Flight Safety Information - July 16, 2024 No. 141 In This Issue : Incident: Eva B773 over Pacific on Jul 13th 2024, engine problems : Incident: Europa B789 at Asuncion on Jul 12th 2024, bird strike : Incident: Eurowings A319 at Berlin on Jul 15th 2024, odour on board : Delta Air Lines Jet Makes an Emergency Rapid Descent, Dropping to 10,000 Feet After Suffering Decompression : Understanding Communications in Ground Operations : FAA Data Reveals 1,100 Runway Near Misses in 2024 : ‘Dinosaur law’ may put aviation whistleblowers, public safety at risk : Voluntary Aerospace Safety Reports & Employee Discipline: The Limitations of ASAP Immunity : Lawmakers Keep Aviation Workforce Shortage Concerns in Central Focus : Pan Am Is Back — and Is Launching a Luxurious Transatlantic Private Jet Trip Next Year : US judge sets quick schedule to consider family objections to Boeing plea deal : Calendar of Events Incident: Eva B773 over Pacific on Jul 13th 2024, engine problems An Eva Air Boeing 777-300, registration B-16716 performing flight BR-5 from Los Angeles,CA (USA) to Taipei (Taiwan), was enroute at FL320 over the Pacific Ocean about 1550nm west of Los Angeles when the crew decided to return to Los Angeles due to problems with the right hand engine (GE90). The aircraft drifted down to FL190 and returned to Los Angeles for a safe landing on runway 25R about 8.5 hours after departure. The flight was cancelled. The aircraft is still on the ground about 37 hours after landing back. https://avherald.com/h?article=51b2b9bd&opt=0 Incident: Europa B789 at Asuncion on Jul 12th 2024, bird strike An Air Europa Boeing 787-9, registration EC-NCY performing flight UX-24 from Asuncion (Paraguay) to Madrid,SP (Spain) with 336 people on board, was climbing out of Asuncion's runway 20 when the aircraft flew through a flock of birds and an impact was felt. The aircraft stopped the climb at FL070 and entered a hold to dump fuel. The aircraft returned to Asuncion for a safe landing on runway 20 about 50 minutes after departure. The aircraft is still on the ground in Asuncion on Jul 15th 2024 about 72 hours after landing back. Paraguay's Civil Aviation Authority reported the pilot felt an impact and decided to return to Asuncion for a check. One of the engines (Trent 1000) had been hit by a flock of birds, the aircraft landed back with both engines running. Maintenance was checking the left hand engine after landing back. https://avherald.com/h?article=51b2ad8c&opt Incident: Eurowings A319 at Berlin on Jul 15th 2024, odour on board An Eurowings Airbus A319-100, registration D-AGWF performing flight EW-8470 from Berlin (Germany) to Manchester,EN (UK), was climbing out of Berlin's runway 25L when the crew declared emergency reporting an indefinable smell on board. The aircraft stopped the climb at FL100 and returned to Berlin for a safe landing on runway 25L about 15 minutes after departure. A replacement A319-100 registration D-AGWA reached Manchester with a delay of about 7.5 hours. The aircraft was carrying English soccer fans, who had been attending the final match of European Championship the day before, back to England. Passengers reported they were told to not take any pictures or videos because the airline didn't want to end up on TikTok. The captain announced they needed to return to Berlin due to a warning light flashing in the cockpit, a short time later a burning smell became apparent in the cabin. The occurrence aircraft is still on the ground in Berlin about 8.5 hours after landing back. https://avherald.com/h?article=51b2ab5e&opt=0 Delta Air Lines Jet Makes an Emergency Rapid Descent, Dropping to 10,000 Feet After Suffering Decompression A Delta Air Lines jet flying from Jackson Hole to Atlanta made an emergency rapid descent and quickly dropped altitude to just 10,000 feet after suffering a decompression which resulted in a full-scale emergency response from airport authorities. Delta flight DL927 was being operated by a 23-year-old Boeing 757 on July 13 and was three hours into the flight when the pilots quickly descended from a cruising altitude of 41,000 feet to around 10,000 feet in less than 10 minutes. The pilots then diverted to St Louis where they landed without incident around 30 minutes after the the ‘loss of cabin pressure’ incident began. There were 148 passengers onboard and six crew members and no confirmed reports of injuries. Emergency medical services were, however, waiting for the aircraft on arrival. Once the plane was on the ground, Delta managed to get hold of another Boeing 757, which it sent to St Louis to pick up the stranded passengers and get them to Atlanta. The passengers eventually made it to Atlanta six hours late, which, given the circumstances, shouldn’t be considered too bad. For an airliner more than two decades old, the aircraft involved in this incident (Registration: N550NW) has had a remarkably problem-free life. However, records from the Aviation Herald show that back in 2018, the plane had to make an emergency diversion due to a smell of smoke in the cabin. Despite the diversion, the plane landed without incident, and passengers