Flight Safety Information - September 1, 2023 No. 170   In This Issue : Incident: Mesa CRJ9 at Dallas on Aug 30th 2023, engine shut down in flight : Incident: Volotea A320 at Catania on Aug 30th 2023, engine problem on departure : Accident: Envoy E170 enroute on Aug 14th 2023, turbulence injures cabin crew : Pilot dies in helicopter crash near NJ airport: Officials : Fake spare parts were supplied to fix top-selling jet engines : Pilot’s door ‘popped open,’ leading to July 4 helicopter rollover at Myrtle Beach airport, NTSB says : Why The FAA Won't Let Nashville Airport Extend Its Runway : These 8 airports are some of the world's most dangerous — only a select group of pilots is allowed to use them : Delta Air Lines’ Entire Fleet Is Now Protected Against 5G Signals : EASA to leverage blockchain tech for tracking aircraft parts : USMC orders safety review after latest Osprey crash without mentioning incident : NTSB opens investigation into recent turbulence incident on Delta flight that injured 12 Incident: Mesa CRJ9 at Dallas on Aug 30th 2023, engine shut down in flight A Mesa Airlines Canadair CRJ-900 on behalf of United, registration N943LR performing flight UA-6137 from Dallas Ft. Worth,TX to Denver,CO (USA) with 45 people on board, was climbing out of Dallas' runway 36R when the crew declared emergency reporting a left hand engine (CF34) fire indication, advising they had shut the engine down as a precaution and requested an immediate return to runway 36R. The aircraft stopped the climb at 7000 feet, positioned for the approach to runway 36R and landed without further incident about 17 minutes after departure and vacated the runway. Emergency services checked the aircraft on the taxiway. A replacement CRJ-900 registration N902FJ reached Denver with a delay of about 5 hours. https://avherald.com/h?article=50dca171&opt=0 Incident: Volotea A320 at Catania on Aug 30th 2023, engine problem on departure A Volotea Airlines Airbus A320-200, registration EC-NOS performing flight V7-1702 from Catania to Ancona (Italy) with 171 people on board, was climbing out of Catania's runway 08 when the crew stopped the climb at FL130 after the left hand engine (CFM56) emitted a loud bang and streaks of flame. The aircraft returned to Catania for a safe landing on runway 08 about 25 minutes after departure. Passengers reported there was a dull sound from the left hand engine, the left hand engine emitted flames. A replacement A320-200 registration EC-NTL reached Ancona with a delay of about 3 hours. The occurrence aircraft is still on the ground in Catania about 25 hours after landing back. https://avherald.com/h?article=50dc8e48&opt=0 Accident: Envoy E170 enroute on Aug 14th 2023, turbulence injures cabin crew An Envoy Embraer ERJ-170, registration N776MS performing flight AA-3788 from Des Moines,IA to Chicago O'Hare,IL (USA), was enroute when the aircraft encountered turbulence causing injuries to a flight attendant. The aircraft continued for a safe landing on Chicago's runway 09L. The FAA reported: "AIRCRAFT ENCOUNTERED TURBULENCE INJURYING A FLIGHT ATTENDANT, CHICAGO, IL." and stated the flight attendant received serious injuries rating the occurrence an accident. https://avherald.com/h?article=50dc7702&opt=0 Pilot dies in helicopter crash near NJ airport: Officials Federal investigators were looking into a deadly helicopter crash reported near Princeton Thursday afternoon, officials confirmed. According to the FAA, a Robinson R22 helicopter went down around 3:15 p.m. The aircraft’s pilot was the only person on board. First responders managed to pull the pilot from the wreckage, but officials said injuries sustained in the crash proved fatal. Additional details about the pilot were not immediately known. Officials said a firefighter from a station house located in the area witnessed the helicopter “flying erratically” before dropping out of sight. The pilot took off from Princeton Airport. The FAA and NTSB will investigate the crash. https://www.nbcnewyork.com/news/local/pilot-dies-in-helicopter-crash-after-taking-off-from-nearby-nj-airport-officials/4640889/ Fake spare parts were supplied to fix top-selling jet engines The spread of undocumented or potentially faked parts into the engine supply chain is rare and treated with utmost urgency in an industry where every component requires verified origin to ensure aircraft safety. Workers carry out maintenance on a turbofan engine, manufactured by Rolls-Royce Holdings Plc, on a grounded passenger aircraft operated by Azul SA at Chateauroux airport in Chateauroux, France, on Aug. 27, 2020. The single-runway airport located in France’s flat, central basin has turned away airlines seeking to store more planes – a sign the global aviation slump is deeply set despite some easing of travel restrictions. Nathan Laine/Bloomberg European aviation regulators have determined that an obscure London-based company supplied bogus parts for repairs of jet engines that power many older-generation Airbus A320 and Boeing 737 planes. Manufacturing partners General Electric and