Flight Safety Information - June 6, 2024 No. 113 In This Issue : Incident: Swiss B773 enroute on Jun 4th 2024, failure of weather radar : Incident: Qatar A359 at Boston on Jun 5th 2024, down to single hydraulic system : Archer Selects ProDIGIQ’s ProSafeT Safety Management System In Preparation For Commercial Air Taxi Operations : Series of jet, staff failures faulted in 2023 F-15 crash : What a crashed jet means for an F-35 program already thin on test planes : Cathay Pacific trainee pilots have damaged so many planes a U.S. flying school has banned them from solo flights : NETJETS SUES PILOTS' UNION TO SILENCE SAFETY CONCERNS : EU updates Air Safety List: New additions and comprehensive overview : Boeing worker told Senators they had nightmares of planes ‘falling out of the sky’ and begged for safety fixes : Air taxi maker Archer Aviation receives FAA nod to start commercial services : Russia to Retire its Fleet of the World’s Largest Turboprop Aircraft, the Antonov An-22 Antei : China wants to recruit military pilots from the U.S. and its allies to strengthen Chinese air power, bulletin warns : American Airlines Pilots Move Towards Vote On Whether To Join ALPA : CALENDAR OF EVENTS Incident: Swiss B773 enroute on Jun 4th 2024, failure of weather radar A Swiss International Airlines Boeing 777-300, registration HB-JNB performing flight LX-180 from Zurich (Switzerland) to Bangkok (Thailand), was enroute at FL330 over the Black Sea about 2 hours into the flight when the crew decided to turn around and return to Zurich due to the failure of their weather radar systems and poor weather in Bangkok. The aircraft landed safely back on Zurich's runway 34 about 4:20 hours after departure. The airline reported the aircraft returned due to a failed weather radar and expected thunderstorms in Bangkok. The passengers have been taken to hotels and rebooked onto other flights. https://avherald.com/h?article=51985037&opt=0 Incident: Qatar A359 at Boston on Jun 5th 2024, down to single hydraulic system A Qatar Airways Airbus A350-900, registration A7-AML performing flight QR-747 from Doha (Qatar) to Boston,MA (USA), was descending towards Boston when the crew reported they were down to a single hydraulic system. The aircraft performed an ILS approach to Boston's runway 22L for a safe landing. The FAA reported: "Qatar Airways Flight 98Y landed safely at Boston Logan International Airport around 7:45 a.m. on Wednesday, June 5, after the crew reported possible hydraulic issues. The Airbus A350 took off from Doha in Qatar. The FAA will investigate." The aircraft is still on the ground in Boston about 4 hours after landing. https://avherald.com/h?article=51984e8a&opt=0 Archer Selects ProDIGIQ’s ProSafeT Safety Management System In Preparation For Commercial Air Taxi Operations ● Selection follows FAA's mandate that Safety Management Systems (SMS) are mandatory for all part 135 operators ● Archer’s early adoption of Safety Management System demonstrates company’s dedication to the highest levels of safety with proactive compliance with FAA requirements ● The ProSafeT platform will provide Archer with extensive safety reporting, assurance, and risk assessment to support its operations SANTA CLARA, CA, June 05, 2024 - Archer Aviation Inc. (NYSE: ACHR), a leader in electric vertical takeoff and landing (eVTOL) aircraft, today announced its selection of ProDIGIQ’s ProSafeT Safety Management System (SMS) for its current and upcoming air taxi operations. This move comes after a recent FAA ruling requiring all part 135 commuter and on-demand operators to implement an SMS within three years and is another example of Archer’s progress toward commencing commercial operations of one of the world’s first electric air taxi airlines. ProSafeT will equip Archer with its Safety Reporting, Safety Assurance, and Safety Risk Assessment/Management Modules, as well as an Offline Safety Reporting Mobile App. “The recent mandate by the FAA for an SMS with charter airlines, commuter airlines, and air tour operators reaffirms the critical role safety and Safety Management Systems play in aviation, a commitment shared by Archer. We are pleased to have selected the best-in-class Safety Management System that fully complies with this regulation to ensure safety and quality remains at the forefront as we prepare for the commercial launch of Midnight,” said Archer Chief Regulatory Affairs Officer, Billy Nolen. After announcing its collaboration with Archer Aviation, ProDIGIQ's CEO, Arpit Malaviya, emphasized the significance of advancing aviation safety globally. Developed in 2016 through a public-private partnership with the FAA and a consortium of airlines, ProSafeT meets and exceeds all compliance for its aviation clients, fostering a culture of safety excellence within operations. The ProSafeT platform is exclusive to the aviation industry and 100% designed, built, and supported in the USA to provide unparalleled quality and customer service. After almost one decade in the market, ProSafeT has established itself as a mature and comprehensive software partner to a variety of aviation clients. Tom Anderson, COO of Airline Operations at Archer, stated, "At Archer, safety is not just a regulatory requirement, it is our top priority across every part of our business. The integration of ProSafeT's advanced SMS into our operations is a testament to our commitment to the highest standards of safety as we advance towards the commercial launch of our Midnight aircraft. This system provides us with the tools necessary to maintain and enhance our safety protocols, ensuring that every flight in our eVTOL aircraft is not only efficient but, most importantly, secure." Archer’s goal is to transform urban travel, replacing 60–90-minute commutes by car with estimated 10–20-minute electric air taxi flights that are safe, sustainable, low noise, and cost-competitive with ground transportation. Archer’s Midnight is a piloted, four-passenger aircraft designed to perform rapid back-to-back flights with minimal charge time between flights. # # # About Archer Archer is designing and developing electric vertical takeoff and landing aircraft for use in urban air mobility networks. Archer’s mission is to unlock the skies, freeing everyone to reimagine how they move and spend time. Archer's team is based in Santa Clara, CA. To learn more, visit www.archer.com. About ProDIGIQ ProDIGIQ is a leading U.S.