Flight Safety Information - June 12, 2024 No. 117 In This Issue : Incident: BAW B789 over Atlantic on Jun 10th 2024, engine surge : Incident: United B738 at Denver on Jun 10th 2024, tyre damage causes hydraulic leak : Incident: BAW B788 near Brussels on Jun 11th 2024, engine surge : Incident: Kenya B738 at Sharjah and Nairobi on Jun 11th 2024, tyre damage on departure : NTSB pushes for new cockpit technology to alert pilots of runway traffic : Congress sought Osprey crash and safety documents from the Pentagon last year. It's still waiting : Wayne County judge found with loaded gun at Detroit Metro Airport, now facing charge : 2024 FAA Authorization – Key Developments in Emerging Aviation : Air New Zealand launches cadetship programme to train more pilots : Jet Fuel Shortage Hits Japan Amid Tourism Boom : A jet missing since 1971 has been found at the bottom of Vermont's Lake Champlain : EUROPEAN SIMULATION & TRAINING ACADEMY (ESTA) PARTNERS WITH USI TO DELIVER RPAS TRAINING BEST PRACTICES : Position Available: Vice President, Aviation Operations and Regulatory Affairs : CALENDAR OF EVENTS Incident: BAW B789 over Atlantic on Jun 10th 2024, engine surge A BAW British Airways Boeing 787-9, registration G-ZBKN performing flight BA-195 from London Heathrow,EN (UK) to Houston Intercontinental,TX (USA), was enroute at FL380 about 330nm north of Gander,NL (Canada) about half way into their journey when the crew decided to return to London Heathrow after the right hand engine (Trent 1000) surged and recovered. The aircraft landed safely back in London Heathrow about 4.5 hours later. The aircraft is still on the ground in London about 41 hours after landing back. https://avherald.com/h?article=519cbb37&opt=0 Incident: United B738 at Denver on Jun 10th 2024, tyre damage causes hydraulic leak A United Boeing 737-800, registration N68842 performing flight UA-627 from Denver,CO to Newark,NJ (USA), shredded a tyre on departure from Denver's runway 34L and continued the flight to Newark, where the aircraft landed on runway 22R about 3:15 hours later. The FAA reported: "AIRCRAFT MAIN GEAR TIRE SHREDDED AND DAMAGED THE FLAP AND INCURRED A HYDRAULIC LEAK, NEWARK, NJ." The aircraft is still on the ground in Newark about 27 hours later. https://avherald.com/h?article=519c528e&opt=0 Incident: BAW B788 near Brussels on Jun 11th 2024, engine surge A BAW British Airways Boeing 787-8, registration G-ZBJG performing flight BA-143 from London Heathrow,EN (UK) to Delhi (India), was enroute at FL310 near Brussels (Belgium) when the crew decided to return to London Heathrow after one of the engines (Trent 1000) had surged. The aircraft maintained FL310, entered a hold on approach to Heathrow and landed safely back on Heathrow's runway 27L about one hour after the decision to turn around. A replacement Boeing 787-9 registration G-ZBKG is currently enroute to Delhi and is estimated to reach India with a delay of about 7:15 hours. The airline reported the aircraft returned due to a minor technical issue. The occurrence aircraft is still on the ground in London about 8 hours after landing back. https://avherald.com/h?article=519c4d7c&opt=0 Incident: Kenya B738 at Sharjah and Nairobi on Jun 11th 2024, tyre damage on departure A Kenya Airways Boeing 737-800 freighter, registration 5Y-KCA performing flight KQ-2345 from Sharjah (United Arab Emirates) to Nairobi (Kenya), departed Sharjah's runway 12, climbed to FL340 and was enroute when the crew was informed tyre debris had been found on the departure runway that was attributed to their aircraft. The crew continued the flight Nairobi, performed a low approach to Nairobi's runway 06 and subsequently entered a hold. The aircraft subsequently landed safely on runway 06. During landing a number of additional tyres deflated causing the aircraft to become disabled on the runway for about 75 minutes, until it could be towed off the runway. The airline reported the aircraft performed an overflight to ascertain they had "adequate wheels for landing", only one of six wheels was damaged. https://avherald.com/h?article=519c4c06&opt=0 NTSB pushes for new cockpit technology to alert pilots of runway traffic WASHINGTON — The National Transportation Safety Board (NTSB) recommends new technology in airplane cockpits to give pilots quicker notice of an impending collision on runways. The agency released findings this week of its investigation of a January 2023 runway incursion at John F. Kennedy International Airport (JFK) in New York City, where an American Airlines jet crossed a runway in front of a Delta Airlines flight that had been cleared for takeoff. “We recommended that the Federal Aviation Administration (FAA) collaborate with aircraft and avionics manufacturers and software designers to develop the technology for a flight deck system that would provide visual and aural alerts to flight crews of traffic on a runway or taxiway and traffic on approach to land,” the NTSB report states. In the JFK incident, an air traffic controller received an alert of the runway conflict and canceled the takeoff clearance for the Delta jet, avoiding a collision. Thea Feyereisen, a senior technical fellow with Honeywell Aerospace Technologies, estimates a cockpit warning system could have alerted the pilots involved in the JFK incident 12 seconds sooner than air traffic control. “It can help get the message to the pilot sooner,” Feyerisen said. “It’s the difference between life and death. The sooner we can give the pilot an alert that there’s a potential collision, the more time the pilot has to process that information.” Feyerisen and a team from Honeywell came to Seattle last week to demonstrate their Surf-A system that provides visual and audible warnings when there is a potential collision or when a pilot is lined up to take off or land on a taxiway. “We’re seeing trends of near misses getting nearer and nearer where it’s mere seconds from a collision. It’s the same amount of tarmac out there, but the operational density is increasing. We’re trying to fit more and more aircraft on a limited amount of concrete,” she said. The NTSB has been warning about the dangers of runway incursions for years. "Our safety system is showing clear signs of strain that we cannot ignore," NTSB chair Jennifer Homendy said at a November 2023 hearing on the issue. “It only takes one missed warning to become a tragedy. One incorrect response to destroy public confidence in the system that has been established over decades.” KOMO News went along for a demonstration flight on Honeywell’s 757 test plane that demonstrated the Surf-A system at the Yakima airport. The team used a Falcon 900 jet to recreate the JFK runway incursion scenario. As pilot Joe Duval, the director of flight test operations at Honeywell, accelerated the 757 down the runway, the Surf-A system alerted him of the intruding aircraft. “That third set of eyes almost knows better than you do,” Duval said. “That something is going to cross that path, and if it’s dark or the weather is bad, you may not see that visually.” Honeywell is currently demonstrating the Surf-A (Surface Alert) and an enhanced Surf-IA system (Surface Indication and Alert) systems to airlines and plane manufacturers across the country. The company hopes to achieve FAA certification sometime in the next 18 months. If approved, Honeywell says the system can be delivered in new aircraft as well as retrofitted into