyo just like today. So-called polar routes go back to the mid-1950s. SAS famously pioneered them, but initially these weren’t truly polar – rather they were great circle routes between Los Angeles and Copenhagen with stops in Canada and Greenland. Later SAS also added Tokyo service via Anchorage, as did Air France and KLM. Air France had the distinction of being the first to operate jets over the Pole with its 707 service to Tokyo via Anchorage. But it was Finnair that was the first to operate the polar route to Tokyo from Europe nonstop, in 1983 using the DC-10-30ER. Back in those days the challenges of transpolar operations were relatively new, while these days there’s plenty of experience built up industry-wide. That plus modern aircraft reliability means these polar routes are relatively routine. That being said, there are some special considerations that go into such a flight, especially these days. A very odd routing Our initial routing on AY62 was further east over the Pacific than usual because of Russian military exercises happening off their east coast. It’s always the policy to give anything like that a wide berth. And shortly after departure, we ran into some weather. Here the A350 was a great asset because it’s able to climb to a higher initial flight level than other aircraft. We started off at 35,000 feet and would soon climb to 37,000 feet while many previous generation aircraft like the 777 were stuck thousands of feet lower and in rougher air. The reason aircraft can’t always climb to their maximum cruise altitude initially is because at higher weights (fully loaded with fuel for long flights) they are restricted to a significantly lower level and can only climb higher after they’ve burned some off. The A350 can climb as high as 43,000 feet but as we took off at maximum weight we couldn’t go any higher than 37,000 until quite a bit later on in the flight. It’s a very strange feeling to fly over Alaska enroute from Japan to Europe – but that’s exactly what we did in this case. Polar flight challenges Completing the polar crossing on the ultra-modern and capable A350 renders some of the Polar complexities much easier to deal with. Although magnetic headings become useless at the poles, where north becomes south in an instant, the navigation systems take this all in stride. Cold air masses up this way can also be an issue for some aircraft, because the fuel needs to be kept above a certain temperature for everything to run smoothly. That can mean needing to change altitudes to find warmer air – but on the A350 this is rarely an issue, as it keeps the temperatures in an optimal range even when passing through very cold air. The A350 also has ETOPS300, meaning it’s certified to fly up to 300 minutes away from the nearest diversion airport flying with one engine out. That meant we could take the most direct routing over the Pole and not have to fly longer to stay closer to civilization. The text-message based system used on this flight is known as CPDLC, and it’s very handy for doing things like requesting flight level changes and so on. Nearer to the pole though the crew still had to call in position reports on the old High Frequency radio complete with heavy static, just like the good old days. And we lost all satellite connection up this way because satellites, which mostly orbit around the equator, don’t have coverage at the poles. So in some ways, this was exactly the same as it would have been 40 or more years ago. This flight uses four pilots, who rotate in and out throughout the flight so that everyone can get some rest. Near the pole we were still in airspace controlled out of Anchorage. We’ll pass through a small piece of Edmonton control, and then it’ll be Iceland control after that. Waypoint: NOPOL The North Pole is indicated on the navigation display with the waypoint NOPOL. Though it wasn’t really possible to see much except the stars above. The tricky thing with North Pole crossings at night is that with so much flat white expanse below it can be difficult to even tell whether you’re seeing ice or cloud. But nevertheless, it felt incredibly special to be looking down at the very tip-top of the planet. Near the Pole, with some northern lights There are now some satellites whose orbits allow for coverage at the poles – but there aren’t many of them plus the bandwidth is low and data expensive, meaning we don’t take advantage of them. Maybe in the future there will be true global coverage, but not yet. Onward to Svalbard After crossing the North Pole it felt remarkably quick to reach Svalbard and then the Norwegian coast. After hours of being at least a thousand miles from anywhere, seeing all the airports marked in purple on the navigation display was a welcome sign that we were approaching civilization once again. The North Pole is amazing and all, but it also feels far away and lonely. I can only imagine what it would be like to go there on foot. A remarkable, yet routine, experience We had calm weather and a very leisurely early morning approach to Helsinki to complete this flight. Certainly one of my most incredible experiences. It’s remarkable to think this flight happens daily. It’s routine. It’s unfortunate for everyone to have to spend the extra time and money, and burn the extra fuel, to go around Russia on this route. But Finnair is in the best possible position if they do have to do this for the foreseeable future. They’ve got the most capable and modern aircraft for the job, with the fuel efficiency to maximize sustainability and cost savings given the situation. And they’ve got the experience and know-how to do this on a daily basis with maximum safety and reliability. I got my northern route diploma signed by all four pilots. Finnair hands these out to passengers too and I thing that’s a great way to acknowledge a special flight like this. You could say flying over the north pole is no big deal these days operationally speaking, but the fact that it’s no big deal is incredible in itself – a testament to how far aircraft engineering and the aviation industry has come over the years. Flying over the North Pole from Tokyo to Helsinki Why Certain Clothes And Shoes Can Be Safety Hazards In Aircraft Accidents BY MARK FINLAY PUBLISHED 2 DAYS AGO Note: See photographs in the original article. Always keep your shoes on and wear clothing made from natural materials. Photo: Airbus As people prepare to fly off over the Easter holiday, an airline safety expert has warned that certain types of clothes and shoes could be hazardous in the event of an accident or emergency landing. While speaking to the British tabloid Sun newspaper, Christine Negroni said that passengers should rethink what they wear when flying. No matter the reason for flying, the last thought on someone's mind is that the plane might crash. If, however, it is something you do think about, the clothes you wear