-based global aviation software company headquartered in Southern California. Since its foundation in 2008, ProDIGIQ has been committed to creating the world’s best aviation software to make an indelible impact on worldwide aviation. To learn more, visit www.prodigiq.com ProDIGIQ Media Contact ProDIGIQ’s Marketing Team – marketing@prodigiq.com Archer Media Contacts The Brand Amp - Archer@TheBrandAmp.com Forward-Looking Statements This press release contains forward looking statements regarding Archer’s business plans and expectations, including statements regarding its aircraft performance and the timing of Archer’s development, commercialization, and certification of its eVTOL aircraft. These forward-looking statements are only predictions and may differ materially from actual results due to a variety of factors. The risks and uncertainties that could cause actual results to differ from the results predicted are more fully detailed in Archer’s filings with the Securities and Exchange Commission, including its most recent Annual Report on Form 10-K and Quarterly Report on Form 10-Q, available at www.sec.gov. In addition, please note that any forward-looking statements contained herein are based on assumptions that Archer believes to be reasonable as of the date of this press release. Archer undertakes no obligation to update these statements as a result of new information or future events. Source: Archer Series of jet, staff failures faulted in 2023 F-15 crash An F-15D Eagle pilot’s decision not to engage the aircraft’s emergency brake system during a hydraulic failure caused the jet to skid off a runway and crash into an irrigation canal at Kingsley Field, Oregon, in May 2023. But the Air National Guard pilot, assigned to the 173rd Fighter Wing, wasn’t the only one at fault, according to the results of an Air Force safety investigation released Monday. The investigation, led by 12th Flying Training Wing Commander Col. Taylor Ferrell, found multiple factors that contributed to the May 15, 2023 accident, including maintainers’ failure to follow proper procedures, and “ineffective communication” between the pilot and air traffic control that incorrectly led staff to lower an arresting cable during the emergency. The aircraft was destroyed at a cost of $35.5 million, according to the Air Force. The pilot, identified in the report as the 173rd’s chief of wing safety, climbed out of the aircraft with minor injuries and was treated at a local hospital. According the report, the aircraft took off around 2 p.m. local time and was part of a four-plane training mission that included an F-15C and two F-35s. During flight, lights indicating hydraulic failure came on and the pilot aborted the mission. While returning to Kingsley, an airman in another fighter reported seeing hydraulic fluid leaking from the affected jet’s landing gear door and trailing behind its exhaust nodules. The leaking jet’s pilot declared an in-flight emergency. On approach to Kingsley, the pilot told controllers that if they couldn’t brake normally, they’d circle around and attempt to land by catching an arresting cable on one end of the runway. However, after landing at about 160 mph and finding the brake system was failing, the pilot was “uncertain” whether enough runway remained for a go-around and decided to try for an arrested landing, according to the report. That’s when communication between air traffic control and the pilot broke down, the Air Force found. With time and runway running out, the pilot radioed only the word “cable” to the tower. Air traffic control, which had previously told the pilot the arresting cable was positioned upward, misinterpreted the pilot’s intent and began lowering the cable. “Cable coming down,” air traffic control told the pilot three seconds after their transmission. “No, no, I need cable, cable up, cable up, cable up, cable up,” the pilot radioed back, seven seconds later, with 3,500 feet of runway to spare. Four seconds later, air traffic control flipped the switch to raise the cable, responding with “cable up.” Instead, the F-15 rolled over the cable with 1,500 feet of runway left. “No cable,” the pilot radioed back. The pilot veered to the right to avoid the runway’s lighting, skidded off the pavement and hit a berm on the canal’s north side before crashing into its southern bank and coming to a stop in the water. While investigators determined it would have been possible for the pilot to try another landing, Taylor wrote that “due to the amount of time required for the [pilot] to assess the situation, the decision to remain on the [runway] was a valid alternative, considering the assumption that the departure-end arresting cable was in the ‘up’ position.” But that cable wasn’t raised in time, and the only remaining option was to pull the emergency brake/steering handle, the report said. The pilot feared doing so would blow the tires and cause them to lose control of the aircraft. While investigators determined that pulling the emergency brake could have prevented the mishap, the pilot’s previous experience with dysfunctional brakes in an F-15C also played a role, Taylor noted. Ineffective communication was also to blame. “Cable, cable, cable” is how pilots should indicate to air traffic controllers that they want the arresting cable lifted up to catch an incoming plane, the report said, adding that air traffic control should have followed up to ask for clarity. Pilots with the 173rd often ask for the arresting cable to be lowered after landing to prevent wear and tear when rolling over it, the report said. Hearing the word only once, air traffic controllers thought the F-15D had safely landed. Investigators also noted that maintainers failed to adequately troubleshoot the aircraft’s hydraulic system. Maintainers had performed significant work on the system in the two weeks before the accident, but the aircraft didn’t return to flight until earlier on the