existing fleets. https://komonews.com/news/local/national-transportation-safety-board-ntsb-new-technology-airplane-cockpits-impending-collisions-american-delta-airlines-report-flight-deck-system-incursions-taxiway-operational-density Congress sought Osprey crash and safety documents from the Pentagon last year. It's still waiting A House Oversight Committee panel that launched an investigation into the safety and oversight of the V-22 Osprey aircraft following a string of fatal crashes hasn't received the critical data or accident reports that its members requested months ago WASHINGTON -- A House Oversight Committee panel that is investigating the safety and oversight of the V-22 Osprey aircraft following a string of fatal crashes has not received critical data or accident reports that its members requested months ago, two committee staffers told The Associated Press. The aircraft, subject of a hearing Wednesday, has faced safety, maintenance and reliability issues for decades, with 62 service members and civilians killed in 12 Osprey accidents since 1992. The most recent was a crash off the coast of Japan in November that killed eight U.S. service members and led the military to ground the entire fleet. The aircraft, which can fly long distances fast like an airplane but land like a helicopter, began returning to service in March with flight restrictions. Among the information that the House Oversight Committee’s Subcommittee on National Security, the Border and Foreign Affairs has requested but has yet to receive is the wear and replacement rates on Osprey proprotor gearboxes, a component that was a factor in the 2023 crash off Japan. Committee members also have asked for internal crash reports that the military conducts with surviving air and ground crews and witnesses. The reports, known as safety investigation board reports, aren’t available to the public and cannot be used to punish a crew — they are in place to identify and quickly share any safety issues among the fleet. To date, the staffers said they had received about 3,500 pages of documents, but information was redacted, leaving them unable to conduct oversight. The committee staffers spoke on the condition of anonymity to discuss sensitive matters. The staffers said the documents they have reviewed left them concerned about whether Pentagon leadership has maintained a close watch on the Osprey program. Some of the problems with the aircraft date back a decade or more but still haven't been fixed. After mechanical and material failures led to an Osprey crash in California in 2022 that killed five Marines, the military said it had instituted changes to prevent the issue from happening again. "However, the recent fatal crash and ongoing investigations suggest that more transparency and rigorous testing is needed to verify these claims,” U.S. Rep. Glenn Grothman, a Wisconsin Republican who chairs the committee, said in a statement to the AP ahead of the hearing Wednesday. Testifying before lawmakers will be Vice Admiral Carl Chebi, head of the U.S. Naval Air Systems Command, which is responsible for the Osprey program across the military. The committee is concerned about how the Pentagon will be able to sustain the Osprey program long term. Parts are wearing out faster than anticipated, but recent operations and maintenance budget requests by the Pentagon for the aircraft have been cut, Grothman said. The Marine Corps is planning on using the Osprey through 2050, while Air Force Special Operations Command has already begun to talk publicly about finding another type of aircraft to conduct missions. Osprey producers Bell Flight, the Boeing Co. and Rolls-Royce, which supplies the engines, are facing a new lawsuit from families of the five Marines killed in the 2022 California crash. The lawsuit alleges that the companies did not address known parts failures or safety issues that were a factor in the crash. Boeing and Bell have declined to comment, citing the ongoing litigation. The most recent crash last year in Japan was the fourth in two years which killed a total of 20 service members. The Air Force quickly identified that a material problem with the aircraft was to blame for last year's crash, and within a week, the entire Osprey fleet — hundreds of aircraft across the Marine Corps, Navy and Air Force — were grounded. The staffers said the Pentagon has not provided details on what the restrictions are as the aircraft returns to operations. The V-22 Osprey is loved by pilots because of its speed and ability to land on target like a helicopter. Besides the deadly crashes, there have been additional accidents in which the aircraft were destroyed and service members were injured, but all survived. https://abcnews.go.com/US/wireStory/congress-sought-osprey-crash-safety-documents-pentagon-year-111047363 Wayne County judge found with loaded gun at Detroit Metro Airport, now facing charge A Wayne County judge is facing legal trouble after carrying a loaded firearm through Detroit Metro Airport last week. ROMULUS, Mich. (WXYZ) — A Wayne County judge is facing legal trouble after carrying a loaded firearm through Detroit Metro Airport last week. The gun, according to the judge's attorney, may not have been registered. Judge Cylenthia LaToye Miller has been a judge in Detroit since 2006. She spent thirteen years on the bench at 36th District Court, and the last five at Third Circuit Court where she presides over the family court. On Saturday, while she was on her way to catching a flight, Miller passed through security at Detroit Metro Airport. It was then that TSA agents found a loaded .380 caliber Smith and Wesson firearm inside the judge’s purse. “She’s a licensed CPL holder,” said Todd Perkins, Miller’s lawyer and a longtime friend. “She can lawfully possess, in a concealed fashion, a firearm in the state of Michigan.” But the law prohibits you from carrying a loaded firearm in your carry-on. Sources tell 7 News Detroit that Miller told airport police that the gun had belonged to her brother, who lives in Ohio. Ohio does not require that firearms be registered. But Michigan does, and Perkins admits he doesn’t know if the gun the judge was carrying was registered at the time it was discovered. Perkins says Judge Miller has been going through a difficult time in her personal life recently, spending time caring for a close loved-one who’s facing health challenges. Perkins said that her mind may have been elsewhere on the day in question. “What impressions she was under when this all took place, only that day will tell,” Perkins said. “But it’s not like she’s an average citizen,” said Channel 7’s Ross Jones. “She’s a judge.” “She’s not looking for any credit for being a judge, she’s definitely not doing that,” Perkins said. “She holds herself accountable and will hold herself accountable, and would anyone else.” “And a judge, you would expect, would know the law in the state of Michigan,” Jones replied. “Absolutely, absolutely,” Perkins said. “And we’re not running from that.” Perkins says the judge is facing the charge of carrying a dangerous weapon in an airport—a misdemeanor offense that carries up to one year in jail and a $1,000 fine. Matthew Zick, a city attorney for Romulus, referred questions about the prosecution to the Wayne County Airport Authority. Erica Donerson, an airport spokeswoman, did not answer questions about Miller's pending case. Judge Miller