Safran have been assisting in the probe of allegedly faked certification documents and unapproved parts for CFM56 engines that were distributed by London-based AOG Technics, according to the companies, public regulatory filings, and letters to operators viewed by Bloomberg. “Numerous Authorised Release Certificates for parts supplied via AOG Technics have been forged,” the European Union Aviation Safety Agency said in a statement in response to Bloomberg queries. In each case, the organization identified as the manufacturer “confirmed that they did not produce the certificate and that they were not the originator of the part,” EASA said. The spread of undocumented or potentially faked parts into the engine supply chain is rare and treated with utmost urgency in an industry where every component requires verified provenance to ensure aircraft safety – it’s impossible to know whether uncertified parts will be as durable under stress. Manufacturers and regulators sounded the alarm weeks ago, triggering a global scramble to trace parts supplied by AOG Technics and identify affected aircraft. It’s unclear how many fake parts may have been installed or how many aircraft might be affected. The CFM56, the world’s best-selling jet engine, is installed on thousands of narrow-body planes that are a staple of the global fleet. EASA told operators this month to quarantine parts that are backed by false documentation. It said Thursday that to date, AOG Technics had failed to provide detail on the actual origin of the questionable parts. “The documentation of parts is a very critical issue,” said Klaus Mueller, a senior adviser at AeroDynamic Advisory and a former senior executive at MTU Aero Engines and Deutsche Lufthansa’s maintenance arm. “The industry is taking this topic very, very seriously.” Middlemen like AOG Technics supply parts to third-party engine-repair shops working on in-service commercial aircraft. New engines from CFM International, the GE-Safran manufacturing venture, wouldn’t be affected by the issue, nor would the CFM56’s successor, the CFM Leap, which is used on the latest A320neo and 737 Max narrowbodies. Still, the matter creates a new headache for airlines and lessors that discover suspect parts on their aircraft. Maintenance and repair shops are grappling with labor deficits, a global shortage of aircraft and engine parts, and months-long waits for shop visits. The U.K.’s Civil Aviation Authority said in an Aug. 4 safety notice that it was investigating “a large number of Suspect Unapproved Parts” supplied through AOG Technics. Some components with false airworthiness release certificates were found on engines fitted to aircraft registered in the U.K., the filing said. CFM has unearthed 72 falsified airworthiness certification documents spanning 50 part numbers supplied by AOG Technics for the CFM56, according to a spokesman for the manufacturer. Two falsified documents for components of GE’s CF6 engine, an earlier wide-body powerplant, were also found, he said. “We proactively alerted our customers and maintenance shops, and we continue to work with our customers to assess the authenticity of documentation for parts they acquired directly or indirectly from AOG Technics,” CFM said in response to Bloomberg queries. Shares of GE dipped briefly on the Bloomberg report but have since recovered. Safran was down 0.4% at the close of trading in Paris. The company at the center of the controversy isn’t an approved vendor for CFM or GE, the CFM spokesman said. GE and Safran each sent cease-and-desist letters to AOG Technics, he said. AOG Technics didn’t respond to calls and messages from Bloomberg. Its website describes the company as a “leading global aircraft support provider” and a source of new and “serviceable” parts for a variety of engines that power 737 and A320 models. The company said it had warehouse operations in London, Frankfurt, Miami, and Singapore. According to the U.K.’s Companies House website, AOG Technics was incorporated in 2015 and is majority-owned by 35-year-old Jose Zamora Yrala, whose nationality is listed as British in some forms and Venezuelan in others. The company listed current assets of $3.27 million as of February 2022. Bloomberg News was unable to reach Yrala. In a July 28 letter to all CFM56 customers that was seen by Bloomberg, CFM said Paris-based Safran had filed suspected unapproved parts notifications with EASA after a maintenance shop questioned the authenticity of documents provided by AOG Technics for a new CFM56 part. After determining the document was falsified, CFM and the engine shop searched through other records provided by AOG and found “significant discrepancies” with EASA certificates and shipment documents, according to the letter. Three days later, GE sent a separate “All Operators Wire” to CF6 customers and maintenance shops, alerting them to “a recently identified falsified certification document” related to the sale of several CF6 engine parts with the same part number. The information was shared “as a precaution while GE and FAA