day of the mishap. An inspection after the initial flight discovered fluid on a door behind the right main landing gear. When personnel opened it to search for a leak, they failed to pressurize the system to isolate the problem. Had maintainers followed the right steps, Taylor wrote, “there is a high likelihood that the [mishap aircraft] would have been deemed non-mission-capable on the day of the mishap.” Maintainers also failed to properly document their work, and supervisors didn’t review workplace forms to ensure they were adequately completed — another contributing factor that could have averted the mishap, the report found. The wreck was one of 11 aircraft destroyed during fiscal year 2023, according to Air Force Safety Center data obtained by Air Force Times. That year saw a five-year high in the Air Force’s most expensive wrecks, including five F-15s that were damaged in flight or on the ground. The Air Force is in the process of phasing out decades-old F-15C and D-model aerial dogfighting planes to clear the way for the more advanced F-15EX Eagle II. According to fiscal year 2025 budget documents, the service plans to retire 65 F-15C/Ds in the coming year, bringing the fleet size from 92 to 27. https://www.airforcetimes.com/news/your-air-force/2024/06/05/series-of-jet-staff-failures-faulted-in-2023-f-15-crash/ What a crashed jet means for an F-35 program already thin on test planes The crashed F-35 was supposed to add to the small test fleet of just 43 aircraft, many of which are older models that can suffer from maintenance issues, the F-35 Joint Program Office tells Breaking Defense. WASHINGTON — Amid delays and cost overruns for key F-35 upgrades, officials have increasingly emphasized the need to tackle a top issue for the Joint Strike Fighter enterprise: a limited and aging testing infrastructure, whose woes could delay or endanger future upgrades to the jet. And now that a brand new F-35 test jet crashed last week, the stealth fighter’s testing problems could get even worse, fleet numbers shared exclusively with Breaking Defense show. “Any crash of our military aircraft is of utmost concern. While we know that expanding F-35 test capacity is the first step to fundamental F-35 transformation, this incident exacerbates the already urgent need to expand it,” Rep. Rob Wittman, a Virginia Republican who chairs the House Armed Services tactical air and land forces subcommittee, said in a statement last week. As of November, the global fleet relies on just 43 test aircraft. F-35 Joint Program Office spokesman Russ Goemaere declined this week to comment on whether that fleet size has changed since Breaking Defense obtained those figures, but even if the numbers have increased slightly, it remains a tiny fraction of the over 1,000 stealth fighters built to date. Those jets are then divided into two subsets, known as developmental test (DT) and operational test (OT) aircraft. Within the DT fleet are two different kinds of aircraft. One type is dubbed flight sciences aircraft, which are uniquely instrumented to “conduct specialized test events focused on measuring structural and aerodynamic loads on the air vehicle due to stores, propulsion, or flight control changes,” Goemaere said. The JPO currently operates four flight sciences aircraft, and the 16 other DT jets are used to test mission systems. According to Goemaere, the F-35B that crashed last week was en route to Edwards Air Force Base and was planned to add to the DT fleet to support mission systems testing. The jet was relatively fresh off Lockheed’s production line in Fort Worth, Texas before it crashed, having been accepted by the government in September. (The pilot was able to eject.) The remaining 23 OT aircraft are operated by the military services. These jets “support testing suitability and effectiveness in an operational environment,” Goemaere said. Improving F-35 Test Infrastructure The F-35, like most large acquisition programs, relies heavily on laboratories to develop features like upgrades. Those are then introduced to the real world on test beds like the F-35B that crashed May 28. The problem for program officials is that both parts of that essential infrastructure are lacking. For example, software lab space has recently been prioritized to remedy the fighter’s troubled Technology Refresh 3 (TR-3) overhaul, a decision that the Government Accountability Office (GAO) warned in a May report [PDF] could hamper the fighter’s suite of Block 4 upgrades that need that lab space too. The same issue applies to the program’s limited number of test jets. Complicating the issue is that, according to Goemaere, the “bulk” of the current test fleet was built in some of the program’s earliest production lots, meaning that those jets are out of sync with more modern configurations and sometimes more prone to maintenance issues. Testing demands, combined with a lean fleet, means the services sometimes even have to loan their own OT aircraft to the JPO for DT activities. Specifically when it comes to flight sciences aircraft, GAO found that “in the past, three of the four testing aircraft have been down for maintenance simultaneously, severely limiting testing.” The program has some workarounds in place, GAO found, though testing demands could increase even more once problems hampering development of new features have been resolved. Goemaere agreed the flight sciences fleet must be refreshed, stating that the F-35’s program “most critical need is for flight sciences aircraft.” To that end, the program is eyeing replacements with a handful already under contract. Additionally, an amendment Wittman offered to the draft fiscal 2025 National Defense Authorization Act, which is awaiting a vote by the full House after the committee’s May 22 approval, would enshrine authorization for no fewer than nine new test jets. Wittman’s language actually tweaks a similar provision that was included in the FY24 NDAA. Through his amendment, the number of aircraft authorized for procurement would be increased from six to nine and would be acquired in the jet’s production lot 18, as opposed to lot 19. The test jets could additionally be manufactured in the