were able to disembark normally. Two years later, the plane also sustained damage at LaGuardia Airport when an Airbus A319 collided with a jetway as it was taxiing, which in turn hit the Boeing 757. Thankfully, no one was injured in this incident. The plane was originally delivered factory-fresh to Northwest Airlines in June 2001 before becoming part of the Delta fleet following the merger of the two carriers. In a statement, a spokesperson for Delta Air Lines told us: “The safety of our customers and people remains Delta’s most important priority. On Saturday, July 13, Delta flight 927 operating from Jackson Hole, Wyoming to Atlanta diverted to St. Louis after experiencing a pressurization issue in-flight.” “The flight landed safely and without further incident and we apologize for the delay in their travel.” https://www.paddleyourownkanoo.com/2024/07/15/delta-air-lines-jet-makes-an-emergency-rapid-descent-dropping-to-10000-feet-after-suffering-decompression/ Understanding Communications in Ground Operations Ramp workers and pilots use industry-standard communication to enhance flight operations. Pilots communicate with workers on the ramp using an internationally recognized industry-standard language of phrases, hand signals and radio communication. By contributing to situational awareness, everyone can help detect danger before incidents occur. “Communication is an extremely large and important part of both the profession and the training for the profession as a ramp worker,” said David Stribe, corporate training coordinator at Aviator Airport Alliance. “…we need to ensure safety by monitoring from our side and we are in direct contact with the cockpit via headset.” Aviator ramp employees start with basic training that covers hand signals, and other training modules teach aircraft marshalling. The European Union Aviation Safety Agency’s report on 2023 aviation safety lists ground collisions as the fourth most common type of accident and serious incidents in Europe in 2019-2023. First Communication Communication between an aircraft and Aviator will usually begin upon arrival. The pilot at this point has completed an after-landing checklist and would have followed instructions from air traffic control to arrive at the gate. When the aircraft has come to a stop and engine shutdown has occurred, the pilots will disengage a flashing red beacon light, allowing the ground crew to begin work. The ground crew will first place chocks at the wheels of the aircraft to ensure the aircraft is safe from movement. Ground crew can use hand signals, often bringing their fists together above their head, to communicate chocks are in place. Ground crew will connect an interphone system via a headset to the aircraft to welcome the pilots to the airport and ensure that the ground power supply is connected, which allows the crew to continue their work on the aircraft. At this stage of arrival, communication becomes similar to taking orders at a busy restaurant. The crew will ask for individual aircraft needs then organize ground service equipment as needed. Communication at the Gate While parked at the gate and hooked up to the interphone system, communication becomes slightly more interpersonal as each aircrew has their own communication style that was adopted before they even arrived at the airport. “Every part of communication between us and the pilots does not just follow a precise predetermined word order,” Stribe said. “Quite naturally, it may be that the cockpit chooses to communicate via local language.” During the time on the ground, Aviator crew members work on many tasks to ready the aircraft for flight while standing by for any communication. Communication will begin at the pilot's discretion and could range from casual conversation about the World Cup to conversation about the airport where individuals on the ramp can enhance pilot situational awareness. Communication at Departure When the aircraft has been prepared and ready for flight, Aviator personnel follow predetermined and planned dialogs in accordance with regulations. When communication is following a familiar tempo to share planned information and procedure, headsets and hand signals are used. Unlike other communications, the ground crew will begin the departure process. “We inform the cockpit that the departure check has been completed, that we have connected the pushback tractor and are ready for departure,” Stribe said. At this time, marshallers will watch for things that pilots can't see from the flight deck, immediately raising attention to their supervisors if any conflicts are detected. The pilot will activate the beacon light before the aircraft is moved and the engines are started, making areas outside the aircraft unsafe for ground personnel. When the pushback is complete, the ground crew will disconnect a safety pin in the nose landing gear, enabling its free movement. “We always end the communication by disconnecting the headset, moving away from the aircraft, directly in front and in the cockpit's field of vision, where we display the disconnected safety pin and give the crew the ‘thumbs up,’” Stribe said. “We always wait until the ‘thumbs up’ is answered from the cockpit, and that is then the sign that the aircraft will taxi out to take off and our work and communication with the cockpit is thus finished." https://www.aviationpros.com/ground-handling/press-release/55126121/aviator-understanding-communications-in-ground-operations FAA Data Reveals 1,100 Runway Near Misses in 2024 Narrowly avoided plane crashes serve as a reminder of the need for vigilance by pilots and air traffic controllers, and emphasize the importance of proper oversight by regulatory agencies. Each near miss is recorded on a database by the Federal Aviation Administration, which has revealed a surprisingly high occurrence of so-called "runway incursions." According to the FAA, in the 12 months ended May 31, the total number of runway incursions reached 1,115. They ranged from serious close calls to "Category D" incidents, in which a person or vehicle is present on a surface designated for an aircraft, but posed no significant safety risk. Some 183 "operational incidents" were reported, where the actions of an air traffic controller resulted in a plane coming closer than is permitted to either an aircraft or another obstacle, and 706 "pilot deviations" occurred, in which a pilot violates FAA regulations in taking off or landing, doing so without receiving the necessary clearance. Alongside 27 unclassified incidents, 199 deviations were required to avoid pedestrians or vehicles that had made their way onto runways without authorization from air traffic control. On the positive side, on all counts the figures were down from 2023. In the 2023 fiscal year, in which the FAA estimates there were around 54.4 million takeoffs and landings in U.S. airspace, there were 1,760 total runway incursions. The 2024 total of 1,115 is also the lowest level on record since 954 in 2011. https://www.newsweek.com/faa-data-runway-plane-near-misses-1925186 ‘Dinosaur law’ may put aviation whistleblowers, public safety at risk In the aftermath of Boeing whistleblower John Barnett’s death, advocates say it’s clear the law that was supposed to protect him wasn’t working. CHARLESTON, S.C. (WCSC) - In the aftermath of Boeing whistleblower John Barnett’s death, advocates say it’s clear the law that was supposed to protect him wasn’t working, subsequently putting the public he’d risked everything for in even more danger. The 62-year-old, veteran quality inspector at Boeing, ultimately killed himself after two days of questioning in a whistleblower case that had stretched on for more than seven years. He claimed he had been retaliated against, embarrassed, and eventually had to quit over the immense anxiety, PTSD and depression experienced because of it. “He was told ‘I’m going to push you until you break’ He broke,” Senator Richard Blumenthal said during a congressional hearing last month where former Boeing C.E.O. David Calhoun testified on the company’s safety regulations. In that same room sat Barnett’s mother, Vicky Stokes, and his brother, Rodney Barnett. They held his photo with his words “Stay ‘Swampy’ Strong, Quality and Integrity Matter.” “Up to that point, it didn’t seem like John or any of the other whistleblowers were being heard. It’s like they were going up against a brick wall. But in that hearing we saw where the senators wanted to progress,” Rodney said. “He was so proud of that company. He wanted to see Boeing back where it was. But these guys in there now are all about the bottom line,” Stokes said. Brian Knowles and Rob Turkewitz were not just Barnett’s attorneys, but his friends as they grew close over the years. They said the March deposition in Charleston was grueling, but things were going well. They broke early that Friday, to give Barnett time to rest and he was expected back the next day. “He said let’s just let’s just get her done. Let’s just do it,” Turkewitz said. Instead, Turkewitz made a welfare check phone call at the Holiday Inn on Ashley River Road when he did not show. Police arrived and found his body in the truck he used to travel in lieu of airplanes. Though it was ruled a suicide, his attorneys say Boeing all but pulled the trigger. “There has to be justice and accountability here, not only for John but his family and for the flying public,” Knowles said. “He was saying that what Boeing is doing is absolutely wrong and that at some point. There’s going to be a reckoning for Boeing and I think we’re seeing that now,” Turkewitz said. Advocates say reforms are needed Barnett’s case, under the AIR-21 Whistleblower Protection Program, was in an administrative law court, which can sometimes take more than a decade to conclude. “By that time, it may be too late to matter if you actually won. Your life has already been destroyed,” Tom Devine said. Devine is the legal director of the Government Accountability Project in Washington, D.C. a whistleblower support organization. He’s worked with thousands of whistleblowers and knows that telling the truth can be a dangerous game. Maybe even more so for aviation industry professionals. “AIR -21, which was a