investigations progress,” the letter said. Europe’s regulator issued its notice of suspected unapproved parts days later, asking aircraft owners, operators, maintenance organizations, and parts distributors to inspect their records for parts obtained directly or indirectly from the London firm. “If a part with a falsified ARC is already installed, then it is recommended that the part be replaced with an approved part,” EASA’s Aug. 4 filing said, referring to the authorized release certificate which identifies the approved originator of the part. It added that the European safety agency “might take further action” as a result of the ongoing investigations. An EASA official said Wednesday that the agency was continuing to monitor responses to determine whether any further actions were needed. The U.K.’s CAA had no immediate comment. The FAA didn’t respond to requests for comment. https://www.pressherald.com/2023/08/31/fake-spare-parts-were-supplied-to-fix-top-selling-jet-engines/ Pilot’s door ‘popped open,’ leading to July 4 helicopter rollover at Myrtle Beach airport, NTSB says MYRTLE BEACH, S.C. (WBTW) — A helicopter rolled over at Myrtle Beach International Airport on July 4 after the pilot was unable to maintain control during a hover taxi, the National Transportation Safety Board said in a final investigative report. The pilot and two passengers suffered minor injuries in the incident involving a Robinson R44 helicopter, the NTSB said. The helicopter sustained “substantial” damage. According to the report, the helicopter was about three feet off the ground when the pilot’s door “popped open.” He told investigators that he “instinctively removed his left hand from the collective to shut the door.” Before he could reach the door, the report said there was a reduction in power and the helicopter rolled over onto its right side, resulting in damage to the fuselage and main rotor system. The report said the 26-year-old pilot had a total of 281 hours of flight time in the make and model helicopter involved in the incident. The NTSB also did not send an investigator to the scene, the report said. https://www.wbtw.com/news/grand-strand/myrtle-beach/ntsb-issues-final-report-on-july-4-helicopter-rollover-at-myrtle-beach-airport/ Why The FAA Won't Let Nashville Airport Extend Its Runway The airport is looking to expand its runway up to 12,000 feet to allow safer operations for long-haul jets. SUMMARY • Plans to expand the runway at Nashville International Airport have been halted to conduct further environmental reviews following rejection by the FAA. • The proposed 12,000-foot runway extension would target airlines operating long-haul services into Asia, though the FAA remains unconvinced. • Governor Bill Lee, DENSO, and British Airways have expressed support for the project, citing potential benefits for regional tourism and industry. Plans for a runway expansion at Nashville International Airport (BNA) have been placed on hold amid Federal Aviation Administration (FAA) requirements for more environmental studies, according to The Tennessean. Following a denial of a 2021 runway expansion request, the airport has been working alongside the FAA to conduct further reviews for its proposed runway extension to accommodate long-haul jets but is yet to succeed. Stalled plans Tennessee International Airport has looked to add 4,000 feet to its 2L-20R runway, growing to 12,000 feet. Over the past several years, it has purchased land around the airport ahead of construction. However, the FAA has yet to give the project the go-ahead, citing insufficient evidence for the required demand. In a 2021 email to Nashville Airport officials, FAA Memphis Airport District Officer Manager Tommy Dupree explained, "The Runway 2L-20R Justification Study did not provide data or rationale to support a major runway extension. The document did not show a demand that required a major extension.” Despite the FAA’s concerns, Governor Bill Lee, legislators, and other stakeholders have expressed interest in extending the runway to accommodate travel to long-haul destinations, particularly Asia, to support regional tourism and industry. Over 36,000 Tennessee residents are currently employed by Japanese businesses, including DENSO, Nissan, and Bridgestone, with Asian tourism eyed as a critical area for growth. British Airways similarly backed the proposal, with Vice President of Airports Ian Blackman cautioning in a letter that not expanding the airport may impact its development, "As it stands, any such potential growth may be constrained by current runway limitations. British Airways can, of course, never guarantee that aircraft capacity would ever be increased, but it would be reassuring to know that the supporting runway infrastructure was available." Further expansions Earlier this week, an FAA representative described the expansion as a “dead issue for now,” noting it had not received comment from the airport on its submission justification since 2021; however, airport officials have continued with their plans for the surrounding area. Up