fighter’s conventional takeoff, short takeoff and landing, or carrier-launched variants. The legislative language, according to a congressional staffer, is “intentionally open-ended” to enable the JPO to choose whether the aircraft should be manufactured in either a flight sciences or mission systems configuration. In responses to Breaking Defense, the JPO appears poised to procure those jets in the flight sciences configuration. That leaves the DT jets used for mission systems testing. According to Goemaere, “the F-35 program continuously evaluates the need for and timing of recapitalizing the development test aircraft fleet.” (The military services are separately responsible for recapitalizing their own OT aircraft.) Wittman’s committee is also going after other testing improvements. In a briefing with reporters on May 15, Wittman explained the committee’s decision to cut 10 F-35s from the Pentagon’s requested procurement in FY25 would help redirect funds into an “integrated software laboratory,” making a “digital twin” of the fighter and buying more test beds. In other words, “all those that should have been done years ago and haven’t been done. And that’s why we’re so far behind where we are today.” Still, House authorizers may not get their wish. House appropriators unveiled their budget this week, which adds F-35s over the Pentagon’s request instead of cutting them like the HASC outlined. Specific details of House appropriators’ spending legislation is expected to be unveiled shortly. It’s unclear how far-reaching the ramifications of last week’s crash will be for the F-35 program. But officials will certainly have to count on one fewer DT jet for an aging fleet. The JPO is “still determining the impact, if any, [the crash] will have on the F-35 program,” according to Goemaere. For Wittman, however, the impact is clear. “This incident will undoubtedly cause a technical setback for F-35 modernization and warrants an extensive and thorough investigation to determine the exact cause of this crash,” he said. https://breakingdefense.com/2024/06/what-a-crashed-jet-means-for-an-f-35-program-already-thin-on-test-planes/ Cathay Pacific trainee pilots have damaged so many planes a U.S. flying school has banned them from solo flights A US pilot school has suspended all solo flights for Cathay Pacific Airways Ltd. cadets after a number of training incidents that damaged planes and went unreported by the trainee aircrew. Phoenix, Arizona-based AeroGuard Flight Training Center has told all Cathay cadets that “effective immediately, all solo flights are grounded” after AeroGuard saw “an alarming increase in solo incidents during cadet training,” according to a memo seen by Bloomberg News. “These incidents were not minor — one wingtip collision with a fixed object, one bounced landing leading to a substantial prop strike on the runway and most recently, a complete runway excursion. While each situation was unique, in each case the concern was the same — required consultation did not occur” and in two of the three instances, “the students failed to properly report the damage.” Cathay, in a response to Bloomberg, acknowledged the events took place and said it is taking them seriously. “These incidents involve our sponsored students, who will become our employees upon successful graduation from the training course. They will then need to undergo additional structured training before being assigned any flying duty,” Cathay said in a statement, adding that “safety guides every decision we make and we fully support the decision of the training school.” AeroGuard Flight Training Center didn’t respond to a call seeking comment outside of normal US business hours. The suspension of solo flights is a blow to Cathay at a time it’s trying to restock its depleted pilot ranks post Covid. Cathay, along with several other airlines, relies on AeroGuard to churn out hundreds of freshman pilots every year. The carrier’s pilot numbers fell sharply during the pandemic as Hong Kong shut its borders and introduced some of the world’s harshest isolation measures, forcing many people out of the city. Steep pay cuts also prompted many pilots to resign and Cathay’s business, which is a wholly international affair given Hong Kong has no domestic flights, still isn’t back to pre-Covid levels. Cathay said in early 2022 that it plans to recruit and train 800 new junior pilots by 2025. One person familiar with the AeroGuard incident, who declined to be named because they’re not authorized to speak publicly, said there would have been around 150 Cathay cadets affected by the decision out of a total 250 to 300 Cathay cadets currently at the training school. AeroGuard signed a five-year agreement with Cathay in 2022, giving the flight training school responsibility to train hundreds of future pilots in 10-month programs. AeroGuard has said previously that it trains two types of pilots for Cathay — ones with no prior flying experience and others who are already aircrew but who need to convert their licenses to Hong Kong standards. The US school also has training contracts with Air India Ltd., China Airlines Ltd. and regional US airline SkyWest Airlines Inc. https://fortune.com/asia/2024/06/06/cathay-pacific-trainee-pilots-damaged-planes-us-flying-school-banned-solo-flights/ NETJETS SUES PILOTS' UNION TO SILENCE SAFETY CONCERNS NetJets Association of Shared Aircraft Pilots (NJASAP) Union views lawsuit as effort to silence discussion of safety, maintenance, pilot training concerns COLUMBUS, Ohio, June 5, 2024 /PRNewswire/ -- On Monday, the NetJets Association of Shared Aircraft Pilots (NJASAP) received notice that NetJets had filed a surprise lawsuit in the Franklin County Court of Common Pleas, alleging the Union has defamed the Fractional in statements regarding safety, maintenance and pilot training concerns dating back almost a year. An independent labor advocate, NJASAP represents the interests of the 3,400-plus pilots who fly in the service of NetJets Aviation, Inc. a Berkshire Hathaway (NYSE: BRK) company. "NJASAP stands by the concerns we have raised about pilot training and the safety and maintenance cultures – concerns that have