Flight Safety Information - September 10, 2024 No. 180 In This Issue : Ural Airlines begins Airbus A320 strip down one year after Russian field landing : United Airlines timeline: A look at incidents from the airline this year : 1 dead in helicopter crash south of King Salmon : FAA Reauthorization Passes Senate with Sullivan-led Alaska Priorities : AESA signs international cooperation agreement on civil aviation with Thailan : Links To A Missed Landing In The Snow, Part 1 : Links To A Missed Landing In The Snow, Part 2 . Small fleet, fewer flights weaken Army aircraft training, report say : Army air crew training revamp to look at aircraft and simulators : Career-Ready: Four Eagles Land Prestigious NTSB Internships : Calendar of Events Ural Airlines begins Airbus A320 strip down one year after Russian field landing by Ian Molyneaux September 6, 2024, 13:16 (UTC +3) Ural Airlines Ural Airlines has confirmed engineers have begun dismantling an Airbus A320, which was forced to land in a Russian wheat field during an emergency incident last year. On September 12, 2024, the Ural Airlines Airbus A320, registered RA-73805, initiated an emergency landing after the pilots feared the aircraft was about to run out of fuel while diverting to Novosibirsk Airport (OVB). News of the peculiar event spread around the world, and a decision about the fate of the stranded jet became a saga of its own. At one stage it was thought that Russia may try to fly the A320 out of the field using a temporary runway but in January 2024, it was reported that Ural Airlines had decided the plane would be dismantled. According to the Russian Ministry of Emergency Situations, there were 167 people on board the jet, including 23 children and 6 crew members. Ural Airlines In a statement on September 6, 2024, Ural Airlines said that “engineering and technical staff of the airline began dismantling parts and units from the aircraft”. The airline confirmed that the process would take place in stages, due to different parts of the A320 requiring different technologies to complete the strip down. “The aircraft parts that are airworthy have been identified. They will be tested again before being re-used for their intended purpose. The aircraft elements that were damaged will be repaired. The airline plans to complete the dismantling work on the aircraft by December 2024,” Ural Airlines said in a statement. On April 11, 2024, the Russian Federal Agency for Air Transport (Rosaviatsiya) published an investigation report that said the incident arose from multiple violations and errors made by the crew. Part of the report seen by AeroTime said that the pilots diverted to OVB as they knew the hydraulic system affecting the aircraft could be repaired there. The report said that the crew were concerned that if they landed at their designated destination at Omsk Tsentralny Airport (OMS) it would go against company advice to try and land at airports where there are trained technical personnel to perform troubleshooting work. https://www.aerotime.aero/articles/ural-airlines-stranded-airbus-russia-field-dismantle United Airlines timeline: A look at incidents from the airline this year Emily DeLetter Zach Wichter USA TODAY United Airlines is under increased oversight after a series of incidents over the past few months raised questions about safety at the airline. In a memo sent to employees on Friday, Sasha Johnson, United's vice president for corporate safety said that the increased number of episodes "have rightfully caused us to pause and evaluate whether there is anything we can and should do differently." According to the memo, which USA TODAY reviewed, the Federal Aviation Administration is stepping up its presence in United's operations to try to understand what's gone wrong. Consumer changes:United Airlines announces miles pooling, seat preference alerts in new updates "Over the next several weeks, we will begin to see more of an FAA presence in our operation as they begin to review some of our work processes, manuals and facilities. We welcome their engagement and are very open to hear from them about what they find and their perspective on things we may need to change to make us even safer," Johnson's memo said. "As part of this effort, the FAA will also pause a variety of certification activities for a period of time. Those activities will differ depending on the work group and we will learn more from the FAA about that soon." The FAA's restrictions could include prohibiting passengers from flying on new United planes or routes. Here's a breakdown of what's gone on at United this year. Feb. 6: United Airlines plane reports stuck rudder pedals On Feb. 6, a United Airlines flight from Nassau, Bahamas to Newark Liberty International Airport in New Jersey experienced "stuck" rudder pedals on its landing roll, according to a preliminary report from the National Transportation Safety Board released in March. According to the report, the captain