to 19 homes, the former Genesco World Headquarters, and a 1930s Mansion are required to be cleared, as well as relocating the remains of 137 people from a closed Central State Hospital cemetery for unclaimed patients. Further negotiations to buy out those still living in Airport Estates are also required. Alongside expanding its runway, the airport is also eyeing the construction of a second terminal, with its board of directors launching the process in August. The airport is expected to require capacity for over 35 million passengers by 2033, a jump of nearly 13 million passengers compared to 2023’s anticipated traffic figures. Over the past several years, Tennessee International Airport has unveiled a wide range of new updates and upgrades alongside its rapid growth, ranging from the recently completed grand lobby to fresh retail and food options expected to open in September alongside six new gates. An additional 30 gates are to be opened over the next several years as part of the BNA Vision and New Horizons project to meet projected growth. https://simpleflying.com/why-the-faa-wont-let-nashville-airport-extend-its-runway/ These 8 airports are some of the world's most dangerous — only a select group of pilots is allowed to use them Flying is the safest mode of transportation, but some airports are more dangerous than others. Mountains, weather, short runways, and poor infrastructure can make flying more difficult. A few airports are so challenging that they restrict flying to only a small number of skilled pilots. Insider recommends waking up with Morning Brew Logo Morning Brew, a daily newsletter. Sometimes, it's okay to clap when a plane lands. Despite the sometimes common fear of flying, air travel is the safest mode of transportation, with tens of thousands of planes journeying across the globe every day. The odds of being in a major commercial accident are extremely low — about one in 6 million, according to the International Air Transport Association's 2022 safety report. In fact, the report revealed there were just five fatal accidents among 32.2 million commercial flights in 2022. The impressive record is thanks to a heightened focus on aviation safety over the decades. Airport design and geography, in particular, are major factors in how risky an aircraft operation is. Most passenger airports have robust infrastructure, like visual aids and alerts, that keep pilots aware of what's going on in and around the airfield. And, the runways are usually paved with clear taxi and hold instructions — albeit recent airport near-misses in the US suggest there is still work to be done when it comes to on-the-ground safety. Still, there are some places that have such minimal technology and are so dangerous to take off and land that only a handful of aviators are trusted to fly in the rough conditions — and their skill may deserve a round of applause. Here are eight of the most challenging airports in the world to operate an airplane. Barra Airport in Scotland Barra Airport is located on a tiny island off the west coast of Scotland in an area known as The Isles of Barra and Vatersay. Due to the remote territory and low demand, the airport only has a control tower and a small terminal, but there is no space for an actual runway. Instead, airplanes land on three triangle sand strips located along the water at Traigh Mhor Beach, allowing planes to land in any direction depending on the winds. Barra Airport is actually the only airport with scheduled flights where planes land on sand — but it makes flying there extremely difficult. According to Forbes, the runways are only five feet above sea level and completely vanish at high tide, so pilots must be alert to unexpected weather and changing tide conditions. Loganair is the only airline that regularly serves Barra. The carrier uses the rugged de Havilland Canada DHC-6 Twin Otter, a Canadian-made aircraft specially designed for challenging terrain and short runways. Paro International Airport in Bhutan Bhutan's Paro International Airport is one of the most geographically complicated airports in the world. Located in a valley between 18,000-foot peaks and dense forest trees, only a few dozen pilots have been specially trained to fly in and out, and flights are only allowed during daytime hours. According to Forbes, a few factors make the approach particularly dangerous, including the steep 45-degree turn into the runway — which the pilots can't even see until moments before dropping onto the airfield. The runway is also very short, at just 6,500 feet, meaning the narrowbody planes flying to and from the airport must operate within strict speed and altitude parameters. Moreover, the airport lacks radar systems that could help guide the planes, so aviators must rely on their eyes and training. Currently, only two carriers fly to Paro Airport: state-owned flag carrier Drukair Royal Bhutan Airlines and privately-owned Bhutan Airlines, both flying Airbus A319s. Juancho E Yrausquin Airport in the Dutch Caribbean Saba hosts the world's shortest commercial