did not respond to calls or text messages seeking comment. https://www.wxyz.com/news/local-news/investigations/wayne-county-judge-brought-loaded-gun-through-airport-security-now-facing-charge 2024 FAA Authorization – Key Developments in Emerging Aviation After months of negotiations and numerous last-minute extensions, the President signed into law the Securing Growth and Robust Leadership in American Aviation Act, which funds the Federal Aviation Administration (FAA) through Fiscal Year (FY) 2028 with over $105 billion in appropriations. While much of the press coverage around the bill centered on new flights out of Ronald Reagan Washington National Airport and automatic refunds for cancelled flights, in this article we focus on the major provisions and programs that we believe to be critical to our evolving and modernizing National Airspace, new and developing aircraft and associated enabling systems. The major titles of interest, described in greater depth below, are: Title II: FAA Oversight and Organizational Reform Title III: Aviation Safety Improvements Title IV: Aerospace Workforce Title VI: Modernizing the National Airspace System Title VII: Modernizing Airport Infrastructure Title VIII: General Aviation Title IX: New Entrants and Aerospace Innovation Title X: Research and Development Title XI: Miscellaneous “The FAA Reauthorization Act of 2024 is one of the farthest reaching, most consequential pieces of legislation this House will consider in the 118th Congress. For over a century, the United States has led the world in aviation safety and innovation, and this bill is critical to ensuring America remains the global leader in aviation. It’s vital to our economy, to millions of American jobs, and to the millions of passengers that depend on our National Airspace System every single day. This comprehensive bill improves our aviation system’s safety, infrastructure, and workforce. It will enhance the FAA’s efficiency and the overall passenger experience, while encouraging domestic innovation in aviation.” - House Transportation & Infrastructure Chairman Sam Graves. Title II – FAA Oversight and Organizational Reform This title addresses changes to FAA organization and key programs. Of particular interest to the uncrewed aerial systems (UAS) and advanced air mobility (AAM) communities is the future of the Next Generation Air Transportation System (NextGen) program. In prior years, NextGen was focused on how to make digital or computerize the function of air traffic control, and how to improve radar for use by the aviation industry. This project is interesting for UAS traffic management—which will all be computerized—and will determine who gets access to the airspace and by what method that access is provided. Section 206 of the Act requires the FAA Administrator to operationalize all of NextGen’s key programs, including air traffic modernization, by December 31, 2025. The NextGen office will terminate on December 31, 2025, with its AAM operations moving to the Office of Aviation Safety within 90 days of the Act’s enactment. Organizations that supported the goals of the NextGen office should be interested to learn that the FAA will establish an Airspace Modernization Office on January 1, 2026, pursuant to Section 207. The office will drive research on the modernization of the national airspace system. In terms of streamlining FAA applications, Section 208 tasks the Deputy Administrator of the FAA with determining whether a publicly facing dashboard that provides applicants with status information on their applications would be beneficial and an effective use of resources. Section 213 is important as all of the innovation and updates required to support NextGen aircraft—such as a fully automated air traffic control system from the ground up—requires funding. This section provides for briefing Congress on any unfunded capital investment needs of the air traffic control system. The Act also includes a provision establishing a Cybersecurity Lead within the FAA through Section 217. UAS and AAM operators will be particularly interested in the scope of this position as these operators currently rely on using commercial systems in a shared spectrum environment due to the lack of dedicated spectrum for NextGen activities. This shared spectrum approach creates more opportunities for malicious actors to exploit cyber vulnerabilities, which makes the creation of a FAA Cybersecurity Lead exceedingly more important. In fact, the current administration is increasing focus on this space; recently, the President’s Council of Advisors on Science and Technology released a report on cybersecurity and critical infrastructure that cited the importance of ensuring security of air traffic control. Of note, Sections 224 and 225 of the Act provide for the FAA to remain involved in consensus organizations that develop aviation industry standards. Section 229 obligates the FAA to establish an Advanced Aviation Technology and Innovation Steering Committee that will “assist the FAA in planning for and integrating advanced aviation technologies.” This Steering Committee is likely to be impactful in strategizing FAA-related programs for the UAS and AAM industries. Title III – Aviation Safety Improvements Addressed here are programs and mandates related to aviation safety. Of particular interest is Section 318, which authorizes an audit on aviation safety as it relates to wireless connectivity—specifically regarding proposed spectrum reallocations or auction decisions. The audit seeks to ensure that FAA internal processes adequately review proposed spectrum reallocations or auction decisions in regard to aviation safety and safety of the national airspace system. The Act, in Section 319, additionally provides for an analysis of safety data in relation to aircraft without transponders that are exempt from air traffic control transponder and altitude reporting equipment and use requirements. The analysis will cover incidents occurring within 30 nautical miles of an airport. This provision could be relevant to UAS operators that do not currently have the ability to use Automatic Dependent Surveillance-Broadcast (ADS-B) transponders. The Act further addresses helicopter safety in Section 333, tasking its Investigative Technologies Aviation Rulemaking Advisory Committee with reviewing the need for safety requirement changes for turbine-powered rotorcraft certificated for six or more passenger seats. Other unique provisions within this title include: Section 348, which tasks the FAA with improving the Aviation Safety Information Analysis and Sharing Program with integrating safety data collected from UAS systems; Section 361, which aims to develop a standard to equip high altitude balloons with a system for continuous aircraft tracking; Section 394, which amends the language regarding securing aircraft avionics systems to add regular screening of systems and equipment to determine whether they may have been compromised by unauthorized access; and Section 395, which requires the FAA to create an aviation rulemaking committee on civil aircraft cybersecurity with the goal of developing cybersecurity standards for civil aircraft and related activities. Title IV – Aerospace Workforce Title IV covers policies and programs related to building and supporting the aerospace workforce. Section 403 requires the FAA to establish the Bessie Coleman Women in