could determine whether you survive. Modern airliners can be evacuated in 90 seconds With safety in mind, modern jet airliners are designed so that all the passengers and crew can evacuate within 90 seconds. Being an intelligent passenger and wearing the proper clothing is a good start. Start with your footwear and choose sensible shoes. Forget about anything with a heel or sandals and flip-flops and wear sports shoes that will enable you to evacuate the plane quickly. Photo: Southwest Airlines While takeoffs and landings are the two most dangerous parts of most flights, taking your shoes off while on the aircraft is a silly mistake. In an emergency, you likely won't have time to put your shoes back on, and if you do need to evacuate, you don't want to find yourself barefoot in a field somewhere or even at the side of the runway. You may have to walk to safety, depending on your location. When Aeroméxico Connect Flight 2431 crashed after taking off from Durango International Airport (DGO) on July 31, 2018, all 103 people onboard survived. However, they had to walk over rugged terrain to get to safety. Do not wear clothing made from synthetics Long gone are the days of wearing a suit on the plane unless you are an airline employee flying non-revenue or someone flying to attend a business meeting. The trend today is to wear comfortable, loose-fitting garments. Women love leggings and yoga pants, and while they are very comfortable, have you thought about what they are made of? Get all the latest aviation news right here on Simple Flying. Legging and yoga pants are mostly made from synthetic fabrics like polyester, acrylic, and nylon. When they catch fire, the synthetic material does not burn like natural fibers such as cotton, silk, or wool and melts. Like Napalm, the melting material adheres to your body, causing severe burns. The same goes for men's tracksuit bottoms and tops, as they are also mostly made from synthetic fibers. Never wear shorts but instead long pants and long sleeve shirts as it gives your body another layer of protection. Know where the closest emergency exit is It may sound simple, but a high-priority piece of advice is to ensure you know where the emergency exits are and which one is the closest to you. Often during an emergency, the aircraft's cabin can fill with smoke making it difficult to see where you are going. Photo: Apotix via Wikimedia Commons. Based on the number of air rage incidents in recent years, one last piece of advice is never to get drunk before a flight or drink to excess during it. In an emergency, drunk passengers are a liability to themselves and everyone else on the aircraft. Why Certain Clothes And Shoes Can Be Safety Hazards In Aircraft Accidents How Many Boeing 747s have crashed? By Dario Leone Apr 4 2023 Note: See photographs in the original article. Of the 1,574 747s built up to December of 2022 (when the final 747 left Boeing’s Everett Factory), somewhere between 22 and 28, depending on what you want to count, were destroyed in accidents. The 747 was the result of the work of some 50,000 Boeing people. Called “the Incredibles,” these were the construction workers, mechanics, engineers, secretaries and administrators who made aviation history by building the Boeing 747 — the largest civilian airplane in the world — in roughly 16 months during the late 1960s. First flight occurred on Feb. 9, 1969, followed by an extensive test program and it became a mainstay of the world’s international airlines. The 747 triggered a revolution in air travel and represents a significant milestone in the evolution of aviation design. According to a detailed post by aviation expert Dan Birchall; • ‘Of the 1,574 747s built up to December of 2022 (when the final 747 left Boeing’s Everett Factory), somewhere between 22 and 28, depending on what you want to count, were destroyed in accidents. • 22 have permanently stopped flying due to crashing into things, • 4 have exploded or disintegrated in mid-air, • 1 has been shot down, and • 1 has been destroyed by another 747 (one of the 22 noted above) crashing into it. ‘I’ll give more detail on these 28 below. In addition to these, the Flight Safety Foundation’s Aviation Safety Network database lists another 130 “occurrences” and another 35 “hull losses” involving 747s since 1970. The Korean Air Lines Boeing 747 shot down by Soviet Su-15 fighters over Sakhalin Island on Sep. 1, 1983. ‘I had to actually read through all 158 “occurrences,” though, because: that database includes not only accidents, but also hijackings, criminal acts, and “other,” and there is no equivalence between the terms “occurrence,” “hull loss” and “crash.” ‘There are, after all, tons of bad things that can happen to an airplane when it’s not even flying. You might think that the part on the ground is easy, but way more 747s have suffered substantial damage during aborted takeoffs, landing overruns (bon soir, lagoon!), trying to taxi on ice, trying to taxi without ice, trying to taxi while someone else thinks they’re cleared for takeoff (more on that below), being pushed back by an airport tug, waiting for the jetbridge while parked, or even being cleaned. ‘There are also many, many cases of 747s that were repaired and returned to service even after they banged their tails while taking off or landing, or landed safely after parts — up to and including engines — fell off in-flight, or landed so hard an engine hit the runway and was torn off (must’ve been ex-Navy?)’ The KLM Boeing 747 that collided with a Pan Am Boeing 747 on the tarmac at the Tenerife Airport on Mar. 27, 1977 Birchall continues; ‘I’ll begin with a few that didn’t just crash — you can decide for yourself whether these count: • HL7442 (Korean Air Lines) was shot down by a Soviet Su-15 fighter 1983–09–01. • VT-EFO (Air India) was blown up in flight, 1985–06–23. (Air India Flight 182) • N739PA (Pan Am) was blown up in flight, 1988–12–21. (Pan Am Flight 103) • N93119 (TWA) exploded, probably due to a short circuit igniting vapor in the fuel tank, 1996–07–17. (TWA Flight 800) • B-18255 (China Airlines) suffered a tail strike on 1980–02–07 and was repaired, but not in accordance with Boeing’s manuals. It apparently disintegrated at high altitude over the ocean, 2002–05–25. • ‘Then there are 22 definite crashes, involving 23 747s — because one crash famously involved a 747 crashing into another 747: Boeing 747-400 – Air New Zealand. Commission your custom airliner prints at AircraftProfilePrints.com! • D-ABYB (Lufthansa) crashed 1km after takeoff on 1974–11–20 due to flaps being set wrong. • 5–8104 (Iranian Air Force) was struck by lightning, causing a fuel vapor explosion and crash on 1976–05–09. • PH-BUF (KLM) collided with taxiing N736PA (Pan Am) at takeoff speed due to misunderstood tower instructions on 1977–03–27. Both were destroyed — and yes, technically N736PA didn’t crash; it was just taxiing