runway at just 1,300 feet long. iStock The world's shortest commercial runway is on the Dutch Caribbean island of Saba. With just five square miles of space to work with and few flat areas, the airport's asphalt landing strip only stretches about one-fourth of a mile — at a mere 1,300 feet long. The short runway, paired with mountain cliffs, means the margin for error is extremely narrow, and pilot precision is key to preventing the aircraft from nose-diving off the end of the runway and into the ocean. Similar to Paro Airport, just a select number of aviators are trained to fly in and out of Saba. The only airline with scheduled flights is Sint Maarten-based Winair using a de Havilland Canada DHC-6 Twin Otter. Courchevel International Airport in the French Alps Courchevel International Airport in the French Alps provides access to one of the world's most luxurious ski destinations, but only specially trained pilots can tackle the airport's awkward slope and short 1,700-foot runway. The strip's 18.5% downward gradient is a particularly challenging factor, according to Forbes, meaning pilots must maneuver perfectly. Plus, the unforgiving landscape, paired with the airport's lack of lights or guidance systems, means flights are only possible in clear weather conditions — wind and storms would make flying in or out too risky. The only scheduled air carrier flying to the airport is France's Alpine Airlines, which uses a Vulcanair P68 Turbo Observer aircraft built for short-field performance. However, private jets and helicopters also use the landing strip. Phoenix Runway in Antarctica Used by the US Air Force, Phoenix Runway on Antarctica is made by densely compacting snow until it is "nearly as hard as concrete." Mike Lucibella/National Science Foundation A small club of people can say they've stepped foot in Antarctica, most traveling by cruise ship starting in places like Australia or Argentina. But there is an even smaller number of people who have flown to the white continent — a feat that was first accomplished in 1928, but has remained a challenge throughout history. There are several makeshift landing strips available in Antarctica, like the icy Wolf's Fang Runway that can handle everything from tiny private jets to giant Airbus A340 jetliners. But the one that is considered most dangerous is Phoenix Runway, which was certified for use in 2016 for the US Air Force's US Antarctic Program and is located near the McMurdo Station military base. Giant planes like the USAF Boeing C-17 Globemaster III cargo jet can land on the icy runway thanks to several layers of densely compacted snow that the National Science Foundation said is "nearly as hard as concrete." While the landing strip is better than a downhill slope or soft sand, it doesn't have lights. This — combined with the 24/7 darkness in winter months and the potential for total white-out conditions — means pilots must sometimes rely heavily on cockpit instruments with zero visual cues outside. Toncontin International Airport in Honduras A TACA Airlines Airbus A320 skidded off Toncontin airport's short runway in 2008, killing five people including the captain. Orlando Sierra/AFP via Getty Images To reach Honduras' capital city of Tegucigalpa, pilots must first maneuver through mountainous terrain before making a sharp turn and steep descent into the Toncontin International Airport — similar to the conditions in Bhutan. The obstacles are made even more difficult by the short 7,100-foot runway, with the biggest concern being the risk of jets overshooting the landing strip. This actually happened in 2008 when a TACA Airlines Airbus A320 skidded off the runway and into a street, killing three people onboard — including the captain — and two people on the ground. However, some concerns at the airport have been remedied with the opening of the new Palmerola International Airport in 2021. Only domestic flights now operate at Toncontin with all international flights going through the safer Palmerola, which has a 9,200-foot runway. Princess Juliana International Airport in St. Maarten Probably the most well-known airport on this list is Princess Juliana International Airport on the Caribbean island of Sint Maarten, mostly due to its scenic approach that flies directly over a public beach. Tourists and planespotters alike are known to line the airport fence waiting for huge jetliners to take off and land, though the activity can be dangerous with people being knocked off their feet — and even tragically killed — due to the strong jet engine blasts. The aircraft landing at Princess Juliana are not only dangerous for those on the ground, but the 7,100-foot runway and low approach push larger commercial aircraft to their operating limits. But, airlines seem to be managing considering planes as big as the massive Boeing 747 have regularly flown to Sint Maarten's famous airport. Tenzing-Hillary Airport (Lukla Airport) in Nepal Nepal's Lukla Airport, which is the gateway to Mt. Everest, is considered the most dangerous airport in the world. Boy_Anupong/Getty