pioneer law when it was first passed, has now become kind of a dinosaur law,” Devine said. “It’s actually a threat to whistleblowers’ rights.” That “dinosaur law” was all that standing between Barnett and the multi-billion-dollar company. The GAP has identified several issues with the law including: • No anti-gag shield • No jury trials or temporary relief • Statute of limitations to report retaliation in just 90 days, whereas other industry laws allow up to three years Suggestions from advocates also include a “kick out” provision where if the Department of Labor fails to make a decision within a certain number of days, the complainant can have their case moved to federal court. “I think that if the case had been investigated a lot quicker and we had a decision a lot quicker then it’s possible that he would have been still here today,” Turkewtiz said. “It just seemed like, there was always a delay or waiting on something. It did, it did take a toll on him,” Stokes said. Before his death, Barnett had suffered from PTSD, depression and anxiety due to his hostile work environment. “Takes somebody of higher caliber to stick with something this long with this much resistance,” Rodney Barnett said. In a note found next to Barnett’s body, he wrote, “Whistleblower protections is f-ed up too.” His family says he wanted that to change, among all the issues he had seen first-hand, and now so do they. “I think that he would be happy that we’re carrying on his fight to see that it’s changed,” Stokes said. “All these years hasn’t been for nothing,” Rodney added. Devine said attempts to modernize the law were killed only a few years ago, a testament he says to the power of the airline industry. Boeing spends billions each year lobbying Congress. Devine says the time for politicians to act is now, but he expects it’ll take years if any changes are made. Boeing has previously said that they have resolved any issues Barnett pointed out in his AIR-21 complaint. The company did not respond to a request if the company would support amendments, but did provide the following statement: “Feedback from our employees makes us better, and we strongly encourage employees to report any concerns. Boeing employees can anonymously report through a variety of channels including our Speak Up portal or directly to the FAA. When we receive reports we act swiftly and take necessary action to ensure our airplanes meet our specifications and regulatory requirements.” https://www.live5news.com/2024/07/15/dinosaur-law-may-put-aviation-whistleblowers-public-safety-risk/ Voluntary Aerospace Safety Reports & Employee Discipline: The Limitations of ASAP Immunity FAA program isn’t a get-out-of-jail-free card A collaborative program between federal regulators and the airline industry aims to encourage employees to report safety issues without fear of repercussions. But as Tyler Conklin of Adams & Reese explores, the ASAP program does not provide blanket immunity in all cases. Industry leaders and regulators agree that adhering to rigorous safety standards is crucial for maintaining public confidence and ensuring that the U.S. has one of the safest and most efficient aerospace systems in the world. With approximately 45,000 flights departing daily in the United States, a proactive approach to incident reporting and prevention is essential to identifying and mitigating precursors for potential events and providing meaningful inputs into safety management processes. Although nonpunitive reporting of safety matters is essential and the Federal Aviation Administration (FAA) has created formal programs to encourage voluntary reporting, questions frequently arise over whether or to what extent an employee who submits a voluntary report will be protected from enforcement action by the FAA or discipline by their employer. Despite considerable rhetoric brought to bear over such questions, a voluntary safety report does not amount to a universal “get out of jail free” card that in every instance shields the reporter from punishment. The FAA established the Aviation Safety Action Program (ASAP), a collaborative voluntary safety program administered jointly by the agency, eligible employers like airlines and repair stations and their respective unions or employee representatives. The goal of ASAP is to enhance aviation safety through the prevention of incidents by encouraging employees to make voluntary disclosures of safety events, including matters involving apparent regulatory violations. These voluntary disclosures are closely reviewed and used to develop remedial measures and refocus training requirements as necessary, ensuring that participants maintain the most up-to-date safety measures and procedures. To create incentives for the voluntary reporting of safety events, ASAP places limitations on the use of information collected in the reports. Fundamental to the ASAP process is an event review committee (ERC) composed of representatives of the FAA, the employer and the labor union or other employee representative. The ERC reviews each report and votes on whether to accept it into ASAP. If the ERC