along. (Tenerife airport disaster) • VT-EBD (Air India) crashed into the ocean after takeoff after instrument failure led to improper pilot inputs, 1978–01–01. • JA8119 (Japan Air Lines) bounced and hit its tail while landing 1978–02–06. Substantial damage was repaired, but the repaired portion later failed during flight resulting in loss of control and a crash into a hillside on 1985–08–12. • HL7445 (Korean Air Lines) crashed short of the runway and caught fire 1979–03–23. • HK-2910 (Avianca) crashed into a hill in Spain due to poor navigation and miscommunication with approach, 1983–11–27. • ZS-SAS (South African Airways) crashed into the ocean after an in-flight fire, 1987–11–28. • N807FT (Flying Tiger Cargo) crashed into a hill due to misunderstood approach instructions, 1989–02–19. • B-198 (China Airlines Cargo) crashed into a hill while attempting to return to airport after an engine fell off and control was lost, 1991–12–29. • 4X-AXG (El Al Cargo) crashed into an apartment tower while attempting to return to airport after two engines fell off and control was lost, 1992–10–04. • HZ-AIH (Saudi Arabian Airlines) crashed after takeoff into an Air Kazakhstan flight that was descending for arrival and had failed to maintain its assigned altitude, 1996–11–12. • HL7468 (Korean Air Lines) crashed into a hill 3.3 miles short of the runway due to pilot error and a software patch to the altitude warning system at the approach control radar center. • HL7451 (Korean Air Cargo) crashed after takeoff due to instrument failure leading to improper pilot inputs, 1999–12–22. • 9V-SPK (Singapore Airlines) crashed as it was taking off due to using the wrong runway, which had construction equipment and barriers on it, 2000–10–31. • 9G-MKI (MK Airlines Cargo) crashed 700m short of the runway due to failure to follow approach procedures, 2001–11–27. • 9G-MKG (MK Airlines Cargo) crashed 100m after takeoff due to takeoff weight being calculated incorrectly, resulting in incorrect thrust and speed settings, 2004–10–14. • N714CK (Kalitta Cargo) lost two engines after takeoff and crashed into a farm, 2008–07–07. • N571UP (UPS Cargo) crashed after an in-flight fire, 2010–09–03. • HL7604 (Asiana Cargo) crashed after an in-flight fire, 2011–07–28. • N949CA (National Air Cargo) crashed after takeoff from Bagram Airfield due to poorly-restrained cargo breaking loose, 2013–04–29. • TC-MCL (ACT/Turkish Cargo) crashed into a slope 930 meters past its destination runway, 2017–01–16. • The Boeing 747 that crashed after takeoff from Bagram Airfield due to poorly-restrained cargo breaking loose on Apr. 29, 2013. Birchall concludes; ‘You’ll notice that it’s been 18 years since a passenger 747 crashed. The airlines that still have them in passenger service are pretty careful nowadays — and cargo has gotten less well-behaved. How Many Boeing 747s have crashed? Alabama medical helicopter crash leaves 2 dead, 1 injured Associated Press BIRMINGHAM, Ala. — A medical helicopter responding to a call to airlift a hiker with breathing problems crashed Sunday southeast of the Alabama city of Birmingham, leaving two of its crew dead and sending the third to a hospital, authorities said. The Eurocopter EC130 crashed near the community of Chelsea in Shelby County with the three crew aboard, the Federal Aviation Administration said in an email to The Associated Press. Shelby County Sheriff's Office Chief Deputy Clay Hammac told news outlet al.com that the downed craft was a medical helicopter called to evacuate a hiker suffering from breathing problems and chest pains. Deputies had set up a landing area for the helicopter, he added. A deputy called 911 to report the crash and said that one of the three crew members was pronounced dead at the scene, according to the report. Two others were taken to a hospital, where one of them was pronounced dead. The condition of the third crew member was not immediately available. The hiker was transported separately and made it to a hospital safely, according to Hammac. The hiker's condition also was not known. "Our deputies did the best they could to render aid," Hammac said. "The helicopter was on fire." Emergency crews spent hours at the site of the charred wreckage and law enforcement officers planned to secure the site overnight while the investigation continues, according to the report. The National Transportation Safety Board said in a tweeted statement that it would lead the investigation into the crash, assisted by the FAA. Those agencies had no preliminary information on a possible cause. Chelsea is about 20 miles southeast of downtown Birmingham. Alabama medical helicopter crash leaves 2 dead, 1 injured Two police officers dead after helicopter crashes into sugar cane field in Louisiana Natalie Neysa Alund USA TODAY A police helicopter crashed Sunday in a sugar cane field in Louisiana, killing two police officers, the Baton Rouge Police Department said. The Robinson R-44 helicopter took off after 2 a.m. to help with a pursuit and never returned, local media reported. The aircraft’s disappearance wasn’t noticed for several hours, when a search was launched. The wreckage was found before 11 a.m., officials reported. The officers' names have not been released. "The incident is currently being investigated by multiple law enforcement agencies, as well as other entities that regulate aviation and airspace travel," the Baton Rouge Police Department said. "The entire BRPD family extends our deepest sympathy to the families, friends and all those touched by these officers' lives and service." Authorities said the helicopter crashed into a cane field near U.S. Highway 190. Local outlet WBRZ reported the helicopter was pursuing a vehicle that was eluding police when the crash occurred. “On behalf of the City of Baton Rouge, I extend my deepest condolences to the families and colleagues of the BRPD officers who tragically lost their lives,” Mayor-President Sharon Weston Broome posted on Twitter. FlightAware, an aircraft tracking website, shows the helicopter took off from Baton Rouge Metro Airport at 2:26 a.m. and the flight ended 12 minutes later at 2:38 a.m. The FAA and the National Transportation Safety Board are leading the crash investigation, officials said. Two police officers dead after helicopter crashes into sugar cane field in Louisiana US airplane near misses keep coming. Now officials are talking about averting ‘catastrophic’ incidents Julia Buckley, CNN Updated 8:32 AM EDT, Fri March 17, 2023 Note: See video and photographs in the original article. CNN — The skies have been turbulent over the United States in 2023 – and not just because of rogue balloons. Since the start of the year, there have been a concerning number of high-profile “near misses” as planes involved in airport landing or taking off procedures came perilously close to potential disaster. And then there’s the turbulence. As all flyers