only increased in intensity in recent months," NJASAP President Capt. Pedro Leroux said. "We view the lawsuit as an attempt to silence us, however, NJASAP has a federally protected right and an organizational and moral responsibility to our members – the NetJets pilots – and to our customers to raise safety issues, and we will continue to do just that." NJASAP will not be intimidated into silence by anyone or anything, including a lawsuit. News of the filing reached NJASAP after Union leaders have repeatedly reaffirmed the Association's commitment to working with management to address safety, training and maintenance concerns. "Despite our outreach, management has chosen not to engage us in this manner, opting instead to expend its time and energy pursuing legal action against its front-line employees rather than addressing our legitimate concerns," Leroux said. "Management's retaliatory course of action will not compel us to abandon our mission: NJASAP will not be intimidated into silence by anyone or anything, including a lawsuit." About NJASAP Founded in 2008 as an independent labor advocate, the NetJets Association of Shared Aircraft Pilots (NJASAP) represents the professional interests of the 3,400-plus pilots who fly in the service of NetJets Aviation, Inc., a Berkshire Hathaway subsidiary. For more information, please visit our websites, www.njasap.com and www.genuineqs.com, or find us on Facebook, facebook.com/njasap, Instagram, www.instagram.com/njasap, and Twitter, @njasap. SOURCE NetJets Association of Shared Aircraft Pilots (NJASAP) https://www.prnewswire.com/news-releases/netjets-sues-pilots-union-to-silence-safety-concerns-302165262.html EU updates Air Safety List: New additions and comprehensive overview What is the EU Air Safety List? The EU Air Safety List (ASL) identifies air carriers that do not meet international safety standards. Carriers on this list are banned from operating to, within, and from the EU, including overflights. The list serves to warn the public about safety concerns and pressures countries to improve their aviation safety oversight. Current Carriers on the EU Air Safety List As of the 44th update in May 2024, the ASL includes 128 airlines: 100 airlines from 15 countries with inadequate safety oversight (Afghanistan, Angola (except two airlines), Armenia, Congo (Brazzaville), Democratic Republic of the Congo, Djibouti, Equatorial Guinea, Eritrea, Kyrgyzstan, Liberia, Libya, Nepal, São Tomé and Príncipe, Sierra Leone, and Sudan). 28 airlines based on identified safety deficiencies, including 22 from Russia and six from other countries: Air Zimbabwe (Zimbabwe), Avior Airlines (Venezuela), Blue Wing Airlines (Suriname), Iran Aseman Airlines (Iran), Fly Baghdad (Iraq), and Iraqi Airways (Iraq). Two airlines subject to operational restrictions: Iran Air (Iran) and Air Koryo (North Korea). Update Responsibility and Procedure The European Commission, supported by the EU Air Safety Committee (ASC) and the European Union Aviation Safety Agency (EASA), updates the ASL. Information from ICAO, the US FAA, EASA, SAFA, and TCO reports, as well as EU Member States, is used for assessments. Proposals are reviewed by the ASC, the European Parliament, and the EU Council before final adoption. Applicability of the Rules The ASL applies to all commercial air transport carriers, both EU and non-EU, but not to private or non-commercial flights. Update Frequency The ASL can be updated as needed, typically two or three times a year, with emergency procedures available for urgent cases. Removal from the List Airlines can request removal from the ASL by demonstrating compliance with international safety standards. This involves providing evidence, attending meetings, and possibly undergoing on-site inspections and hearings. If the safety oversight issues are systemic, the country must address these before any carrier can be delisted. For further details, refer to the latest ASL update and the comprehensive procedure for evaluation and removal from the list. https://www.aviation24.be/airlines/eu-updates-air-safety-list-new-additions-and-comprehensive-overview/ Boeing worker told Senators they had nightmares of planes ‘falling out of the sky’ and begged for safety fixes Exclusive: In an anonymous letter sent to a Senate Committee the individual alleged that workers were ‘pressured’ to sign off on safety inspections that had not been completed An anonymous whistleblower has said he has spent six years having nightmares of Boeing 787 aircraft ‘falling out of the sky’ due to faulty engineering, concerns over which were routinely dismissed An anonymous whistleblower said they spent six years having nightmares of Boeing 787 aircraft “falling out of the sky” due to faulty engineering, concerns over which were routinely dismissed. The individual alleged that workers were “pressured” to sign off on safety inspections that had not been completed, and said they would no longer allow family members to travel on certain aircraft produced by the manufacturer. In a letter written to a special Senate Committee, which is investigating allegations made against Boeing, the worker said they did not want to identify themself out of concern they had been made to carry illegal work by the company while employed there. The individual was employed as an A&P mechanic on the 787 models at Boeing South Carolina from May 2012 to January 2018. They had previous aviation experience from time spent on active duty in the Navy. “I am writing you because I have spent the last six years having nightmares on a regular basis in which the 787s we worked on fall out of the sky,” the letter, obtained by The Independent, read. “I wish to remain anonymous at this time because I’m concerned that management had me do work that was illegal.” In an anonymous letter sent to a Senate Committee the individual alleged that workers were ‘pressured’ to sign off on safety inspections that had not been completed Another whistleblower, Roy Irvin, also provided written evidence to the committee. He told The Independent that, based on what he had seen during his time at the company, it was “a miracle” that more catastrophes had not