Aviation Advisory Committee, which aims to support the recruitment and retention of women in the aviation industry, and Section 423 supports increased opportunities related to youth interest and access to aviation careers. Section 422 authorizes a study to identify the extent of the commercial aviation pilot shortage for regional and commuter carriers. Additionally, Section 424 states that Congress believes the FAA should use the Unmanned Aircraft System Collegiate Training Initiative to support staffing challenges related to the “safe integration of unmanned aircraft systems and other new airspace entrants into the national airspace system.” This title generally seeks to ensure development of an aviation workforce, including for UAS pilots and commercial aviation pilots. Title VI – Modernizing the National Airspace System This section discusses opportunities to modernize the national airspace system, with suggestions that include the implementation of innovative programs. Congress provides for the development of a program for remote tower system in Section 612, which will rely on wireless telecommunications infrastructure to enable air traffic operation. Another example, Section 613, requires the FAA Administrator to evaluate the adoption of satellite voice communication services to the Aeronautical Mobile Communications program that allows for delivering air traffic control messages in oceanic and remote continental airspace. Section 619 provides for the implementation of NextGen programs in an expedited fashion, with priority given to programs addressing performance-based navigation, data communications, terminal flight data manager and aeronautical information management. Of interest to clients in the electric vertical take-off and landing (eVTOL) industry is Section 627, which requires the FAA Administrator to begin a rulemaking process to “establish or update, as appropriate, low altitude routes and flight procedures to ensure safe rotorcraft and powered-lift aircraft operations in the national airspace system.” Helicopter operators and operators of other aircraft flying in the airspace of national parks in the United States are also required by Section 628 to consult with the relevant National Parks Overflights Advisory Group when planning operations. Additionally, this title addresses airspace safety, providing for a study to assess the needs for upgrading aging air traffic systems in Section 629. In Section 630, the Act authorizes funding for the FAA to develop, acquire and deploy technologies to aid in space launch and re-entry, acknowledging that space launch and re-entry operations are vital to the United States’ position as a global leader. Title VII – Modernizing Airport Infrastructure This title focuses on improving and modernizing airport infrastructure. One provision of interest is Section 766, which provides the option for the FAA to conduct a study regarding the feasibility and economic viability of autonomous or electric-powered track systems at airports. Title VIII – General Aviation Discussed in this title are a variety of issues related to general aviation. Section 808 is particularly important to UAS operators as it authorizes a study on ADS-B out equipment. The study would examine how many aircraft are registered and operating in U.S. airspace that are not equipped with ADS-B out equipment and the requirements for expanding the dual-link architecture that is used below an altitude of flight level 180. This section also mandates establishing an interagency coordination program to support vehicle-to-vehicle link initiatives that allow the real-time digital exchange of important information between nearby aircraft without relying on ground infrastructure or air-to-ground communications links. Similarly, Section 810 provides for the FAA Administrator to prepare a report on the development of low-cost, voluntary ADS-B adoption to facilitate traffic awareness. Congress also includes provisions to streamline aircraft authorization. Section 818 addresses the certificate backlog for Part 135 air carriers, and Section 819 requires a working group to standardize the process for authorizing Part 135 aircraft into service. One other provision of note is Section 829, which creates a provision that prohibits the FAA Administrator from initiating an investigation of a person based exclusively on ADS-B data. Title IX – New Entrants and Aerospace Innovation Title IX is entirely centered on UAS and AAM. Of note, it includes new direction on alternative means of compliance with the FAA’s UAS Remote ID rule, improvements to the Part 107 waiver program, extension of the UAS Test Range Program and a new restriction on certain foreign-made drones. More detail on each provision of particular interest is below. Subtitle A – Uncrewed Aircraft Systems Section 905 – Radar Data Pilot Program: Establishes a pilot program to allow certain qualified users to access airspace data feeds containing controlled, unclassified information for the purpose of providing and enabling air traffic and uncrewed air traffic management services, or to test technologies that may enable or enhance these services. Section 906 – Electronic Conspicuity Study: Directs the U.S. Comptroller General to study technologies to allow uncrewed aircraft operators to detect and avoid crewed aircraft operating below 500 feet above ground level (AGL) and not equipped with a transponder or ADS-B Out, or otherwise not electronically conspicuous. Section 907 – Remote Identification Alternative Means of Compliance: Directs the FAA Administrator to review the FAA’s Remote ID rule and determine whether uncrewed aircraft manufacturers and operators can meet the intent of the rule through alternative means of compliance, including through network-based remote identification. Section 908 – Part 107 Waiver Improvements: Directs the FAA Administrator to adopt a performance- and risk-based approach to reviewing requests for Part 107 waivers, leveraging data gathered from previous waiver requests and using big data analytics and machine learning. The Administrator is also directed to consider whether waiver applicants have control over access to real property within the area of operation and to recognize and account for the safety enhancements of any such controlled access. The Administrator may streamline approval for waiver requests that are substantially similar to previously granted waivers. Section 910: Unmanned Aircraft System Use in Wildfire Response: Directs the FAA to coordinate with other federal agencies and contractors to develop a plan for UAS use by public entities in wildfire response. The plan must include a process for the facilitation of beyond visual line of (BVLOS) operations in designated areas. Section 911: Pilot Program for UAS Inspections of FAA Infrastructure – Directs Department of Transportation (DOT) to initiate a pilot program to supplement DOT inspection activities, including the inspection of ground-based aviation infrastructure, with UAS systems. Section 913: Drone Workforce Training – Directs DOT to establish a drone education and training grant program to support workforce training related to operation of small UAS. Sections 915 and 916: Unmanned Autonomous Flight Advisory Committee – Terminates the Advanced Aviation Advisory Committee, replacing it with a new Unmanned and Autonomous Flight Advisory Committee to advice the FAA on policy