know, bumpy air is a regular feature of plane travel, but not usually, as has been experienced recently, to the violent extent that passengers are hurt. Plus, details emerged of an incident late last year, in which a United Airlines Boeing 777 plunged toward the Pacific Ocean for 21 seconds just after takeoff, apparently pulling up just 800 feet over the Pacific Ocean as passengers screamed in fear. The litany of incidents that have clocked up less than three months into 2023 have prompted such concern that this week the US Federal Aviation Administration convened a “Safety Summit.” Of course, flying remains an incredibly safe way to travel. Commercial plane crashes are nowadays very rare, with approximately 45,000 flights typically completed each day in the US, all without fatality. That’s a number that continues to rise, post Covid. So, given that the FAA has assembled aviation experts – and US Transport Secretary Pete Buttigieg – to take a closer look at what’s going on in the US, should passengers be worried? While officials, still investigating these incidents, and airlines say flyers can continue to board planes with the confidence that the industry’s rigorous safety procedures will keep them out of harm’s way, some say recent events are a warning sign of potential trouble to come. “These recent incidents must serve as a wake-up call for every single one of us, before something more catastrophic occurs. Before lives are lost,” National Transportation Safety Board Chair Jennifer Homendy said to government and industry leaders gathered for the summit on Wednesday. A string of scary near misses On paper, it has not been a great year, thanks mainly to the series of headline-making “runway incursions” – essentially near misses between aircraft that made headlines and prompted serious questions about aviation risks. On January 13, an American Airlines jet crossed a runway at New York’s JFK International Airport as a Delta Air Lines aircraft was taking off. Ten days later, a United Airlines jet crossed a runway at Honolulu’s Daniel K. Inouye International Airport as a cargo aircraft was coming in to land. At their closest, says the FAA, the two were 1,170 feet apart. February saw a rash of incidents. At California’s Burbank Airport, a Mesa Airlines plane had to make a go-around – essentially an aborted landing – when its crew realized a SkyWest plane was taking off from the same runway. Another go-around incident occurred at Sarasota Bradenton International Airport in Florida. Perhaps closest to disaster was an incident on February 4, when FedEx cargo pilots were landing at Austin, only to see a Southwest plane was on the runway, about to take off. Air Traffic Control had cleared both planes, despite the airport being wreathed in fog. The aircraft came within 100 feet of each other. In late February, air traffic controllers at Boston averted a crash when a Learjet took off without clearance as a Jetblue flight was coming in to land on an intersecting runway. The JetBlue aircraft “took evasive action and initiated a climb-out,” according to an FAA statement. The National Transportation Safety Board, which looks into incidents, is now investigating all six events. It is also investigating a December incident, in which a United Airlines Boeing 777 jet departing from Hawaii plunged towards the ocean after takeoff, coming within 775 feet of sea level. The FAA, which is also investigating the recent spate of incidents, says it has not found a common cause. It seems like stories like this are becoming increasingly common. Or are they? What's going on with all the runway close calls Most incursions are not serious Data from the FAA published in 2017 showed that reports of runway incursions have been on a largely upward trend since 1997, and steadily rising since 2011. The Commercial Aviation Safety Team (CAST), formed in 1997, encouraged a culture of data sharing and no-blame safety reporting. The number of accidents has remained relatively constant, according to FAA analysis through 2016, and it shows the cumulative risk trending down. The FAA says most incursions are not classed as serious – few of the 120 or so logged in January 2023 have made headlines. That figure includes all incursions, including those involving general aviation aircraft. Some, however, can sound terrifying. These include an event on January 18, in which a Boeing 737 took off from Dallas Love Field without ATC authorization; fortunately no other traffic was involved. And another at Florida’s Treasure Coast International, when a fire truck entered the runway as a business jet was taking off. Treasure Coast International Airport, seen in a file photo, was the site of serious runway incursion involving a fire truck in January. Patrick Dove/TCPALM/USA Today Network The latter is deemed “category A” – the most serious of runway incursions, “in which a collision is narrowly avoided,” according to the FAA. And there’s been a recent uptick in those cases. Both 2022 and 2021 saw seven of them – up on three in 2019 and four in 2018, according to the FAA’s runway incursion database. However, there were 22 category A incidents in 2007, the sharpest peak in the past two decades. Most of the incursions involving commercial airliners that have made headlines this year are not yet entered into the FAA database. The agency did not provide specifics about how those incidents will be categorized. “The vast majority of runway incursions are not serious occurrences,” the FAA said in a statement. “However, reducing the risk of them occurring remains one of the FAA’s highest safety priorities and is a shared responsibility that encompasses pilots, air traffic controllers and airport vehicle drivers.” On eve of safety summit, FAA investigates another runway close call While incident numbers might not be on a dramatically upward trajectory, they are causing alarm. In February, acting FAA administrator Billy Nolen sent a memo to the agency instructing staff to “stare into the data and ask hard questions.” Nolen renewed that call at the summit on Wednesday. Among the questions he posed for consideration by the assembled experts: “In light of these recent close calls and the attention being focused on even the most routine of go-arounds, are we emphasizing efficiency over safety? How much of what we see can be attributed to the sudden resurgence in demand following the pandemic?”He said that over the past 25 years the industry has made “enormous strides” in its ability to scour data and identify risks before they manifest into serious incidents or accidents, but he called on members of the aviation industry to discuss “concrete steps” to make the system safer.