told investigators that “the rudder pedals did not move in response to the ‘normal’ application of foot pressure while attempting to maintain the runway centerline. The pedals remained ‘stuck’ in their neutral position.” The NTSB said it is continuing to investigate the incident, but early tests suggested that cold temperatures may have been a factor. The plane was a Boeing 737 Max 8. United had received the plane from Boeing Feb. 20, 2023, and removed it from service for maintenance after the incident. Download USA TODAY's app to get to the heart of news DOT probe seeks to determine if frequent flyer programs are fair to travelers. Feb. 19: United Airlines flight diverted after damaged wing A United Airlines flight from San Francisco to Boston carrying 165 passengers was diverted and landed in Denver after one of its wings was damaged. United said the plane landed in Denver to "address an issue with the slat," a moveable panel on the edge of the wing that are used during takeoff and landing, the Associated Press reported. The plane was a Boeing 757-200. The plane landed safely, and the passengers boarded a different plane to arrive later that day in Boston. Feb. 21: 'Security issue' causes emergency landing A United Airlines flight traveling from Newark Liberty International Airport to Los Angeles International Airport made an emergency landing at Chicago O'Hare International Airport after crew on board reported "a security issue." An airline spokesperson did not say what the security issue was but previously told USA TODAY that the flight landed safely and "met local law enforcement upon arrival." March 4: No injuries reported after engine fire A United Airlines flight traveling from George Bush Intercontinental Airport in Houston, Texas to Southwest Florida International Airport made an emergency landing in Houston after one of its engines caught fire midair. No injuries were reported, a United spokesperson previously told USA TODAY, and the airlines arranged for a new aircraft that departed for Fort Myers later that night. March 7: Tire falls off plane, damages several cars in parking lot A United Airlines flight departing from San Francisco International Airport was diverted after takeoff when a tire fell off the plane and crashed into a parking lot, damaging several cars. The plane, a Boeing 777-200, had taken off and was headed to Osaka, Japan when one of its six landing gear tires fell off. The flight was then diverted to Los Angeles International Airport. No injuries were reported, but the runway was temporarily closed for crews to search for and clear any debris. United said it would work with the customers and owners of the damaged vehicles to "ensure their needs are addressed." March 8: Passengers evacuated after plane rolls off taxiway Passengers onboard a United Airlines flight that had landed at George Bush Intercontinental Airport in Houston, Texas had to evacuate after the plane tilted and rolled onto the grass from the taxiway. The airline previously told USA TODAY that no one was injured, but the passengers had to deplane the Boeing 737 Max 8 using emergency stairs and were bused to terminals. The FAA previously told USA TODAY it is investigating the incident. March 15: Missing panel found on plane after domestic flight A panel was found to be missing on the underside of a United Airlines plane after it landed in Medford, Oregon. The plane, a Boeing 737-800, had arrived at its destination from San Francisco when a post-flight inspection found the panel was missing, the Associated Press reported. No injuries were reported on the flight, which was carrying 139 passengers and six crew members. The airport paused operations to check the runway and airfield for debris, but none was found. March 18: United CEO sends letter acknowledging recent issues In a letter sent to customers, United CEO Scott Kirby acknowledged the recent issues at the airline. “Unfortunately, in the past few weeks, our airline has experienced a number of incidents that are reminders of the importance of safety. While they are all unrelated, I want you to know that these incidents have our attention and have sharpened our focus,” Kirby's letter said. The statement continued: “Our team is reviewing the details of each case to understand what happened and using those insights to inform our safety training and procedures across all employee groups. This is in addition to some changes that were already planned, including an extra day of in-person training for all pilots starting in May and a centralized training curriculum for our new-hire maintenance technician." https://www.usatoday.com/story/travel/airline-news/2024/03/25/united-airlines-2024-timeline/73093467007/ 1 dead in helicopter crash south of King Salmon Deadly helicopter crash in King Salmon By Joe Cadotte Published: Sep. 7, 2024 at 9:27 PM CDT ANCHORAGE, Alaska (KTUU) - A man was killed Saturday morning when the helicopter he was riding in crashed just