and technical issues related to uncrewed and autonomous flight operations. Section 917: NextGen Advisory Committee Membership Expansion – Directs DOT to expand its NextGen Advisory Committee to include a representative from the UAS industry and a representative from the powered-lift industry. Section 920: Extension of BEYOND Program – Directs the FAA to extend the BEYOND Program, and any existing agreements thereunder, until the Administrator determines that it is “no longer necessary or useful,” and directs the Administrator to consider expanding the scope of the program to address increasing automation in civil aircraft, BVLOS operations of such aircraft and the societal and economic impact of such operations. Section 921: UAS Integration Strategy – Directs the FAA to implement the recommendations of the Government Accountability Office contained in its report, Drones: FAA Should Improve Its Approach to Integrating Drones into the National Airspace System, and by the DOT Inspector General in its report, FAA Made Progress Through Its UAS Integration Pilot Program, but FAA and Industry Challenges Remain To Achieve Full UAS Integration. Section 922: Extension of Know Before You Fly Campaign – Extends the Know Before You Fly Campaign through 2028. Section 924: Comprehensive Plan on UAS Automation – Directs the FAA to develop a comprehensive plan for the integration of autonomous UAS into the national airspace. Section 925: UAS Test Ranges – Requires the FAA to continue its UAS Test Range program, authorizing up to two new test ranges as deemed appropriate by the Administrator, for a maximum of nine test ranges operating under the program. Upon the request of a test range sponsor, the FAA may establish restricted, special use airspace as needed. Section 928: Recreational Operations of Drone Systems – Directs the FAA to approve certain fixed sites at which people may carry out recreational UAS operations, and to publish those sites publicly. Section 930: Beyond Visual Line of Sight Operations for UAS – Requires the FAA to publish a BVLOS notice of proposed rulemaking within four months, and to publish a final rule within 16 months after publishing the notice. Section 931: BVLOS Acceptable Levels of Risk and Risk Assessment Methodology – Directs the FAA to develop a risk assessment methodology for BVLOS operations and to publish the methodology publicly. Section 932: Third-Party Service Approvals – Directs the FAA to establish procedures, via a rulemaking if necessary, to approve third-party service suppliers, including suppliers of uncrewed aircraft system traffic management. Section 934: Operations Over High Seas – Directs the FAA to work with other civil aviation authorities to establish and implement processes to permit UAS operations of the high seas within flight information regions under United States control. Section 936: Covered Drone Prohibition – Prohibits DOT from entering into or renewing a contract or grant for the operation or procurement of covered UAS, and requires all covered UAS currently owned and operated by UAS to be replaced. Covered UAS include small UAS, UAS detection systems and counter UAS systems manufactured by entities domiciled in or controlled by China, Russia, Iran, North Korea, Venezuela, Cuba and any other country the Secretary deems necessary to include. Section 937: Expanding Use of Innovative Technologies in the Gulf of Mexico – Directs the FAA to prioritize authorizing a UAS test range located in a state bordering the Gulf of Mexico, in order to identify challenges associated with operations over large bodies of water, provide transportation of cargo and passengers to offshore energy infrastructure and assess the impacts of operations in saltwater environments, among other goals. Subtitle B – Advanced Air Mobility Section 952: FAA Leadership in Advanced Air Mobility – Expresses the sense of Congress that the U.S. should endeavor to become a leader in advanced air mobility, and encourages the FAA to prioritize work on type certification for powered-lift aircraft, to publish rulemakings and policy necessary to enable commercial operations, to work with global partners to promote acceptance of AAM products, and to work with manufacturers and other stakeholders to enable the safe entry of such aircraft into the national airspace. Section 953: Application of National Environmental Policy Act (NEPA) Categorical Exclusions for Vertiport Projects – Directs the FAA to apply any applicable categorical exclusion under NEPA in considering the environmental impacts of a vertiport project, and to consult with the Council on Environmental Quality to establish additional categorical exclusions for vertiports as appropriate. Section 955: Rules for Operation of Powered-Lift Aircraft – Directs the FAA to publish, within seven months, a final rule establishing procedures for certifying pilots of powered-lift aircraft and providing operational rules for such aircraft. Section 957: Powered-Lift Aircraft Entry Into Service – Directs the FAA to take actions necessary to safely integrate powered-lift aircraft into the national airspace and to update air traffic orders and policies to the extent necessary. Section 958: Infrastructure Supporting Vertical Flight – Directs the FAA to publish a performance-based vertiport design advisory circular, and to begin the work necessary to update the existing “Heliport Design” Advisory Circular. Section 960: Advanced Air Mobility Infrastructure Pilot Program Extension – Extends the AAM Infrastructure Pilot Program through September 2027. Title X – Research and Development Covered here are new and ongoing research and development programs at the FAA and DOT. Section 1007 directs the FAA to establish a credentialing authority, to be called ASSUREd Safe, to offer standards, education and testing for the use of UAS by first responders; uniform communications, operational and reporting standards for civilian, military and international allies and partners; and any other relevant standards as needed. Section 1024 directs the FAA to conduct a review of artificial intelligence (AI) and machine learning technologies to improve airport efficiency and machinery, including examination of the application of these technologies to jet bridges, airport service vehicles on airport movement areas, aircraft taxi, air traffic control operations and any other areas deemed necessary to improve airport efficiency and safety. Much of this section involves interagency coordination around research and development, including Section 1026, which directs the FAA to consult with the National Telecommunications and Information Administration and the Federal Communications Commission in order to study the effective and efficient use of radiofrequency spectrum in the civil aviation domain for aircraft, UAS and AAM. Sections 1042-1045 direct the National Science and Technology Council to designate an interagency working group on AAM and UAS systems to coordinate federal research, development, testing and education activities. The group is directed to develop and periodically update a strategic plan for federal research on these topics, and consistent with this plan, the FAA is directed to coordinate with the National Aeronautics and Space Administration (NASA) and other federal agencies on carry out and support research on UAS and AAM integration. Title XI – Miscellaneous This catch-all title also