“America’s aviation safety net is strong, our goal, our obligation, is to sew those threads even tighter,” Nolen said. System under pressure It’s about time, say some who work in the aviation industry amid fear that cuts made during the pandemic, plus a lack of scrutiny, have compromised America’s long safety culture in aviation.The United States’ last fatal accident was in 2009, when Colgan Air flight 3407 crashed while flying from Newark to Buffalo, killing everyone onboard. The NTSB investigation declared it to be pilot error, citing pilot fatigue as a factor. The FAA revised duty times for pilots as a result, cutting them to a maximum of 14 hours, down from 16, including eight hours of flying. Minimum rest times rose from eight to 10 hours. Cargo pilots can work slightly longer hours, despite sharing the runways with commercial pilots. And whereas previously airlines have stayed well within them, some are now asking pilots to work closer to the maximums. Dennis Tajer, an American Airlines captain and spokesperson for the Allied Pilots Association (APA), which represents 15,000 AA pilots, says that, since the pandemic started, the pressure on pilots is at an all-time high. The union is in ongoing negotiations with the airline. “We’ve seen the system under pressure for well over a year, it was just a question of time before it was going to manifest itself in incidents,” he says. “Thankfully there’ve been no accidents – yet.” Pilot fatigue and shortages Tajer cites a shortage of pilots caused by Covid lockdown layoffs as part of the problem. Last May, United CEO Scott Kirby said that there “simply aren’t enough pilots.” A February 2023 analysis by management consultancy Oliver Wyman estimated a “supply gap” of 18% of the US pilot workforce. As a result, airlines have increased pilot hours – to within legal levels allowed by the FAA, but surpassing pre-pandemic schedules, says Tajer. “We are exhausted. Fatigue doesn’t happen in a moment – it can be chronic and that can affect your next flight. It’s like running an engine at its maximum all the time. At first it looks good, but over time things start to crack and leak. That’s what we’re seeing now.” At the same time, he says, airlines are cutting back on training. In 2020, AA switched from retraining pilots every nine months, as it had done previously, to every 12 months – the FAA minimum standard. AA said any changes were in line with FAA rules and followed a thorough risk assessment. “Safety is the foundation of every decision we make at American, and is the north star of our Flight Training program,” it said in a statement to CNN. “We have the best, most expertly trained pilots in the business who are unwavering in their mission of operating a safe airline for our customers and fellow team members.” Staffing – of positions including pilots, air traffic controllers and ground crew – was frequently cited as a pressure point among industry leaders at the summit. As was the importance of adequate training for both those who are new and those who are returning after absences brought on by the pandemic. The loss of experienced workers was also a key concern. “With about half of our nation’s qualified pilots facing their mandatory retirement within 15 years, we are going to be training and hiring tens of thousands of new pilots over the next two decades,” said Faye Malarkey Black, president and CEO of the Regional Airline Association. “And it is extremely, extremely important when we’re doing this that we focus on building the right foundation from the start.” Nicholas Calio, president and CEO of trade group Airlines for America, said US carriers have hired 100,000 new workers with a strong emphasis on training. ‘A job that requires colossal concentration’ Terry Tozer, a British former airline pilot and author who now comments on safety, sees systematic issues with US aviation protocols. “America is a very aviation-orientated country,” he says. “[Airports] pack a lot of traffic in… and if you put everyone under pressure, a cock-up [mistake] is more likely.” In particular, “the American air traffic control system is very pressurized,” he says, pointing out that in the UK and the European Union, air traffic control workers get longer downtime. “Covid seems to have exacerbated the situation – there’s an issue with staffing levels, and that usually adds pressure on the people at the coalface. It’s a job that requires colossal concentration.” FAA regulations state that air traffic controllers can work no more than 10 hours a day (including two hours overtime), and get regular breaks. Last summer, Airlines for America claimed the East Coast network was “crippled” due to lack of ATC staff. “Unfortunately, we have a staffing issue right now as air traffic controllers. We are 1,200 certified professional controllers less now than we were 10 years ago,” Rich Santa, president of the National Air Traffic Controllers Association, said at the summit. Nolen said the FAA is on pace to hire 1,500 controllers this year and 1,800 next year. Tozer says that when he flew to the US, he’d feel “very uncomfortable” because of the way ATC in America clears aircraft to land when there will often still be a plane on the runway, about to take off. “In the UK and most of Europe, you won’t get a landing clearance from ATC until the runway ahead is clear. [In the US] they work on the assumption [pilots] will do as they’re told once they’re cleared to take off.” A spokesperson for the FAA told CNN that it continually evaluates procedures and that “line-up-and-wait procedures” were safeguarded either by technology or strict rules on visibility. They said “extensive safety data” enables spot risks to be identified and issues resolved before accidents occur as both pilots point out, the good news is that all we’ve seen so far are incidents, not accidents. “So you could argue that the system works,” says Tozer. “But the safety margins have been eroded a little.” CNN’s Marnie Hunter, Ross US airplane near misses keep coming. Now officials are talking about averting ‘catastrophic’ incidents General Aviation Accident Bulletin, March 20, 2023 Recent general aviation and air carrier accidents. By Editorial Staff - Published: March 20, 2023 AVweb’s General Aviation Accident Bulletin is taken from the pages of our sister publication, Aviation Safety magazine. All the reports listed here are preliminary and include only initial factual findings about crashes. You can learn more about the final probable cause on the NTSB’s website at www.ntsb.gov. Final reports appear about a year after the accident, although some take longer. Find out more about Aviation Safety at www.aviationsafetymagazine.com. December 5, 2022, Yukon, Okla. Beech F33A Bonanza At about 2116 Central time, the airplane was destroyed when it collided with terrain shortly after liftoff. The pilot and two passengers were fatally injured. Night visual conditions prevailed. Recorded ADS-B data show the airplane began its takeoff roll at 2115, lifted off and began to climb, reaching about 425 feet AGL before descending to about 275 feet and