after takeoff in Southwest Alaska. Louisiana resident Martin de Laureal, 73, was killed after a helicopter owned by Egli Air Haul crashed in the Naknek River about a quarter of a mile south of King Salmon, Alaska State Troopers confirmed. Good Samaritans and EMS got those on board out of the water before troopers arrived on scene, AST said. The helicopter, listed as a Bell 206B by the Federal Aviation Administration, crashed between 9:15 a.m. and 9:30 a.m. Saturday not long after departing from the King Salmon Airport, according to Clint Johnson, chief of the National Transportation Safety Board’s Alaska Regional Office. The aircraft landed in the Naknek River where it remained partially submerged Saturday night. “Process of elimination at this point right now,” Johnson said. “Everything is on the table, but we are going to obviously be looking at the weather conditions at the time of the departure. I can tell you that this helicopter departed under what’s called Special VFR conditions, which means the flight needs to get, basically, clearance to be able to depart in less than favorable conditions.” NTSB investigators will continue their work once the aircraft is transported out of the water to King Salmon by boat or heavy lift helicopter. https://www.alaskasnewssource.com/2024/09/08/1-dead-helicopter-crash-south-king-salmon/ [For the Record. Ed] FAA Reauthorization Passes Senate with Sullivan-led Alaska Priorities Legislation Invests in Critical Infrastructure, Provides Greater Flexibility to Meet Alaska’s Unique Aviation Needs WASHINGTON—U.S. Senator Dan Sullivan (R-Alaska), a member of the Senate Aviation Safety, Operations, and Innovation Subcommittee, secured numerous provisions in the Federal Aviation Administration (FAA) Reauthorization Act of 2024. The legislation passed in the Senate by a vote of 84-4 and reauthorizes the FAA through 2028. It now proceeds to the House for final passage before the President signs it into law. “Aviation is as essential to countless Alaska communities as roads and bridges are to most Lower 48 communities—it’s the only way in or out, both for residents and for basic goods and services,” said Sen. Sullivan. “This stark reality makes the periodic FAA reauthorization such an important piece of legislation for Alaska. My team and I worked closely with Alaska’s general, commercial and cargo aviation sectors, and our air traffic control community, to craft provisions that will improve safety in Alaska, sustain the vital Essential Air Service program, provide flexibility from one-size-fits-all regulations that just don’t work for our state, and invest robustly in all aspects of our aviation infrastructure. Our amendments also focus on strengthening America’s strained aviation workforce pipeline, removing barriers for individuals interested in becoming pilots, air traffic controllers, mechanics, technicians, or related aviation professionals—especially our retiring military members who offer a wealth of skills and experience. I’ll be working with my colleagues in the House to get this important bill through the Congress and to the President’s desk.” “The Alaska Air Carriers Association is profoundly grateful and appreciative of Senator Sullivan’s work passing the FAA Reauthorization Act of 2024 through the U.S. Senate Committee on Commerce, Science, and Transportation,” said Will Day and Daniel Knesek, executive director and board president of the Alaska Air Carriers Association. “Senator Sullivan’s unwavering attention to Alaska's nuanced transportation needs is commendable, and we are proud to stand behind you as you fight for the needs of our state. Our association strives daily to ensure our contiguous policymakers understand the unique importance of reliable and safe air transportation in Alaska. Senator Sullivan’s leadership in pushing to include critical investments in our aviation infrastructure in the FAA Reauthorization will help ensure our state remains connected to the rest of the country and the world well into the future. Our industry, especially our remote communities, relies heavily on the advocacy work Senator Sullivan champions.” “Senator Sullivan continues to be a champion for Alaska aviation,” said Adam White, director of government affairs for the Alaska Airmen’s Association. “Without a robust and modern aviation system, Alaska would grind to a halt. This long-term reauthorization of the FAA will ensure that aviation safety and modernization in Alaska will continue to improve. This improvement directly equates to a better quality of life and more reliable access to critical services for all Alaskans.” “Due to Senator Sullivan and his staff’s hard work, programs to improve aviation safety in Alaska are front and center in this bill,”said Dr. Catherine F. Cahill, director of the Alaska Center for Unmanned Aircraft Systems Integration (ACUASI) at the University of Alaska Fairbanks (UAF). “These programs include the FAA Alaska Aviation Safety