occurred. The anonymous mechanic also raised concerns about the Multi-Function Process Performer (MFPP) program which, they claimed, allowed Boeing mechanics to inspect and approve their own work. “When I checked the work of others on the 46 and 47 [fuselage] sections they usually failed. However, when those same mechanics or their MFPP co-workers inspected their own work, they always passed,” they said. “Another problem with the MFPP program is that as mechanics, we still had to complete our own work, which left little time for doing the inspections. At the same time, we were pressured by management to sign off on work without actually inspecting it. This happened all the time.” The whistleblower who wrote to Congress added there had been “regular complaints” from other mechanics working on joining sections of fuselage together. New Boeing whistleblower claims he was pressured to hide plane defects “We heard that Boeing changed the tolerances based on the failures they were experiencing,” they said. The letter also described a time when the employee was injured on the job while performing a task they were not trained to complete. They were assigned another task they also did not know how to do and, when they raised the concern, they were told to “just sign off the work”. They were later fired, one week after the death of their son, the worker alleged. “In general, the Boeing South Carolina plant was run by a good old boy network that played by their own rules. When we raised concerns that the work was not in accordance with the processes and procedures, we were ordered to just do it and told there were hundreds of others waiting in line outside the gate wanting our jobs,” the letter said. “As I mentioned previously, I am concerned that management coerced us into engaging in conduct that was illegal, such as approving work that we had not even inspected or that we otherwise had no business approving.” Roy Irvin, another former Boeing employee to speak out against the company, said it was a ‘miracle’ that more catastrophes had not occurred due to faulty parts Roy Irvin, another former Boeing employee to speak out against the company, said it was a ‘miracle’ that more catastrophes had not occurred due to faulty parts (ABC News 4) The stress of the job had forced the employee to seek psychological help and they were later diagnosed with PTSD, the letter noted. A similar account was given by former Boeing quality control engineer John Barnett. Barnett – another whistleblower – was found dead in his truck in South Carolina in March, shortly after beginning testimony in a lawsuit against the manufacturer. The anonymous letter concluded: “I have very little confidence that the fuselage sections and stringers were being made in accordance with the specs. “It is because of these problems, I will not fly and will not allow my family to fly on a 787 made in Charleston, South Carolina.” Earlier this week Boeing announced that its leaders had met with the US Federal Aviation Administration on May 30, to present its comprehensive Safety and Quality Plan. The new plan was “based on feedback from our employees, findings from FAA audits and recommendations from an FAA expert panel review,” the company said. The Independent has contacted Boeing for comment about the multiple allegations made by whistleblowers. https://www.independent.co.uk/news/world/americas/boeing-safety-planes-families-senate-letter-whistleblower-b2557589.html Air taxi maker Archer Aviation receives FAA nod to start commercial services (Reuters) - Archer Aviation said on Wednesday the U.S. Federal Aviation Administration (FAA) has granted the company a certificate to begin commercial operations, making it the second electric air taxi maker to achieve the key milestone. Shares of the Santa Clara, California-based company rose 3% in morning trade on receipt of the nod, known as Part 135 Certification. The company's flagship electric vertical takeoff and landing (eVTOL) aircraft, "Midnight," is yet to receive a Type Certification from the U.S. aviation regulator. That certification means an aircraft meets the FAA's design and safety standards. Archer, which is backed by companies such as Stellantis, Boeing and United Airlines said it plans to use conventional aircraft to refine its "systems and procedures." Peer Joby Aviation received the Part 135 Certification from the FAA in 2022. Archer is among a bunch of eVTOL makers seeking to revolutionize urban travel in congested cities by offering short-haul air travel. But, the industry faces regulatory and technological challenges, such as battery density, which have weighed on shares of eVTOL makers. Archer shares are down 47% this year, while, Joby Aviation has fallen 26.7%. However, that hasn't stopped large companies from betting on the eVTOL makers. Earlier this year, carmaker Stellantis raised its stake in Archer by roughly 8.3 million shares, making it the company's biggest shareholder, according to LSEG data. https://finance.yahoo.com/news/air-taxi-maker-archer-aviation-153446583.html Russia to Retire its Fleet of the World’s Largest Turboprop Aircraft, the Antonov An-22 Antei The world’s largest turboprop aircraft, the Antonov An-22 “Antei” will be retired from service of the RuAF (Russian Aerospace Forces). This is according to the commander of its Military Aviation Administration, Lieutenant General Vladimir Benediktov, who revealed the decision on Soloviev Live. He said the plane’s “operation will cease in 2024.” The An-22, developed during the time of the Soviet Union, is a high-wing, ‘h-tail’ configuration aircraft powered by four turboprop engines, each turning two contra-rotating propellers. It has a circular/tubular main fuselage, with massive landing gear bulges on both sides. Both features are prominently visible when looked at from the front. It has a capacity of around 80-tons and fly for 5,000-km with full payload at 29,000-feet. Other Russian sources say it has a payload capacity of 60-tons. Benediktov added that a total of 67 An-22 aircraft were produced, some remained in Ukraine, and there were about 60 aircraft in the Russia’s Military Transport Aviation Command fleet. Open source