turning slightly left. It then entered a climb to about 450 feet AGL and turned back to the right. The right turn continued as the airplane transitioned to a descent, which continued to the end of the data. The main wreckage came to rest about 1300 feet south and 200 feet east of the departure end of Runway 35L, facing 255 degrees. December 8, 2022, Covington, Ga. Beech A36 Bonanza The airplane was substantially damaged at about 1810 Eastern time when it was force-landed on a road following engine failure. The commercial pilot and pilot-rated passenger were not injured. Dusk visual conditions prevailed. After leveling off at 5500 feet MSL, the occupants heard a loud bang from the engine and observed sparks from the cowling as the engine lost power. The airplane’s Garmin Smart Glide mode was engaged and, as designed, the autopilot pitched the airplane up to fly the airplane’s best-glide airspeed. The system then advised there were no airports within gliding range. The autopilot was disconnected and the right-seater hand-flew the airplane, declared the emergency and began looking for a landing area. They maneuvered the airplane for landing to the south on a section of roadway that appeared to be straight. After lowering the landing gear, they flashed the landing and taxi lights off and on to alert oncoming traffic. Soon after, the left-seater extended the flaps and the airplane’s left wing impacted a tree growing over the roadway. The airplane touched down on the road and heavy braking was applied. Almost simultaneously, the right wing impacted a stop sign, pulling the airplane into the right lane, where it impacted an intersection sign, before coming to rest in a ditch. Examination revealed a large-diameter hole in the engine crankcase adjacent to the #4 cylinder. December 12, 2022, Carrollton, Texas Mooney M20K 231 At about 2005 Central time, the airplane was substantially damaged when it was force-landed on a road following engine failure. The pilot and passenger were seriously injured. Night instrument conditions prevailed; an IFR flight plan had been filed. While being vectored for an ILS approach to the destination airport, the engine lost power and the propeller “automatically feathered.” The pilot’s attempt to restart the engine was unsuccessful and he aligned the airplane with a road for a forced landing. During the approach to the road, the airplane impacted a utility pole, resulting in substantial damage to the fuselage and wings. A detailed engine and airframe examination was pending. December 13, 2022, Kellyton, Ala. Mooney M20B The airplane was substantially damaged at 0925 Central time when it impacted trees and terrain following a loss of engine power. The solo pilot was fatally injured. Marginal visual conditions prevailed; the flight operated on an IFR flight plan. At 0918, while en route at 6000 feet MSL, the pilot declared an emergency, reporting to ATC the engine was running rough and requesting to divert to the nearest airport. Shortly after turning toward a nearby airport, the pilot reported the engine was again producing power but he wanted to continue to the divert airport. The controller assisted the flight until radio and radar contact were lost at 0925, when the airplane was about 5.8 NM from the divert airport. A witness reported hearing tree branches breaking and looked up to see the airplane upright and level, but not generating engine noise. Video showed the airplane impacting trees before rolling inverted and descending nose-first to the ground. The propeller exhibited minimal chordwise rotational scoring on the face sides; one propeller blade exhibited aft bending. The engine control levers were in their full forward position. The fuel selector was positioned to the right wing fuel bladder. Examination of the wing fuel bladders revealed significant fuel in the left bladder and no fuel in the right one. General Aviation Accident Bulletin, March 20, 2023 Two Killed In Vietnam Tourism Helicopter Crash: State Media By AFP - Agence France Presse April 5, 2023 Order ReprintsPrint Article Two people were killed and three others were missing after a Bell 505 helicopter crashed near Vietnam's Halong Bay on Wednesday, state media said. The aircraft, with one pilot and four Vietnamese tourists onboard, lost contact five minutes after taking off for a flight over the UNESCO World Heritage Site, the Tuoi Tre online newspaper reported. "Two bodies have been recovered while a search is ongoing for three others," Pham Quang Hien, party chief of the Cat Hai island district, was quoted as saying late Wednesday. Vietnam's civilian aviation sector has maintained a strong safety record, although accidents involving military aircraft are more common. The Northern Vietnam Helicopter Company began flying tourists over Halong Bay's famous limestone karst rock formations in 2019. No accidents had been reported since it began the business, which is aimed at the growing number of tourists to Vietnam. Many of the visitors are from China. The Bell 505 is a light helicopter designed and manufactured by US firm Bell Helicopter. In January, a pilot was killed after a Russian-made Sukhoi SU-22 military fighter jet crashed in northern Vietnam during a training session. Nineteen people were killed in 2014 in one of Vietnam's worst military accidents after a Russian-made Mi-171 helicopter crashed in the capital Hanoi during a training exercise. Two Killed In Vietnam Tourism Helicopter Crash: State Media Owner of plane in deadly Westchester crash linked to 12 additional crashes, two fatal Experts divided on whether pattern is unusual, concerning Joshua Eaton March 22, 2023 Updated: March 22, 2023 1:38 p.m. A lift helicopter airlifts the wreckage from a plane crash just across the Greenwich border in Armonk, N.Y. Tuesday, Jan. 24, 2023. Two Ohio residents were killed when their single-engine Beechcraft Bonanza A36 crashed off Rye Lake in Armonk, a hamlet within the town of North Castle, less than a mile from the Westchester County Airport. Tyler Sizemore/Hearst Connecticut Media The president of a company which owned a plane that crashed near the Connecticut border in January, killing two people, has ties to at least 12 additional crashes resulting in five deaths since 1991, records show. Aviation experts who spoke with CT Insider were divided on whether the pattern is unusual and concerning. In January, a Beechcraft Bonanza A36 crashed in North Castle, near the Westchester County Airport, while flying from New York to Ohio, killing both men onboard. The plane was registered to a company owned by Laurence E. Rohl, 79, of Willoughby, Ohio; it was operated by T&G Flying Club, an aviation club and flight school Rohl founded. In the days following the crash, CT Insider reported planes owned or operated by Rohl and his companies had been involved in at least four other crashes. One of those four crashes killed four