Initiative to ‘improve aviation safety, service, and infrastructure,’ programs to improve weather information for Alaskan pilots, the continuation of the FAA’s University of Alaska Unmanned Aircraft Systems Test Site, and research authorizations to improve the security of airports from drone incursions.” Some of the major provisions championed by Sen. Sullivan in the FAA reauthorization include: Essential Air Service: 1. The bill strengthens the Essential Air Service (EAS) program and triples its funding to ensure small and rural communities remain connected to the national airspace system. The EAS program benefits approximately 60 communities in Alaska. Alaska Aviation Safety Initiative 1. The bill continues the FAA Alaska Aviation Safety Initiative (FAASI), an effort by the FAA to identify safety improvements and investments needed for the Alaska region. The bill authorizes as much as $25 million annually from FY 2025 through 2028 to carry out the initiative, which would be redesignated as the “Don Young Alaska Aviation Safety Initiative.” The initiative would aim to reduce the rate of fatal aircraft accidents by 90% through 2033. The legislation also requires an accompanying audit by the U.S. Government Accountability Office (GAO) to determine the effectiveness of the initiative in improving service and infrastructure in Alaska. The FAASI is an FAA effort to respond to the issues raised in the October 2020 Alaska Aviation Safety Summit and the February 2020 National Transportation Safety Board (NTSB) report calling for the FAA to take a more comprehensive approach to improving aviation safety in Alaska. Critical Infrastructure Improvements: 1. The bill ensures federal funding is able to be used to maintain critical runway length for runway resurfacing, rehabilitation or reconstruction projects to provide for critical community needs, such as projects in rural communities and villages off the road system, or economic development projects to expand a runway to meet new demands. 2. Building upon Sen. Sullivan’s provisions in the 2018 reauthorization that are leading to additional ground-based ADS-B transmitters, the legislation accelerates the deployment of ground-based equipment by removing administrative barriers associated with cost benefit analyses. 3. The bill provides for the safe development and deployment of Visual Weather Observation Systems, a new technology to provide weather information to pilots, and allows for its use in concert with Instrument Flight Rules. 4. The bill improves the runway lighting at Juneau International Airport. 5. Sen. Sullivan worked with Sen. Ed Markey (D-Mass.) to direct the Secretary of Transportation to provide discretionary grants to airports for the planning, design, and construction of projects that improve their resilience and ensure airports are ready to respond to changing conditions, extreme weather events, and natural disasters. The program will provide for additional funding opportunities to address costs associated with airport infrastructure damage due to permafrost thaw. Alaska Airspace Improvements: 1. The bill requires systematic improvements to the upgrade and maintenance of weather observing systems owned by the FAA that experience frequent service outages, disrupting aviation operations throughout our state. The bill also provides for the development of a publicly available dashboard on the real-time status of the systems. 2. The bill requires the FAA to allow updated equipment to continue to utilize certain low-level Instrument Flight Rules (IFR) routes—R-Routes, facilitating safer and more reliable travels below heavy icing conditions that can develop throughout Southeast Alaska. 3. Building on Sen. Sullivan’s efforts in the 2018 reauthorization, the bill provides further clarity to the FAA to increase the utilization of IFR approaches for on-demand or commuter operation (Part 135) flights to destinations using IFR for destinations that have a published IFR approach but lack a Meteorological Aerodrome Report (METAR weather report) if a current area forecast, supplemented by non-certified local weather observations (such as weather cameras and human observations) is available, and an alternate airport that has a weather report is specified. Aviation Fuel: 1. The bill includes an 8-year moratorium on aviation fuel regulations for Alaska from the FAA or the Environmental Protection Agency (EPA) that would limit access to standard aviation gasoline in Alaska. The legislation also requires a study on supply chain challenges and costs associated with a transition to other fuel in Alaska, including recommendations on funding sources to offset potential costs. 