Images Officially named Tenzing-Hillary Airport, Lukla is the gateway to Mt. Everest with hundreds of climbers traveling through the airport on their way to and from base camp. Lukla is like the Rainbow Road of flying, but pilots have to zig-zag between peaks — one of them being the world's tallest mountain — while simultaneously trying to navigate down to a mere 1,700-foot, one-way airstrip. And, the airport has minimal infrastructure to assist. Maintaining speed and altitude is key to safety, and there is little to no room for error due to the steep incline required for takeoff and the unpredictable weather that could see sunny skies turn to zero visibility in a matter of minutes — meaning its a hit-or-miss of if the flight will actually depart as scheduled. Plus, the airport is situated at an altitude of about 10,000 feet where air is less dense. This can impact aircraft performance and it make it more difficult for pilots to control their plane. The airport is no stranger to disaster, either. According to the Aviation Safety Network, 56 people have died on flights arriving, departing, or near Lukla since 2004. https://www.insider.com/most-dangerous-airports-in-the-world-for-pilots-takeoff-landing-2023-9 Delta Air Lines’ Entire Fleet Is Now Protected Against 5G Signals Until recently, almost 200 of the carrier's aircraft didn't have the necessary upgraded altimeters. SUMMARY • Delta Air Lines has successfully upgraded its entire fleet to protect against interference from 5G signals, overcoming a regulatory hurdle. • The rule change enacted by the FAA restricts airlines during low-visibility landings due to potential 5G interference with altimeters. • Although the majority of commercial aircraft in the US were already equipped to handle 5G signals, Delta retrofitted around 20% of its planes to ensure compliance and avoid operational disruption. Delta Air Lines has overcome a regulatory hurdle by upgrading the entirety of its fleet in a manner that protects the carrier's aircraft against interference from 5G signals. With new restrictions on the matter having come into place last month, the airline has worked diligently to get all of its planes in line with the rules. Time for change The rule change was enacted on July 1st this year, when the Federal Aviation Administration (FAA) rolled out a mandate concerning 5G interference. Specifically, the new legislation restricts airlines when performing landings in low-visibility conditions, due to the potential of 5G signals to interfere with planes' altimeters. On the whole, the change didn't stand to impact the majority of commercial aircraft in the US. Indeed, Simple Flying quoted the FAA as stating that "85% of the domestic commercial airline fleet and about 66% of the international fleet are equipped with radio altimeters that can operate safely in the US 5G C-band environment." However, had the minority of aircraft found themselves in low-visibility conditions in the proximity of C-band 5G frequencies, the potential for interference with their radio altimeters might have led to operational disruption. Given the events of the last few years, this is something that carriers are keen to avoid. With this consideration in mind, Delta Air Lines has come up with a preventive solution. Safe and sound Specifically, the Atlanta-headquartered SkyTeam founding member has been working to upgrade its fleet so that all of its aircraft have newly-compliant radio altimeters. According to Reuters, approximately 190 of Delta Air Lines' planes had not been upgraded at the time of the rule change, including all of its Airbus A220s. Data from ch-aviation.com shows that the carrier's present mainline fleet consists of 964 aircraft, so this will have meant retrofitting around 20% of its planes with the upgraded radio altimeters. Nonetheless, compared to the costs that an airline can incur due to operational disruption, this will have been a worthwhile investment. Simple Flying has contacted Delta for further information on the matter. Even during the time that Delta was retrofitting these aircraft, it seems that the carrier was able to avoid major disruption on this front. According to The Independent, the carrier didn't experience any notable altimeter-related problems this summer, with a spokesperson saying that, going forward, "no Delta aircraft will be subject to additional weather-driven constraints" thanks to the upgrades. Another successful upgrade As it happens, the radio altimeter retrofit scheme isn't the only upgrade program that Delta Air Lines has recently concluded. Indeed, Simple Flying reported today that the carrier's $2.3 billion shakeup at Los Angeles International Airport, known as the Sky Way At LAX project, has been completed 18 months ahead of schedule. https://simpleflying.com/entire-delta-air-lines-fleet-protected-5g/ EASA to leverage blockchain tech for tracking aircraft parts Europe continues its search for new blockchain use cases, with the latest foray coming in its aviation sector as the region seeks to crack down on using unapproved