Russian aviation registries show a majority of them being “cut” from service, with five “in storage”, four still flying and six lost to “catastrophes and accidents.” Construction of the prototype was completed by Jan. 1964, and undertook its first flight in Feb. 27, 1965 – just 5 years after the project began. Within three months after that, it was unveiled internationally for the first time at the Paris Air Show. Upon returning, the An-22 resumed testing and entered serial production in November. Massive Plane for Massive Cargo Following the collapse of the USSR in 1991, Antonov became a Ukrainian concern, but with significant commercial interests in Russia. However the war since Feb. 2022 and the subsequent Western sanctions made pre-existing aerospace business ties between the two countries unviable. This made it difficult for Russia to repair and maintain many of the Antonov planes in its civilian and military fleet. Described as the “largest” turboprop aircraft in the world, the wide-body plane was designed to carry massive loads like ballistic missiles, possibly between sites. At the time, the Soviet army wanted an aircraft that could carry the new 36-ton T-54 tank, along with its crew and supplies. Another An-22 of the Russian Aerospace Forces. (Image credit: Wikimedia Commons) It was developed in the 1960s, as a follow-on of the An-12, where Moscow wanted an even larger aircraft with a heavier payload. It is powered by the same monstrous NK-12MA turboprop engines that fly the Tupolev Tu-114 and the Tu-95. Particularly, Soviet Airborne Forces wanted to be able to transport their new BMD-1 series of armored fighting vehicles. The An-22 could carry four BMD-1s to only one in the An-12. The heavy cargo carrying capacity also had civilian applications. Ferrying heavy goods across long distances in remote locations with unprepared airstrips that needed stronger landing gears has always been in the need in Russia, especially in regions like Siberia. This cargo included machinery, industrial components, tractors and other field equipment. TASS quoted open sources, saying the aircraft saw its share of accidents, with nine planes of the type lost in seven mishaps where 102 persons were killed. A major accident involving the An-22 in Russia took place on Dec. 28, 2010. The aircraft of the type, with the registration number RA-09343, crashed “during training” in Russia’s central Tula region, killing 12 onboard. The plane, that took off from Voronezh and was heading to Migalovo airport in Tver, reportedly experienced an “electrical failure.” Officials said it simply “vanished” off the radar screens. Variants Two major variants developed, one of which was the standard An-22A. This had an ‘air start’ capability, with improved electrical, radio communications and navigation equipment. The An-22P3 meanwhile was designed for transporting the center wing sections and outer wings of the An-124 and An-225 aircraft, externally, above the fuselage. Other planned versions included those serving amphibious, search and rescue roles but did not progress past the scale model phase. An ambitious project was when the Soviets fitted the An-22 with a nuclear power plant as an ASW (Anti-Submarine Warfare) aircraft. In 1972, that prototype made 23 test flights under the ‘Stork’ program, after which the reactor was dismantled. The An-22PLO was then altogether shelved in the mid-1970s. https://theaviationist.com/2024/06/06/russia-to-retire-the-an-22/ China wants to recruit military pilots from the U.S. and its allies to strengthen Chinese air power, bulletin warns The warning from the U.S. and its four closest intellignce partners follows several arrests of U.S. service members for allegedly trying to pass info to China. The U.S. and its intelligence partners warned on Wednesday that China is working to recruit current and former Western military pilots and other service members to help strengthen Chinese air power and gain insights into Western aviation tactics. Describing China’s efforts as a “persistent” threat, the warning came in a joint bulletin from the so-called Five Eyes intelligence partners, five nations that share sensitive intelligence: the U.S., the United Kingdom, Canada, Australia and New Zealand. China’s People’s Liberation Army (PLA) “is using private companies in South Africa and China to hire former fighter pilots from Canada, France, Germany, the United Kingdom, Australia, the United States, and other Western nations to train PLA Air Force and Navy aviators,” the bulletin said. “The PLA wants the skills and expertise of these individuals to make its own military air operations more capable while gaining insight into Western air tactics, techniques, and procedures. The insight the PLA gains from Western military talent threatens the safety of the targeted recruits, their fellow service members, and U.S. and allied security. “This threat continues to evolve in response to Western government warnings to their military personnel and public, so this notice seeks to continue highlighting this persistent, adaptive threat,” it said. The bulletin said the U.S. and its Western partners have taken steps to try to counter the threat, including imposing commercial restrictions on a test flying academy in South Africa and Chinese organizations linked to the spying operations, and prohibiting former military members from working with China. The bulletin advised current and former Western military members to be on the alert for possible approaches, including job offers from privately owned companies that hide their links to China. NATO members in January held a conference of senior officers and officials to examine how to counter China’s spying efforts. The warning from the intelligence partners comes amid growing concern about China’s military buildup and recent drills around Taiwan, which Beijing described as “punishment” after the self-governing island held elections. China says Taiwan is part of its territory and has vowed to take control of the island, by force if necessary. Wednesday’s bulletin also follows a series of cases in which U.S. military service members have been charged with trying to sell