2. To help provide certainty for the availability of standard aviation gasoline through the transition, the bill helps ensure that standard aviation gasoline will remain available until the FAA approves an industry-standard replacement fuel, or until 2030. The bill also provides airports flexibility to use federal funds on any potential storage equipment needs to assist with the transition to another fuel. Unmanned Aircraft Systems (UAS): 1. The bill reauthorizes the FAA’s drone test ranges through 2028, which will ensure the continued success of the Alaska Center for Unmanned Aircraft Systems Integration at the University of Alaska, Fairbanks (UAF). 2. The bill ensures that large unmanned aircraft are able to be utilized in research areas established in the Arctic. 3. The bill provides a role for the test ranges to be used in FAA testing of counter-UAS technology. Federal Funding Coordination and Flexibility: 1. The bill directs the FAA to consult with the Governor of Alaska to identify reasonable exceptions to the Airport Improvement Program (AIP) Handbook to meet unique regional circumstances and advance the safety needs of airports in Alaska. The AIP Handbook sets policies and procedures that determine eligibility for projects to receive federal funds. Remote Airport Access Roads: 1. The bill contains a provision to allow greater local use of airport access roads located off the contiguous road system in Alaska. Currently, Airport Improvement Program funds prohibit adjacent property owners from using airport roads to access their land, including adjacent Alaska Native land allotments. The language provides incidental access to public or private property via airport access roads in Alaska for property that is adjacent to the road and is not otherwise connected to a public road. Contract Weather Observer Program: 1. The bill preserves the Contract Weather Observer Program to ensure the continued availability of the existing human observers. In communities that experience severe weather, having a dedicated, on-site meteorological professional to record and interpret weather data is incredibly important for pilots and air carriers. Aviation Workforce: 1. The bill expands and increases funding for the FAA’s Aviation Workforce Development Grant Program to grow the aviation workforce pipeline and support the education and recruitment of pilots, maintenance technicians, and aircraft manufacturing technical workers. 2. The bill streamlines the transition of retiring military service members to civil aviation maintenance careers, and increases the FAA’s outreach and engagement on pathways to attain civilian mechanic certifications. 3. To address the shortage of air traffic controllers, the bill requires the FAA to revise and implement improved staffing standards to close ongoing staffing gaps. https://www.sullivan.senate.gov/newsroom/press-releases/faa-reauthorization-passes-senate-with-sullivan-led-alaska-priorities AESA signs international cooperation agreement on civil aviation with Thailand Luis Ayllon 10 de September de 2024 in Breves Representatives of the Civil Aviation Authority of Thailand at EASA headquarters. The Diplomat The State Aviation Safety Agency (EASA) and the Civil Aviation Authority of Thailand (CAAT) have signed a memorandum of understanding to cooperate on civil aviation. The objective of this collaboration is to contribute to the strengthening of Thailand’s civil aviation operations and activities across different disciplines, such as air operations, regulation and supervision of airports and aircraft, and the development of advanced processes for the issuance of licenses and certifications, among others. The agreement also aims to harmonize regulations and recommended practices in the field of civil aviation worldwide. These initiatives are aligned with the guidelines established by the International Civil Aviation Organization (ICAO) within the framework of the Chicago Convention. In addition to the signing of the agreement, the delegation from the Thai authority, made up of 15 representatives who will travel to the AESA headquarters, will participate in a three-day study visit to learn about the regulatory environment and the operational activities of AESA. During the first two days, AESA technical staff will provide information sessions and during the third day of the visit, participants will attend information sessions at the headquarters of the Directorate General of Civil Aviation (DGAC) and at Adolfo Suárez Madrid-Barajas Airport, where the airport operator Aena and the airline Iberia Express will give specialized presentations on their activity. https://thediplomatinspain.com/en/2024/09/10/aesa-signs-international-cooperation-agreement-on-civil-aviation-with-thailand/93231/ Links To A Missed Landing In The Snow, Part 1 Ross Detwiler September 09, 2024 The CommutAir jet impacted a snow-covered grassy area between Runway 1 and a parallel taxiway at Presque Isle International Airport. Credit: NTSB Anyone who’s been paying attention for the last 50 years has seen the phrase “accident chain” in company briefs or in similar writings. Basically, the concept is that an event or a procedure that normally would be routine becomes an accident or incident following