votes by consensus to accept the report, the FAA will generally take no action against the reporter if the matter involves an apparent violation of the regulations, and the ERC will typically develop corrective actions to address the event. If the ERC rejects the report, thereby excluding it from ASAP, the reporter could be subject to FAA enforcement action. Boeing, one of the world’s largest aerospace companies, has reached an agreement with the DOJ to plead guilty to a felony charge and hire a compliance monitor. Attorney and podcaster Tom Fox urges the government to think big on Boeing’s monitorship. As a practical matter, in order to encourage reporting, employers typically do not take disciplinary action over incidents described in reports accepted by the ERC. Limitations on enforcement action and discipline are not absolute, however. In particular, ASAP does not preclude a participating employer from taking adverse action against an individual who files a report if the report is not the sole source of the incident at issue, i.e., where evidence of an event that could be the basis for discipline is not based solely on the ASAP report. Reports that must be excluded from ASAP include those involving the so-called “Big Five” — criminal activity, substance abuse, controlled substances, alcohol or intentional falsification — intentional or reckless conduct and events occurring outside the scope of employment. So seriously does the FAA take events involving the Big Five that, where voluntary reports of such events are excluded from ASAP, the agency may use the contents of such reports as evidence in an enforcement action. In contrast, the FAA will not use the contents of reports excluded for reasons other than the Big Five in enforcement actions, although it may use its knowledge of the event learned through the ASAP report to prompt an independent investigation of apparent violations. An ASAP report is considered not sole-source when evidence of an apparent violation exists that is not discovered “pursuant to, or otherwise predicated on, an ASAP report (e.g., whistleblower/hotline complaints, reports from air traffic control (ATC) involving airspace deviations, incident reports and accident reports).” FAA policy recognizes that, regardless of whether the ASAP report has been accepted by the ERC, participating members still retain investigative and disciplinary authority, provided that the basis for the participants’ exercise of disciplinary authority is not solely reliant on the disclosure. This principle is expressly stated by FAA in its ASAP advisory circular: “Except as otherwise provided … no portion of the written ASAP report, including an ERC investigation or interview(s) concerning a reported event, is used to initiate or support company discipline or FAA enforcement action. This policy applies regardless of whether the ERC accepts or excludes the report. The company retains its authority to take disciplinary action based on information of an event independently obtained by the company (i.e., information not based or otherwise predicated upon the content of an employee’s ASAP report).” [emphasis added] This principle was emphasized by the FAA to apply even in situations where a disclosure was accepted by the ERC in a FAQ that accompanied an earlier revision to the ASAP advisory circular and reiterated in a chief counsel opinion letter in 2015: “ASAP reports of events that are known to the company (i.e., knowledge of the event by the company that is not based upon information discovered by, or otherwise predicated upon, the employee’s ASAP report) are considered non-sole-source to the company. Nothing in FAA ASAP policy impacts or otherwise modifies a company’s right to follow its standard disciplinary process based on information obtained by the company entirely outside of, and not predicated upon, information in an accepted ASAP report.” Although this principle can be modified through individual agreements between the participants and their respective unions, it is clear from the FAA’s comments that, except for sole-source disclosures, participating employers maintain full discretion to investigate and take adverse action in line with their corporate policies and other internal agreements. The integrity of the program relies, in part, on the integrity of the reporter, which is why ASAP includes such strong protections, but those protections do not, and were not intended to, allow reporters to hide under a blanket of absolute immunity in all cases. https://www.corporatecomplianceinsights.com/limitations-asap-immunity/ Lawmakers Keep Aviation Workforce Shortage Concerns in Central Focus The House aviation subcommittee discussed the importance of implementing FAA reauthorization measures for workforce support Lawmakers returned their focus to workforce issues, calling the anticipated shortfalls one of the critical bottlenecks for the future growth of the industry. Holding a hearing on the issue last week on the heels of the recently passed FAA reauthorization bill, House aviation subcommittee Chair Garret Graves (R-Louisiana) noted that the