includes provisions of import to UAS, AAM and other aviation operators. Section 1109 addresses the use of hydrogen in civil aviation, tasking the FAA Administrator with assessing the safe use of hydrogen in civil aviation (including hydrogen-powered aircraft). Section 1110 provides for reports to Congress on planned actions to update regulations regarding civil supersonic aircraft. Section 1113 authorizes a study on the economic sustainability of air cargo operations, including airport and air cargo development strategies. https://www.akingump.com/en/insights/alerts/2024-faa-authorization-key-developments-in-emerging-aviation Air New Zealand launches cadetship programme to train more pilots Air New Zealand's new programme will reduce the typical training period from 24 months to 14 months. If you’ve dreamed of working as a pilot — and many Kiwis do — you’re in luck because a career change will take you only 14 months with Air New Zealand. The road to becoming a pilot typically takes 24 to 36 months, however, Air New Zealand has launched a programme that cuts this path down to a little over a year. Even better, the airline will cover most training and living expenses. Mangōpare Air New Zealand Pilot Cadetship will accept only 30 Kiwis and training will commence from September, largely in Arizona, the United States, while Air New Zealand looks for a domestic training provider. The cadetship has been designed to generate more pilots, and is essential to meet future travel demand, says Air New Zealand chief operational integrity and safety officer Captain David Morgan, “We also know airlines around the world are already having to ground aircraft and cancel flights due to a lack of pilots. While these shortages have yet to impact Air New Zealand, we could see this change quickly if we aren’t proactive now,” Morgan said. Covering costs and making the programme shorter meant the airline could open up the career pathway to more people, he said. “The programme not only opens the door for individuals from all backgrounds to consider a career as a pilot, but also provides an expedited training pathway.” During training, cadets will learn to fly single and multi-engine planes before heading to Dubai to do simulator sessions. This will qualify them to fly ATR72-600 planes. After qualification, successful cadets will have a pathway to employment with the airline as a pilot. Applications are open until July 8 and further information, including eligibility criteria, is provided on the airline’s website. Requirements state applicants must be a New Zealand citizen, over 18 and have NCEA Level 2 with merit, or equivalent. Applicants must also achieve a Civil Aviation Authority English Language Proficiency level 6 or above, pass a medical exam and assessment, and undergo police and Aviation Security Service vetting and a medical exam. As for what will make a successful cadet, the airline suggests the following characteristics are key: good study skills, resilience, excellent teamwork, ability to perform under pressure, and genuine passion for the profession. In the following months, Air New Zealand will look for a provider that can host future trainings. The airline will launch an expression of interest to find an organisation that can deliver a fully integrated airline pilot training cadetship that aligns with its turboprop aircraft operations. Air New Zealand uses a traditional pilot training system, which involves recruiting pilots who have gained the requisite after graduating from flight training providers, then putting them through a four-month training with the airline. However, Morgan said adaption was necessary to ensure it had high-quality pilots in the future. “The future success of the Mangōpare Air New Zealand Pilot Cadetship will rely on the pilot training sector working together in a way that it hasn’t done before to build and deliver a cadetship that means more pilots can be trained, faster, and ensure that we can meet the travel and export demands of Kiwis in the future.” https://www.nzherald.co.nz/travel/air-new-zealand-launches-cadetship-programme-to-train-more-pilots/VWGRJM3RFFH3FIF2WSNBCK24UY/ Jet Fuel Shortage Hits Japan Amid Tourism Boom Airlines in Japan are struggling to obtain enough jet fuel while some overseas air carriers have dropped plans to increase the number of flights to Japan due to a shortage of the fuel amid a booming tourist season. Eneos Holdings, Japan’s top refiner, has been overwhelmed by airline demand for more supply and is currently working with the government to boost the availability of jet fuel in the country, a spokesperson for the company told Bloomberg on Tuesday. Workforce shortages and bottlenecks in the logistics chain are also compounding the issue with the delivery of jet fuel, the spokesperson noted. In addition, Japan’s Trade Minister Ken Saito said on Tuesday that several foreign airlines had ditched previous plans to increase services to Japan due to uncertainty about fuel supply. Meanwhile, tourist numbers in Japan are set to hit record highs as foreign tourists flock to the country due to the weak Japanese currency, the yen. Airlines and airports have had difficulties in increasing the number of international flights due to the jet fuel shortage, sources from industry and the government told Kyodo this weekend. “We are prioritizing the increased demand from existing customers and cannot adequately respond to (plans for) new international routes or sudden increases in flights,” a source at a petroleum refiner told Kyodo. The shortage of workers at airports has also exacerbated the problem, according to officials. At the same time, jet fuel demand is rebounding globally as people have shaken off the pandemic years and are traveling en masse again. The rebound of air travel is driving global oil demand growth, analysts say. Jet fuel demand is set to rise by 650,000 barrels per day (bpd) in 2024, compared to last year, according to Simon Warren, an analyst at the world’s largest independent oil trader, Vitol Group. “Global jet demand is now back at pre-Covid levels, for the first time since 2020,’’ Warren told Bloomberg. https://oilprice.com/Latest-Energy-News/World-News/Jet-Fuel-Shortage-Hits-Japan-Amid-Tourism-Boom.html A jet missing since 1971 has been found at the bottom of Vermont's Lake Champlain Fifty-three years after a private plane carrying five men disappeared on a snowy Vermont night, experts believe they have found the wreckage of the long lost jet in Lake Champlain. The corporate jet disappeared shortly after departing the Burlington airport for Providence, Rhode Island, on Jan. 27, 1971. Those aboard included two crew members and three employees of a Georgia development company Cousins Properties, who were working on a development project in Burlington. Initial searches for the 10-seat Jet Commander turned up no wreckage and the lake froze over four days after the plane was lost. At least 17 other searches happened, until underwater searcher Garry Kozak and a team using a remotely operated vehicle last month found wreckage of a jet with the same custom paint scheme in the lake close to where the radio control tower had last tracked the plane before it disappeared. Sonar images were taken of the wreck found in 200 feet of water near Juniper Island. The discovery of the wreckage gives the families of the victims "some closure and answers a lot of the questions they