a “chain” of events that went unnoticed or was not considered relevant. Looking at the missed landing of CommutAir Flight 4933 on March 4, 2019, at Presque Isle International Airport (PQI) in Maine, I will enumerate a number of links that changed this from being a routine event to an accident. The Embraer EMB-145XR impacted a snow-covered grassy area between Runway 1 at PQI and a parallel taxiway. Fortunately, there were no deaths in this case, but taken together, the result of the missed links was that an aircraft landed off the prepared surface of a runway. I will examine the NTSB accident report in various places to illuminate these various links and add my two cents as the events build. The flight crew was attempting to land on Runway 1. Snow was falling at the time. A Notice to Air Mission issued 2 hr. 19 min. before the accident indicated that the runway was covered with a quarter inch of dry snow, and the airport maintenance foreman stated that the airport had been conducting snow removal operations to maintain that condition on the runway surface. First Link Here lies the first link. Even as professional pilots, weather is always a consideration. The worse the weather, the greater the consideration. The first instrument landing system (ILS) approach to Runway 1 appeared to be proceeding normally until the first officer (the pilot flying) transitioned from instrument references inside the flight deck to outside references. During a post-accident interview, the first officer stated that he expected to see the runway at that time, but instead saw “white on white” and a structure with an antenna that was part of the runway environment but not the runway itself. The captain (the pilot monitoring) stated that a tower was visible and called for a go-around. Both flight crewmembers were most likely seeing the automated weather observing system wind sensor pole, which was located about 325 ft. to the right of the runway centerline and about 870 ft. beyond the runway threshold. The observed damage to the lightning arrester at the top of the wind sensor pole was likely due to contact with the accident aircraft as it flew over the pole. Second Link Now we have got a second link. After missing an approach, a decision must be made. Do I try the approach again, or just divert to an alternate? More stress ensues. Back to the NTSB report. According to the cockpit voice recorder (CVR), after the go-around, the first officer asked the captain if she saw the runway lights during the approach. The captain responded that she saw the lights but that “it’s really white down there—that’s the problem.” Airport personnel stated that snow plowing operations on the runway had finished about 10 min. before the first approach. The CVR recorded the flight crew’s discussion about turning on the pilot-controlled runway lights and sounds similar to microphone clicks before and after the discussion. However, the PQI maintenance foreman stated that after the first approach, the runway lights were not on. Thus, the investigation could not determine, based on the available evidence, whether the flight crew had turned on the runway lights during the first approach. Third Link Link three happens as the pilots wonder if they had erred on the first approach. The captain thought the jet had drifted off course when the first officer transitioned from flight instruments to the outside, so she instructed the first officer to remain on the instruments during the second approach until the decision altitude (200 ft. above ground level). The second approach proceeded normally with no problems capturing or maintaining the localizer and glideslope. During this approach, the captain asked PQI airport maintenance personnel to ensure that the runway lighting was on, and the maintenance foreman replied that the lights were on “bright,” the high-intensity setting. Thus, the flight crew had a means to identify the runway surface even with the reported snow cover at the time. As the jet approached the decision altitude, the captain instructed the first officer to disconnect the autopilot, which he did. About 9 sec. later, the aircraft reached the decision altitude, and the captain called, “Runway in sight—twelve o’clock.” This callout was followed by the first officer’s statement: “I’m stayin’ on the flight director ‘cause I don’t see it yet.” A few seconds later, while the jet was below 100 ft. above ground level, the captain and the first officer expressed confusion, stating “what the [expletive]” and “I don’t know what I'm seein’,” respectively, but neither called for a go-around. The aircraft subsequently impacted the snow-covered grassy area between the runway and a parallel taxiway. During a post-accident interview, the first officer stated that when he transitioned from flight instruments to the outside during the second approach, he again saw “white on white” as well as blowing snow and that the jet touched down before he could determine