comprehensive aviation package addresses many aspects surrounding the issue “either by giving the FAA a path forward to fix these issues or by giving certainty to the industry to help to address some of these choke points and growing demands.” However, he said, “We cannot rest on our laurels. We’ve got to focus on implementation. We need to focus on this explosive growth of this really exciting industry in aviation…We need to be concerned not just about the stresses in the aerospace industry today, but the reality that these stressors are going to grow greater and greater in the future.” Steve Cohen (D-Tennessee), the ranking Democrat on the subcommittee, agreed: “We must turn our attention to implementing [the FAA reauthorization bill]. There are widespread and well-documented aviation workforce challenges, spanning positions from airline pilots and air traffic controllers to aviation maintenance technicians, aviation safety inspectors, and designated pilot examiners. Shortages of these vital members of the workforce have resulted in a subpar experience across the aviation ecosystem.” Testifying before the subcommittee, Jo Damato, senior v-p of education, training, and workforce development with NBAA, discussed the importance of the issue for the business aviation community as well as the need for diversification of the workforce. "Despite the high demand, multiple challenges exist as barriers to those who want to embark on an aviation career path,” she said. “The FAA reauthorization bill will help remove barriers for those seeking aviation careers while expanding the aviation workforce pipeline.” The bill mandates that the FAA implement key strategic recommendations from the Women in Aviation Advisory Board and the Youth Access to American Jobs in Aviation Task Force to address these challenges, she said, highlighting key recommendations around building early awareness of aviation careers, improving access to information about careers, creating a national strategic plan for workforce development, providing financial support, and addressing cultural factors. “If implemented effectively, these provisions should move the aviation workforce forward in ways that have not been possible,” she said. Of the recommendations, she added, culture may be the most difficult. “I know that firsthand,” she said, relaying a story where she was not permitted to fly on certain airplanes in her early flight-school days because of her gender. Because the pilot pipeline is a concern, Matthew “Monty” Montgomery—chair of the Department of Professional Aviation for Louisiana Tech University—expressed his concern about flight schools’ ability to keep up with demands due to funding issues, lack of designated pilot examiners (DPE), availability of qualified professors and instructors, and aircraft purchasing backlog. “These areas are critical to our ability to overcome the current bottlenecks, to ensure we provide the required number of airmen when needed, and ensure the quality and effectiveness of our aviation training programs to support growth and adaptability,” Montgomery said. Damato agreed and noted a parent in her region “desperate to find a DPE” for their college-bound child who needed a private license before entering the aviation program. She added that the parent had to start in May to have someone in place by August. Dave Spero, national president of the Professional Aviation Safety Specialists, also noted concerns about the FAA’s technician workforce, which maintains air traffic control equipment. Recent analysis shows the agency has lost about 8% of its technician workforce in 2017 leading to longer times to complete preventative maintenance, Spero pointed out. “While the media focuses on the shortage of air traffic controllers when reporting on non-weather-related flight delays, the shortage of FAA systems specialists is just as acute,” Spero said, citing as an example that there is only one full-time technician to service three radar sites between 120 and 200 miles away from San Antonio International Airport. Michael Robbins, president and CEO of the Association for Uncrewed Vehicle Systems International, warned that workforce growth would be hampered on the advanced air mobility front until the regulatory framework is in place for certification and operations of these emerging vehicles. “Without these regulatory frameworks in place, innovation will be stifled, operations will remain limited, and the drone and AAM industries will not be able to scale in the near term in the U.S.,” Robbins maintained. He also cited a need for the FAA to build up its subject matter expert staffing to keep up with this emerging sector. https://www.ainonline.com/aviation-news/air-transport/2024-07-15/lawmakers-keep-aviation-workforce-shortage-concerns-central Pan Am Is Back — and Is Launching a Luxurious Transatlantic Private Jet Trip Next Year The journey will trace the legendary airline's original routes. For decades, Pan Am represented the best in world aviation with glamorous transatlantic flights, chic flight attendants, and elaborate onboard meals. Now, the carrier is bringing