parts. The European Union Aviation Safety Agency (EASA) leads the charge with a new project to leverage blockchain to track aircraft parts and other components. Dubbed the VIRTUA project, EASA has onboarded blockchain firms SkyThread and FPT Software to provide technical expertise for the solution. Per the announcement, the International Air Transport Association (IATA) and PwC France will provide regulatory and compliance support for the novel project. The EASA is keen to improve safety standards in the aviation industry, noting that integrating blockchain into its systems will offer the sector myriad benefits. Approved aircraft parts will be listed on a distributed ledger, allowing prospective purchasers to confirm their authenticity before finalizing a deal. According to statistics, unauthorized aviation parts played a primary role in the over 20 aircraft accidents in the U.S., a trend that the EASA is keen to avoid. “We believe that this project will provide a comprehensive vision of how blockchain solutions could contribute to addressing the issue,” said Nick Careen, IATA’s Senior VP of Operations, Safety, and Security. Aside from fake aircraft parts, the aviation industry currently grapples with the challenge of expired components. Aircraft parts have limited shelf life, but the EASA has identified a thriving secondary market for components nearing the end of their airworthiness. “The implementation of blockchain technologies for the management of approved aircraft parts and components could impact the whole lifecycle of certificates, from their issuance by production organizations to the changes introduced by design or maintenance organizations,” said Nick Careen. Several aircraft manufacturers in North America have previously relied on blockchain for provenance of their components, including Honeywell and GE Aviation, tracking the process from dismantling to the last maintenance stage. The EU’s blockchain pilot regime Given the diversity of use cases for blockchain, the European Union announced a blockchain pilot regime to explore its usage in financial markets. In March 2023, the pilot regime gives the green light to market infrastructure operators to use blockchain in the issuance and settlement of tokenized financial instruments. The European Central Bank (ECB) is currently experimenting with blockchain to launch the digital euro, given its qualities of immutability and privacy. Across the continent, multiple uses for blockchain have sprung up in several sectors, including healthcare, education, logistics, and manufacturing. https://coingeek.com/easa-to-leverage-blockchain-tech-for-tracking-aircraft-parts/ USMC orders safety review after latest Osprey crash without mentioning incident The top US Marine Corps (USMC) officer has ordered a service-wide safety review just days after a Bell Boeing MV-22 Osprey tiltrotor crashed on 27 August in Australia, killing three people and injuring five more. The directive, issued by assistant commandant General Eric Smith on 29 August, calls for a “thorough and harsh review” of the USMC’s safety practices. MV-22 Ospreys in Darwin, Australia. The US Marine Corps has maintained a rotational force of ground combat troops and aviation assets based in Australia’s Northern Territory since 2012 “Every aspect of training – from safe weapons handling to proper ground guides, to the ruthless adherence to standards in our aircraft and vehicles – demonstrates that we are indeed professional warriors,” says the document, titled “Guidance for Marine Corps-Wide Safety Review”. By 15 September, “commanders and supervisors at all levels shall review their units’ attitudes regarding safety, examine the risks of their operational environment and identify ways and means to mitigate risks to an acceptable level,” says the order. Though an assistant commandant, Smith is the service’s ranking officer owing to political gridlock in the US Senate that has left the USMC without a confirmed service chief. The guidance describes safety as a “key element” to the USMC’s combat effectiveness. The order came two days after the deadly MV-22 crash but does not specifically acknowledge that event, which was the latest in a series of deadly crashes involving the USMC’s tiltrotor fleet. The guidance does reference an unspecified “training mishap” and notes “every possible measure” will be taken to prevent such incidents.It mentions general tasks, such as ensuring personnel wear protective equipment and get adequate sleep. The USMC has separately confirmed the incident, which took place on Melville Island north of Darwin. Killed in the crash were crew chief Corporal Spencer Collart, pilot Captain Eleanor LeBeau and squadron executive officer Major Tobin Lewis. An investigation into the cause of the crash is underway, the USMC says. Episodes of so-called “hard-clutch engagement” have occurred twice in the past year, prompting the US military to ground some V-22s across multiple military services. In addition to the USMC, the US Air Force (USAF) and US Navy (USN) operate variants of the Osprey