what he was seeing. The captain had apparently intended for the first officer to focus on the flight director and not look outside for the approach lights or the runway. Company policy stated that the pilot flying should monitor the instruments until the callout “runway in sight” and then transition to outside references no later than 100 ft. above the touchdown zone elevation. Company policy also stated that a pilot should call for a go-around if either the runway environment was not in sight by the decision altitude or the successful completion of the approach was in doubt. Thus, when the first officer looked outside after the captain’s “runway in sight” callout and did not see the runway, one or both flight crewmembers should have called for a go-around. Further, the captain reported that, during the second ILS approach to Runway 1, she saw the tower again but explained that the jet had leveled off to clear the tower before continuing to descend. The appearance of the tower should have prompted the captain to call for a go-around, just as she did during the first approach. The captain should have recognized that an aircraft on the proper vertical and horizontal paths of an ILS approach would not have flown that close to a 30-ft. tower while descending below the decision altitude. We note further links to the Presque Isle accident chain in Part 2 of this article. https://aviationweek.com/business-aviation/safety-ops-regulation/links-missed-landing-snow-part-1 Links To A Missed Landing In The Snow, Part 2 Ross Detwiler September 10, 2024 A CommutAir ERJ 145, the type of aircraft described in this article. Credit: Joe PriesA CommutAir ERJ 145, the type of aircraft described in this article. Credit: Joe Pries Confirmation bias is a type of cognitive bias that involves a tendency to seek information to support one’s belief instead of information that is contrary to that belief. We all know that when we look up at minimums the runway should be in front of us. In my 40 years of flying out of Westchester County Airport, there were only two times when I didn’t see the airport at minimums. Both times there was a friend in another jet, waiting for me to land, as I went around. Those friends reported to me that they “saw your tires go by.” We know the runway is there. It’s so close to where we have to go around. In the case of CommutAir Flight 4933, the localizer and glideslope information indicated that the jet was aligned with the runway centerline, and the captain stated that the runway was in sight. But the first officer did not have the runway in sight, and both pilots expressed confusion about what they were seeing outside the aircraft when it was below 100 ft. AGL—the fourth link in the accident chain. Fifth Link The first officer noticed during his previous flight to Presque Isle International Airport (PQI), an “incongruency” between the pink needle (providing guidance from the jet’s flight management system) and the green needle (providing guidance from the ILS localizer signal). Although the first officer shared this information with the captain during the predeparture briefing, neither flight crewmember considered that a navigational air error could be occurring, even though the captain saw a tower (first and second approaches) and the first officer saw a structure with an antenna (first approach). I’m certainly not a psychologist, but it seems to me that there is another bias here toward “finishing the job.” In other words, the flight had committed to the approach, thus, there could be nothing wrong with the tools pilots were using for that approach. The crewmembers discounted their confusion about the runway environment and continued the approach, likely because of confirmation bias. The captain was ultimately responsible for the flight. However, according to the report, she demonstrated poor judgment and decision-making when instructing the first officer to stay on the flight instruments as the jet descended below the decision altitude. Sixth Link Descending below minimums without a visual was against company policy. By the time the first officer transitioned outside the aircraft, not enough time remained for him to determine the jet’s position in relation to the runway. Although cognitive biases, including confirmation bias, can affect judgment, decision-making and behaviors, a review of the captain’s training records revealed deficiencies in her piloting abilities. For example, the CommutAir’s vice president of flight operations stated that, while the captain was a De Havilland Canada DHC-8 first officer, she had received a disciplinary letter and agreed not to pursue captain upgrade training and be monitored for nine months. Also, in September 2017, the captain received a notice of disapproval from the FAA for her EMB 145 type rating. In addition, twice in September 2017, CommutAir placed the captain under “increased scrutiny” due to training failures, including a failed proficiency