had," he said. Opening up more questions and old wounds While relatives are grateful and relieved that the plane has been found, the discovery also opens up more questions and old wounds. "To have this found now ... it's peaceful feeling, at the same time it's a very sad feeling," Barbara Nikitas, niece of pilot George Nikita, said in an interview with The Associated Press on Tuesday. "We know what happened. We've seen a couple of photos. We're struggling I think with that now." Frank Wilder's father, also Frank Wilder, was a passenger on the plane. "Spending 53 years not knowing if the plane was in the lake or maybe on a mountainside around there somewhere was distressing," said Wilder, who lives outside of Philadelphia. "And again, I'm feeling relieved that I know where the plane is now but unfortunately it's opening other questions and we have to work on those now." When the ice melted in the spring of 1971, debris from the plane was found on Shelburne Point, according to Kozak. An underwater search in May of 1971 was unable to find the wreckage. At least 17 other searches happened, including in 2014, according to Kozak. At that time, authorities were spurred by curiosity after the Malaysia Airlines plane disappearance that year with the hope that new technolog.y would find the wreck but it did not. Reconnecting with other victims' relatives Barbara Nikitas, who lives in southern California and her cousin Kristina Nikita Coffey, who lives in Tennessee and is the daughter of George Nikita, spearheaded recent search efforts and contacted other victims' relatives. What was fascinating in reconnecting with the group was "everybody had pieces of the pie and the puzzle that when we started sharing information and sharing documents what we got was a much greater both understanding and perspective of the information, how we were all impacted by this," said Charles Williams, whose father, Robert Ransom Williams III, an employee of Cousins Properties, was on the plane. He called Kozak a hero for his dedication to finding the plane. After the 2014 search was unsuccessful, Kozak became intrigued and searched a sonar survey of the lake taken by the Lake Champlain Maritime Museum and Middlebury College. He found four anomalies on the lake floor. Then in 2022, a colleague, Hans Hug of Sonar Search and Recovery in Exeter, N.H., and his friend who has an ROV said they wanted to look for the plane, Kozak said. The team found a plane but it turned out to be a military aircraft. Last winter Kozak searched the sonar survey again and found another anomaly, which the team discovered last month was likely the plane wreckage. The National Transportation Safety Board is investigating to verify if it is the plane, Williams said. The NTSB doesn't do salvage operations, which would be expensive, Williams said. "Whether there is tangible remains, and I hate to say it that way, and worth disturbing that's a decision that we'll have to figure out later, and part of what we're unpacking now," he said. "It's hard when you start to think about that." The relatives of the victims plan to hold a memorial now that they know where the plane is located. https://www.npr.org/2024/06/12/nx-s1-5002993/missing-jet-1971-found-in-vermont-lake-champlain-vermont EUROPEAN SIMULATION & TRAINING ACADEMY (ESTA) PARTNERS WITH USI TO DELIVER RPAS TRAINING BEST PRACTICES The objective is to develop a crew member training, certification, and qualification program for advanced, sustainable, and scalable drone operations on par with traditional aviation best practices. June 11, 2024 – Panama City, Florida – ESTA, a subsidiary of Norwegian Aviation and Defence Group (NADG), has been developing a state-of-the-art training center in Norway focused on Education, Maintenance and Simulation training for off-shore helicopter operations common to the oil and gas industry. As Remotely Piloted Aircraft Systems (RPAS) become more prevalent in their use for supporting this complex and challenging operating environment, ESTA chose USI and its globally adopted Primary and Advanced training and certification programs. USI’s training program is derived from aviation best practices and results in a standardized approach to safe, effective, and efficient operations in both Visual Line of Sight (VLOS) and Beyond Visual Line of Sight (BVLOS) operating environments. ESTA is going to USI`s cooperation partner for Service deliveries in the Nordics in the years to come. “ESTA has put together a very experienced team that has a unique platform to provide the offshore, utility and military marketplace with safety-focused and cost-effective training platforms,” remarked Ole Petter Bakken, ESTA President and CEO. “We are very impressed with the value that RPAS can offer the oil and gas industry, the military, as well as the larger marketplace. ESTA plans to take a position in the European marketplace for this type of competency-based training that will be demanded by our customers. We recognize the good work that EASA and FAA are doing developing final regulations for this emerging technology. While that work continues, we chose to partner with USI as their certification structure is already aligned with ASTM standards and is based on established aviation best practices for safe and effective operations.” USI Co-Founder and CEO, Josh Olds added, “Ole and his team at NADG have not only demonstrated their commitment to safety for their customers and crew for their helicopter operations, but I found it even more impressive when he laid out his vision for ESTA as a training facility for traditional aviation as well as UAS, and other emerging aviation technologies. Ole’s decision to incorporate USI’s training and certification structure into a holistic pilot competency model shows incredible foresight to building tomorrow’s pilot workforce. This workforce will combine traditional aviation skills with a high level of knowledge and proficiency in hardware, software, and automation management.” Multiple ESTA pilots are undergoing the Primary and Advanced Certification pathway training with USI at their training center for excellence located in Panama City, Florida. Full BVLOS waiver operations are being performed using the Censys Sentaero aircraft and a fully equipped mobile command center. ESTA will incorporate this same structure into their RPAS training center close to Stavanger Airport located in Sola Norway. ### About Norwegian Aviation and Defence Group (NADG) and the European Simulation and Training Academy (ESTA) European Simulation & Training Academy (ESTA) is a subsidiary of Norwegian Aviation & Defence Group (NADG) which provide aviation solutions and build competence that contributes to a safer future for work- related flights. The ESTA organization has a seasoned group of professionals with many years of experience in all areas of helicopter and drone training. Our instructors have the highest grades of professional licence and extensive experience in HEMS, rescue, military and oil and gas sectors. Our purpose is to provide the best education and training possible, for all skill levels. ESTA aims to offer full a complete training service, which including classroom training, flight lessons with an instructor, technical training and simulator training. The main base of NADG is at Stavanger Airport, the main hub for the Norwegian Helicopter activities. About USI Unmanned Safety Institute (USI) is the industry’s most widely recognized leader in flight safety solutions for individuals, academia and organizations focused on integrating and operating UAS for civil or commercial purposes. USI provides UAS flight safety training and certification to operational standards based on the adoption and modification of time-honored aviation safety practices.  