for special-operations aviation support and carrier-resupply missions, respectively. Hard-clutch engagements occur when the Osprey’s clutch releases from the rotor system and suddenly re-engages, according to the Pentagon’s V-22 joint programme office. The hard engagement sends an impulse through the drive-train, which can potentially damage the system. In 2022, the USAF separately grounded its CV-22 fleet for two weeks due to the clutch issue. While previous groundings were subsequently lifted, the structural problem in the complex tiltrotor aircraft has never been fully addressed. The services instead released modified guidelines for aircrew meant to avoid situations likely to cause hard-clutch engagement and added the scenario to simulator training curricula. The USAF said at the time that those measures were necessary until a permanent solution could be identified. The Pentagon has declined to address if the latest incident is related to hard-clutch engagement. Deputy press secretary Sabrina Singh on 29 August said the cause of the crash remains under investigation. “Each incident undergoes its own investigation,” Singh says. “I wouldn’t right now apply a sweeping broad stroke across every incident linking them together.” Whatever the cause, the latest crash continues a trend of dangerous aviation mishaps for the USMC, including those involving V-22s and other aircraft. Multiple USMC Ospreys went down in 2022, including a crash in Norway that killed four marines and a fatal crash in Southern California that killed five. While fatal aviation accidents occur across all US military services outside of combat, the USMC has the worst record by far. Data published by the National Commission on Military Aviation Safety in 2022 showed the USMC’s rate of “Class A” mishaps – the most serious category – was substantially great than that of the US army, navy or air force. Between 2007 and 2018, those three services logged a combined Class A mishap rate of roughly 1.5 events per 100,000 flying hours – well above the commercial industry’s 0.17 rate, the report shows. By comparison, USMC’s rate exceeded two Class A accidents in most years between 2007 and 2018, with the rolling rate steadily increasing during the period even while the other services’ rates remained flat or declined. “We continue to lose nearly a platoon’s worth of marines and sailors to training accidents and off-duty mishaps each year,” Smith’s safety-review order says. That number is not specific to aviation incidents. A platoon includes approximately 30 personnel. https://www.flightglobal.com/helicopters/usmc-orders-safety-review-after-latest-osprey-crash-without-mentioning-incident/154767.article NTSB opens investigation into recent turbulence incident on Delta flight that injured 12 The National Transportation Safety Board said that it is opening an investigation into a Delta Air Lines flight rocked by turbulence on Tuesday that sent passengers and crew to the hospital. “The Airbus A350 was en route from Milan, Italy, when flight encountered severe turbulence on approach to its planned destination of Atlanta,” the agency said in a tweet on X, the social media platform formerly known as Twitter, on Thursday evening. The NTSB tweet said that a preliminary report on Delta flight 175 would be expected in two to three weeks. The Federal Aviation Administration says a total of 12 people, one more than initially reported, were hurt in the incident. That agency’s initial report says one member of the flight crew sustained serious injuries. Also, three cabin crew members and eight passengers had minor injuries, it said. The flight was about 40 miles northeast of Hartsfield-Jackson Atlanta International Airport when the turbulence occurred, and it eventually landed safely, according to the FAA. In a 2021 report, the NTSB found that “turbulence-related accidents are the most common type of accident involving air carriers.” Passenger describes Delta flight Passenger Ayọ Suber described what happened on the plane earlier this week. The first 10 hours of the flight were fine, she said, but when they got close to Atlanta, the turbulence struck. “It was severe turbulence and then the plane just dropped straight down,” Suber told CNN. “That’s when I thought we were crashing.” A woman sitting in the middle aisle flew out of her seat and the top of her head hit the overhead storage bins, said Suber. “There was a woman who kept crying and saying she’s scared,” she added. Suber said passengers were informed by the cockpit that medics would be standing by once the plane landed. In a video taken by Suber, a crack can be seen on the bottom of a storage bin where a woman hit her head. After the plane landed, medics could be seen taking some passengers off the aircraft on stretchers. Suber, who flies frequently, told CNN this terrifying experience will not keep her from flying. “I felt like this was such a freak incident that I’m not scared to fly,” she said. https://www.cnn.com/travel/ntsb-investigation-turbulence-delta-flight-atlanta/index.html Curt Lewis