back that golden age of travel with an over-the-top private jet trip in 2025. The airline, which was founded in 1927 and ceased operations in 1991, will partner with Criterion Travel and Bartelings Associates for a luxurious 12-day journey from New York with stops in Bermuda, Lisbon, Marseille, London, and Foynes in Ireland. The trip will be hosted by Craig Carter, the CEO of Pan American World Airways, and run from June 27, 2025, to July 9, tracing Pan Am’s original transatlantic routes. In an Instagram post, Carter said this trip will be “the first of many exclusive themed flights back into the luxury travel space.” “Relaunching Pan Am requires a careful balance of honoring its storied past while innovating for the future, so that it resonates with both our longtime fans and new customers,” Carter added. The exclusive journey will be limited to just 50 travelers on a privately-chartered Boeing 757-200 aircraft featuring all lie flat seats, according to Criterion Travel. Passengers will be treated to continental cuisine and an open bar on all flight legs as well as luxury hotels on the ground like The Savoy in London, the Four Seasons Ritz in Lisbon, and the Rosewood Bermuda. And unique experiences will of course be featured, like the chance to board a Pan Am Clipper replica in Ireland. Reservations for the legendary trip start at $59,950 per person, which includes flights, accommodations, most meals and drinks, and branded merchandise. While Pan Am is channeling a romanticized bygone era, it isn’t the only company offering luxury private jet journeys around the globe. The Four Seasons operates its own around-the-world trips, which start at $159,000 per person and include stops in Africa, Asia, and beyond, as do tour operators like TCS World Travel and Abercrombie & Kent. https://www.travelandleisure.com/pan-am-is-bringing-back-the-golden-age-of-travel-with-a-private-jet-trip-in-2025-8678000 US judge sets quick schedule to consider family objections to Boeing plea deal WASHINGTON (Reuters) - A U.S. judge on Monday set a fast schedule to consider the objections of relatives of those killed in two fatal 737 MAX crashes to the Justice Department's plea deal with Boeing. The planemaker on July 7 agreed in principle to plead guilty to a criminal fraud conspiracy charge and pay a fine of $243.6 million. U.S. District Judge Reed O'Connor in Texas said after the Justice Department files the plea agreement, relatives of those killed will have a week to file objections and then the government and Boeing will have two weeks to respond. The families will then have five days to file a response. The deal is a "slap on the wrist," Erin Applebaum, a lawyer at Kreindler & Kreindler LLP who represents some of the victims' relatives, said last week. Boeing plans to plead guilty to conspiring to defraud the Federal Aviation Administration after the government said the planemaker knowingly made false representations about key software for the 737 MAX. The Justice Department said in May the planemaker had breached a 2021 deferred prosecution agreement. O'Connor previously criticized Boeing, saying in 2023: "Boeing’s crime may properly be considered the deadliest corporate crime in U.S. history." Boeing 737 MAX crashes in Indonesia and Ethiopia in 2018 and 2019 killed a total of 346 people and led to a 20-month grounding of the best-selling plane. The Justice Department said last week it hoped to file the plea agreement by July 19 but said it may need a few additional days. The department will file a factual statement supporting the government's breach determination. As part of the deal, Boeing agreed to spend at least $455 million over the next three years to boost safety and compliance programs. Boeing's board will meet with relatives of those killed in the MAX crashes. The deal also imposes an independent monitor, who will have to publicly file annual progress reports, to oversee the firm's compliance. Boeing will be on probation during the monitor's three-year term. The Justice Department will file in the coming days a document detailing "the respective terms of Boeing’s compliance obligations and the independent compliance monitor." A panel blew off a new Boeing 737 MAX 9 jet during a Jan. 5 Alaska Airlines flight, just two days before the 2021 deferred agreement that had shielded the company from prosecution over the 2018 and 2019 crashes expired. Boeing faces a separate ongoing criminal probe into the Alaska Airlines incident, which did not result in any serious injuries. https://www.yahoo.com/news/us-judge-sets-quick-schedule-164043996.html CALENDAR OF EVENTS • Airborne Public Safety Association, Inc. (APSCON 2024) - July 29 - August 3; Houston TX • 2024 FAA Drone and AAM Symposium, July 30-August 1 | Baltimore, MD • 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 • DEFENCE AVIATION SAFETY 2024 - 2 OCTOBER - 3 OCTOBER 2024 - LONDON • 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 • Safeskies Australia Conference, Canberra Australia - 16th and 17th of October 2024 - www.safeskiesaustralia.org • 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