With more than 300 instructors and over 20,000 USI Certifications awarded around the world, USI works with large commercial enterprises and nearly 500 schools in all 50 states. USI is the global leader in commercial and academic UAS workforce development and certification, delivering the most highly regarded training program of its kind. USI offers Primary, Advanced, and Complex training and certification programs applicable to VLOS, BVLOS and Advanced Air Mobility (AAM) operations. USI’s training and certification programs are endorsed by major aviation insurance providers and implemented nationwide as a workforce pathway program from secondary or post-secondary to the career field to align skillsets to industry pay scales. Discover more at www.FlyUSI.org . USI Contact: Stephanie Holland, Stephanie.Holland@FlyUSI.org Vice President, Aviation Operations and Regulatory Affairs Hybrid - Full time Washington, District of Columbia, United States Description The Regional Airline Association (RAA) seeks an experienced and motivated aviation leader who is committed to making a difference each day as our Vice President, Aviation Operations and Regulatory Affairs. The Vice President will be a vital member of the RAA executive team and reports to the CEO with secondary reporting to the Senior Vice President, Safety and Regulatory Affairs. RAA exists to support safe, healthy and strong regional airlines, capable of connecting communities of all sizes. The VP must actively listen, anticipate challenges, provide strategic advice, weigh options and advocate with courage and integrity for strong and safe outcomes. Essential Functions of the Position: · Advocates for the regional airline industry with a high level of diplomacy. · Supports and helps to develop the strategy and vision of RAA’s Operations and Regulatory Affairs; contributes to the development and implementation of RAA’s strategic objectives. · Identifies regulatory developments related to flight operations, pilot training, air traffic and other technical matters; analyzes proposals for anticipated impact on members and designs and implements response. · Tracks, Interprets, and responds appropriately and with advocacy to current or proposed aviation rules, compliance expertise, or other relevant regulatory analysis. · Works cooperatively with RAA members and other industry stakeholders to form coalitions and consensus positions. · Gives technical advice to RAA team and members on matters ranging from pilot training and qualifications and use of flight simulation training devices to air traffic management and flight technology and more. · Effectively communicates information to RAA team and members, the FAA and other stakeholders; contributes to development of RAA positions, Congressional testimony, regulatory comments, and other policy communications. · Provides Subject Matter Expertise on aviation task forces and working groups, including agency rulemaking and regulatory negotiating committees. Serves as Liaison between RAA and FAA Air Traffic Organization (ATO), NextGen and related organizations. · Provides leadership and member service for the Regional Operations Council and the Flight Technology, Flight Training, Maintenance, and Inflight Committees. · Develops content and coordinating activities for RAA-sponsored events, including the Leaders Conference and Summer Seminars. This Role May be Right for You If: · You believe in your work. The right difference-maker will come to work each day with an opportunity to make a meaningful contribution to our mission of promoting aviation safety and keeping smaller communities connected. · You want to tackle a challenge. Regional airlines are poised to grow yet face obstacles ranging from growing their workforce to ensuring access to airspace. Our team is equipped to help our members and meet this moment. · You want to achieve. RAA fosters a culture of Leadership at All Levels. Each team member is expected to generate ideas and make decisions from a place of ownership. · You are a team player and want to contribute to building strong team spirit and encourage others to succeed. · You want to work within – and are committed to striving for – diversity. We work hard to embrace diversity and inclusion within our own ranks and across aviation broadly. Requirements · Thorough understanding of aviation safety standards, safe operating practices and 14 CFR Chapter I (Federal Aviation Regulations). Extensive familiarity with 14 CFR Part 135 and 121 airline operations. · 10 or more years of experience in regulatory interpretation and a history of advocacy in airline or association-based role. · Transport pilot with line experience and Flight operations managerial experience strongly preferred; former Pilot in Command (PIC) for an air carrier operating under part 121 or part 135 of FAR 119 is ideal. · Impeccable oral and written communication; able to effectively and persuasively present information to top management, regulatory agencies, public groups, and the RAA Board of Directors. · Able to expand upon the association’s significant professional relationships with both government and industry representatives and develop and manage new relationships. · High proficiency with Microsoft Office products, particularly Excel and PowerPoint, and the ability to collect, analyze and present data · Strong project management skills; strategic, tactical, self-motivated, determined, outcome-oriented. · Diplomatic; able to challenge established or entrenched ideas and advocate for mission-driven objectives. · Able to work quickly and effectively, make fast and well-reasoned recommendations despite ambiguity, anticipate and adapt to evolving member needs. · Professional, organized, responsive and enthusiastic. · Candidate must reside in the Washington, DC metropolitan area. · Moderate (up to 30%) travel required. Benefits As a member of the RAA team, you will have the opportunity to contribute to and enjoy a supportive work environment, and make a difference in an organization where your role is mission-critical and valued. RAA is an equal opportunity employer and is committed to creating an inclusive environment for all employees. Salary range: USD $150,000 - $180,000 annually with discretionary bonus opportunity. Individual compensation packages are based on various factors unique to each candidate, including skillset, experience, qualifications and other job-related factors. Benefits: RAA is highly focused on employee quality of life and offers a choice of employer-sponsored medical, dental and vision plans; and provides employees with life & AD&D, short-term disability, and long-term disability insurances at no cost. RAA offers a 401K plan with employer match and a discretionary profit sharing program. RAA offers 12 weeks paid parental leave to qualified employees and Paid Time Off begins at 22 days per calendar year and increases with longevity. RAA additionally offers 14 paid holidays and paid leave for community service and voting. 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