Case Western Reserve University students. Another sent Rohl and two others to the hospital. Now, CT Insider has uncovered records detailing eight more crashes — one of which was fatal — involving planes owned or operated by Rohl and his companies. That brings the total number of crashes with ties to Rohl, including the one in January, to 13. He and officials at his companies did not comment. While reports about the cause of four of the crashes have either not yet been released or could not be found, pilot error contributed to all nine of the remaining crashes, according to the National Transportation Safety Board, which investigates aviation crashes in the United States and finds pilot error as a contributing factor in most cases it probes. Six crashes involved student pilots. In two relatively minor crashes, the NTSB also found inadequate supervision by a flight instructor contributed. In four crashes, the NTSB cited additional factors, including terrain conditions, mechanical issues or, in one case, an object in the way of takeoff. The NTSB referred questions to the Federal Aviation Administration, which licenses pilots and regulates aviation in the United States. In a statement, FAA spokesperson Mina Kaji said, “In general, we typically increase our oversight of operators who experience multiple accidents and/or incidents.” Kaji would not say whether the agency has increased its oversight of Rohl or T&G. Some flight specialists said the track record did not raise alarms. “It’s really hard to place blame,” said Kenneth P. Byrnes, chair of the flight training department at Embry-Riddle Aeronautical University’s campus in Daytona Beach, Florida. Even in large, well-run organizations, Byrne said that accidents, sometimes even fatal ones, can happen. That’s especially true because flight clubs like T&G often rent their planes. Indeed, several planes operated by T&G have crashed while they were being rented. The key, Byrne said, is to have a strong culture of safety within an organization — including a safety management plan and ways to learn from past mistakes and mitigate risks. “They seem large enough to where they would have these sorts of systems in place and try to improve on what they’re doing,” Byrne said of T&G Flying Club. Jeff Edwards, president of the aviation safety company AvSafe and a former U.S. Naval Safety Center aircraft accident investigator, said this kind of crash history is especially common in flight schools. “I don’t see anything unusual about this,” Edwards said. “You can probably pull up any flight school like this and see a similar list — particularly when you’re looking at flight training accidents.” However, John Buch, president of Buch Aviation Consulting and a 40-year veteran of United Airlines, said the number of accidents tied to T&G Flying Club is “inordinate.” “There appears to be something seriously wrong in the leadership and/or ownership of the flying club,” Buch said by email. “There should be an extensive investigation by the FAA/NTSB to sort out the facts and plethora of details related to these incidents.” Rohl did not respond to messages seeking comment for this story. Reached briefly by phone after the crash in January, Rohl said he knew the victims before the call disconnected. He did not answer follow-up phone calls and messages requesting comment. A person who answered the phone at T&G on Thursday declined to comment and asked a reporter to email information and questions. Company representatives did not respond to a follow-up email. The crashes CT Insider previously reported that Rohl and his companies had ties to at least four crashes prior to the crash in North Castle in January. One crash on Aug. 25, 2014, killed four college undergraduates. Another crash on Aug. 30, 2022, injured Rohl, a student pilot and a passenger during a training flight. The other two — in October 2007 and February 2005 — involved student pilots who crashed while landing. No injuries were reported in those two crashes. In recent weeks, CT Insider has learned of eight additional crashes over the past three decades: • On Jan. 2, 1991, a Cessna 172P owned by one of Rohl’s companies, Daviation, Inc., and operated by T&G Flying Club crashed into Lake Erie while attempting to land on Rattlesnake Island, Ohio. Student pilot Frank Kren, 38, drowned in the near-freezing water while passenger Lucius B. McKelvey, 45, tried to help him swim to shore, according to Cleveland Plain Dealer reports from the time. At first, the 24-year-old flight instructor, George Katsikas, told authorities Kren was piloting the plane when it went down. Katsikas later said he was piloting the plane after McKelvey disputed his initial statement, according to news reports. The NTSB rule pilot error was to blame. • On April 23, 1995, a crew hired by T&G Flying Club had to fish a Mooney M20J operated by the company out of Lake Erie after it crashed yards short of the runway at Burke Lakefront Airport, in Cleveland, Ohio. The couple piloting the plane, who had rented it from T&G, suffered hypothermia and cuts, according to a report in The Cleveland Plain Dealer. The NTSB found loss of engine power and pilot error to blame. • On June 18, 1995, an Aeronca 65-LB operated by T&G Flying Club made an emergency landing in a field in Grand River, Ohio, due to mechanical problems. The pilot insisted on trying to take off again, even as police and fire officials at the scene asked him not to, according to a report in The Cleveland Plain Dealer. He got about 15 feet off the ground before hitting a utility pole, flipping the plane and crashing, damaging it. The pilot was uninjured, according to the NTSB’s final report, which found that pilot error was to blame. • On Aug. 23, 2000, the landing gear on a 1966 Beech Bonanza operated by T&G Flying Club failed as the pilot was landing at Burke Lakefront Airport, in Cleveland, Ohio, according to a brief report in The Cleveland Plain Dealer. CT Insider could not find an NTSB report for this crash. NTSB officials said the agency had no record of the crash. "There are two possibilities: The most likely one is that the damage to the airplane was not substantial, and so it did not meet the NTSB's definition of an aviation accident. The second possibility is that the event was not reported to us." • On April 14, 2001, another plane operated by T&G flying club, a Piper PA-34-220T, landed short of a runway at Concord Airpark, in Painesville, Ohio, damaging its landing gear. The NTSB cited a flight instructor’s inadequate supervision of a student pilot. No injuries were reported. • On April 13, 2020, a Cessna 172P with the same tail number and serial number as the 1991 crash into Lake Erie had a hard landing at the hands of a 29-year-old pilot while flying into Chicago. The aircraft was damaged, records show, but no injuries were reported. The NTSB found pilot error to blame. • On Aug. 24, 