sensitive information to China. In 2022, former Marine Corps fighter pilot Daniel Duggan was arrested in Australia for allegedly training PLA pilots how to land on aircraft carriers. Duggan, who denies the charges, is awaiting extradition to the U.S. In March, U.S. Army intelligence analyst Korbein Schultz was arrested and charged with conspiring to sell sensitive defense information to China. He has pleaded not guilty. And in August last year, two Navy sailors were arrested for allegedly relaying sensitive military information to China. Wenheng Zhao pleaded guilty and was sentenced to 27 months. Jinchao Wei has pleaded not guilty. “These arrests are a reminder of the relentless, aggressive efforts of the People’s Republic of China to undermine our democracy and threaten those who defend it,” assistant director of the FBI’s Counterintelligence Division Suzanne Turner said at the time. A spokesperson for the Chinese Embassy in Washington expressed unfamiliarity with the specific allegations and declined to comment, but said in a general statement, “In recent years, some U.S. officials have been quick to accuse China and smear the normal exchanges and cooperation between China and the U.S., which is not conducive to the healthy development of China-U.S. relations.” https://www.nbcnews.com/politics/national-security/china-wants-recruit-military-pilots-us-allies-train-chinese-pilots-rcna155680 American Airlines Pilots Move Towards Vote On Whether To Join ALPA American Airlines pilots who want to replace their single-airline union with the Air Line Pilots Association say they have enough votes to do it. The group, called AA Pilots for ALPA, says it had collected 8,219 cards, more than half of the approximately 16,000 American pilots, and enough to call for a vote. American pilots are currently represented by the Allied Pilots Association. ALPA is the world’s largest pilots’ union, representing more than 77,000 pilots at 41 U.S. and Canadian airlines. It maintains a strong Washington D.C. presence and plays a key role in shaping aviation legislation. Members of AA Pilots for ALPA were in airports Wednesday, collecting even more signatures. “We need a responsible margin above the minimum of 50% plus one before submitting to the National Mediation Board,” a spokesman for the group said in an email. So far, no leaders have been publicly named. “We also desire the strongest majority possibly to send a unity message from the AA pilot group,” the spokesman said. “Cards are still easy to collect, with advocates reporting a 70% plus success rate collecting cards in terminals from pilots.” AA Pilots for ALPA emerged in 2022, seeking to have the APA board of directors form a committee to review whether to merge. The board vote on the topic was 10-10. A decision to pursue or investigate a merger requires a two thirds majority, according to APA’s constitution. The next step was to begin the card drive. While it has apparently gone well, the full extent of support for switching unions is not entirely clear. In April, the number of pilots who voted in an election for the new chairman of the DFW base, the largest American pilot base, was relatively small. The new chairman, Brian Smith, has been an advocate for ALPA. He won 812 votes, while his opponent won 804 votes. Of the 4,167 pilots eligible to vote, 1,612 or 37% cast ballots. Forbes Daily: Join over 1 million Forbes Daily subscribers and get our best stories, exclusive reporting and essential analysis of the day’s news in your inbox every weekday. In the email exchange, the AA Pilots For ALPA spokesman said it is important to have a union election before the next time pilots consider a new contract. “Until there is a vote, whoever represents our pilots will not have a clear mandate from their membership to credibly speak for them,” he said. The current contract becomes amendable.in 2027, with early opening set for November 2026. Asked “Are you going to try to get APA board to reconsider, or will you go straight to election,” the spokesman responded: “Our organization has been on record since early 2022 that a merger between APA and ALPA is preferred. As the decision-making body of our union, the APA board of directors is free to open merger negotiations with ALPA at any time. “However, our supporters desire a vote and are apprehensive that APA will engage ALPA in merger discussions in a timely manner,” he said. “Many have indicated a lack of trust that APA will meaningfully engage in merger negotiations with ALPA based upon the APA board of director’s actions following a unanimous recommendation to do so by the APA-ALPA Merger Exploratory Committee in June of 2023.” Asked whether it is good to have two major pilot unions, the spokesman said, “Our view is that our profession is stronger together and that the AA pilots’ voices are missing from many major conversations in the industry right now. While there are some areas where APA may hit above its weight class, our pilots do not have a seat at the table for critical issues that affect our careers where ALPA has significantly more influence.” https://www.forbes.com/sites/tedreed/2024/06/05/american-airlines-pilots-move-towards-vote-on-whether-to-join-alpa/?sh=79e46fd42555 CALENDAR OF EVENTS • (APTSC) Asia and Pacific Turboprop Safety Conference - June 26 - 27, 2024 Kuala Lumpur, Malaysia • Airborne Public Safety Association, Inc. (APSCON 2024) - July 29 - August 3; Houston TX • Asia Pacific Summit for Aviation Safety (AP-SAS 2024), Aug. 13-15, Beijing, China. • Asia Pacific Airline Training Symposium - APATS 2024, 0-11 September, 2024, Singapore • Aircraft Cabin Air International Conference - 17 & 18 September - London • 2024 Ground Handling Safety Symposium (GHSS) - September 17-18, 2024 - Fort Worth, TX • 2024 ISASI - Lisbon, Portugal - September 30 to October 4, 2024 • International Congress of Aerospace Medicine ICAM 2024 in Lisbon, Portugal, 3 - 5 October 2024 • Aviation Health Conference back on Monday 7th and Tuesday 8th October 2024 • 2024 NBAA Business Aviation Convention & Exhibition - Oct. 22-24 (Vegas) • Sixth Edition of International Accident Investigation Forum, 21 to 23 May 2025, Singapore Curt Lewis