2020, another student pilot made a hard landing while flying alone in a Cessna 152 operated by T&G Flying Club at Lake County Executive Airport, collapsing the landing gear and striking the runway with the propeller. The pilot was uninjured. NTSB found pilot error was to blame. • On Oct. 13, 2022, a Cessna 310 operated by T&G Flying Club crashed in Middlefield, Ohio. No injuries were reported. The NTSB has yet to release its final report on the incident. Owner of plane in deadly Westchester crash linked to 12 additional crashes, two fatal Call for Nominations For 2023 Laura Taber Barbour Air Safety Award ALEXANDRIA, Va. -- The Laura Taber Barbour Air Safety Foundation is now accepting nominations for the 2023 Laura Taber Barbour Air Safety Award, honoring a leader in global aviation safety. The Award will be presented during the 76th Annual International Air Safety Summit, taking place November 6-8 in Paris, France. Presented annually since 1956, the Laura Taber Barbour Air Safety Award recognizes notable achievement in the field of civil or military aviation safety in method, design, invention, study, or other improvement. The Award's recipient is selected for a "significant individual or group effort contributing to improving aviation safety, with emphasis on original contributions," and a "significant individual or group effort performed above and beyond normal responsibilities." Mechanics, engineers, and others outside of top administrative or research positions should be especially considered. The contribution need not be recent, especially if the nominee has not received adequate recognition. Nominations that were not selected as past winners may be resubmitted for consideration in subsequent years. Please note that self-nominations will not be considered. The Award Committee, composed of leaders in the field of aviation, meets each year to conduct a final review of nominees and selection of the current year's recipient. Please help us identify and honor this year's most deserving recipient. Nominations, including a 1-to-2-page narrative, can be submitted via the Laura Taber Barbour Foundation website at http://ltbaward.org/the-award/nomination-form/. Nominations will be accepted through June 2, 2023. For more information, including a complete history of Award recipients, see www.ltbaward.org. About the Laura Taber Barbour Air Safety Foundation and Award The Laura Taber Barbour Air Safety Award's story dates back more than 75 years. On April 14, 1945, after visiting family in Pittsburgh, Laura Taber Barbour was aboard a Pennsylvania Central Airlines DC-3 when it crashed into the rugged terrain of Cheat Mountain near Morgantown, West Virginia. All passengers and crew were killed. In 1956 her husband, Dr. Clifford E. Barbour and son, Clifford E. Barbour, Jr., in close association with The Flight Safety Foundation, established the Laura Taber Barbour Air Safety Award in her honor. For the past 65 years, this distinguished award recognizing outstanding achievements in aviation safety worldwide has been presented at Flight Safety Foundation’s International Aviation Safety Summit. In 2013, The Laura Taber Barbour Air Safety Foundation was formed as an independent non-profit charitable organization composed of members of the Award Board, the aviation community, and the Barbour family. In addition to the annual presentation of the award, in 2019 the Foundation initiated a scholarship program that supports worthy students pursuing professional aviation studies. As the Foundation broadens its scope, the Laura Taber Barbour Air Safety Award will continue to recognize those who significantly contributed to aviation safety. For more information on the Foundation, the award, and past winners, visit http://LTBAward.org Share your knowledge and experience at 2023 CHC Safety & Quality Summit. Call for Papers is now open for 2023 CHC Safety & Quality Summit. Theme: Reset 2024: Developing New Safety Mindsets Submission Deadline: May 21, 2023 Much has changed in the past five years. Energy prices have collapsed, then spiked; customers have deferred, then ramped, production. We have grappled with global pandemic and now war in Ukraine. We have welcomed new market entrants in response to a changing environment and changing importance of sustainability. The offshore helicopter industry has had to adapt – quickly - to meet changing demands. As the pace of change has accelerated, it has sparked a state of permacrisis with little time to regroup. Simultaneously, the accident rate has accelerated, from an all-time low in 2019/20, to 12 fatal accidents and 18 lives lost in 2022. Were we distracted, complacent, without the focus and resources? How do we enhance safety, succession and sustainability in a dynamic industry? The CHC Safety & Quality Summit 2023 now calls for papers to address these challenges. Please submit abstracts for consideration on the following topics: 1. New safety performance mindsets. A persistent safety management challenge is the changing human habit. Understanding safety relies on understanding the brains and behaviours at the heart of the flight system. We know the value of a safety management system lies in the willingness and openness of our teams to reflect, learn and change, time and time again. What new insights can we draw from human neurology and psychology to keep the person at the centre of safety, resilience and safety management practice? 2. New talent requirements and the next generation. There are numerous dynamics that stymie recruitment and retention: an experienced but ageing employee population, remuneration limitations, entrants’ skills gaps, changing workplace expectations and persistent poor performance in regard to diversity and inclusion. Are our organisations fit for purpose? What is our succession plan to ensure the safety and quality of our industry in 2024 and beyond? The CHC Safety &Quality Summit will take place in Vancouver, BC, Canada on 14 - 16 November, 2023. Most sessions during the three-day conference will be for 90 minutes. Individual sessions typically attract between 20 to 60 people. Submissions should include proposed session titles, descriptions or outlines, objectives and audience benefits, presenter bibliographies, and contact details. Please send your submission online via links on this page. We look forward to hearing from you by 21 May 2023. Note: Any type of vendor promotions or marketing pitch will not be accepted. Reminder: A valid passport & visa (if applicable) are required to enter Canada and attend the CHC Safety & Quality Summit. Don’t delay – apply or renew your passport & visa today. To submit an abstract, click on the project link below: SUBMIT ABSTRACT Submit Ab Sincerely, CHC Safety & Quality Summit Committee summit@CHCheli.com If you no longer want to receive emails from CHC Safety & Quality Summit Committee, please choose to Opt-Out. Curt Lewis