check. Even though the captain received her EMB 145 type rating in October 2017 and later upgraded to captain, her repeated training problems indicated an inadequate foundation for being a captain, which CommutAir did not effectively address. I count this as a link, not because it proves the captain was not up to the task, but, in my mind, the background could have added to the captain’s stress. “I can do this.” A review of the flight crew’s recent activities determined nothing noteworthy about the captain’s activities and sleep opportunity (7.5 hr.) on the night before was adequate. Evidence indicated that the first officer was likely fatigued on the day of the accident. Although the first officer stated that he felt rested that day, he had been home with the flu for several days before the accident. Further, the first officer was prescribed a continuous positive airway pressure (CPAP) machine, but he did not consistently use it in the days leading up to the accident. The daily-use graphic provided in the CPAP download indicated that the first officer used the device very little in the days leading to the accident. Due to his illness and lack of CPAP use, the first officer was likely not obtaining adequate sleep during that period. The first officer commuted to work on the night before the accident flight. He arrived at a local hotel about midnight on March 4 due to flight and shuttle delays. The first officer went to sleep about 1 a.m. and awoke about 6 a.m., resulting in a sleep opportunity of five hours. The first officer normally slept 7-8 hr.; thus, he had a sleep debt of about 2-3 hr. The quality of his sleep would also have been compromised because he was still coughing and did not use his CPAP. The first officer’s fatigue likely exacerbated the cognitive bias that he experienced during the flight. Localizer Misalignment This definitely was a serious link in the chain of events. Both pilots reported that the localizer and glideslope needles were centered during the first and second approaches, indicating that the airplane was aligned with the runway centerline. Post-accident flight testing of the ILS localizer and glideslope, however, revealed that the localizer was out of tolerance by about 200 ft. to the right. After the accident, the airport conducted snow removal operations in the area around and in front of the localizer array; the snow depths (on the day before removal operations began) ranged from about 2 ft. to 5 ft. After the snow was removed, a flight check determined that the localizer signal was in alignment. The NTSB finds probable causes that contributed to the accident, and the author adds his assessment, in Part 3 of this article. [Not yet published; I will follow up. FSI-Ed] https://aviationweek.com/business-aviation/safety-ops-regulation/links-missed-landing-snow-part-2 Small fleet, fewer flights weaken Army aircraft training, report says By Todd South Sep 9, 2024, 06:45 AM US soldiers and members of the Indonesian military board a UH-60 Black Hawk. (Spc. William D. Kennedy III/Army) U.S. Army helicopter crews are flying one-third of the hours they did at the peak of the past two decades, as the number of manned aircraft has declined by 20%, according to a government report. The same report also noted that the Army saw the availability of aircraft increase as its fleet of craft has gotten younger. The Congressional Budget Office’s findings, aimed at documenting how the Army is using its aircraft, are based on service aviation data from 2000 to 2023. At that time, air crews flew an average of 302 hours each year. As of 2023, the average flight hours have dropped by more than one-third to 198 hours, according to the report. The availability of aircraft for training and operations, meanwhile, is up over the period covered in the report. In 2000, the percentage of manned aircraft that were mission-capable was just over 50%, according to the report. It has remained above 60% since 2007 and sits at 68% as of last year. Report authors credit much of the additional flight time in the past to overseas operations in Iraq and Afghanistan. As both wars wound down, a drop in flight hours occurred. Army Times reported Friday that the service is overhauling its aircrew training as the force grapples with new threats, added capabilities to its aircraft and a high mishap rate. Since last October, 10 soldiers have died across 14 Class A mishaps. That puts the service at a 3.22 mishap rate per 100,000 flight hours, a number that sits double the annual average since 2011 — corresponding with the end of the war in Iraq. Over the same period, the number of manned aircraft decreased as the number of unmanned aircraft, or drones, increased. In 2000, the Army had nearly 5,000 manned aircraft. As of last year, that number was around 3,900. The number of AH-64 Apache helicopters and H-47 Chinook helicopters has remained steady throughout at roughly 600 and 500, respectively, over that period. But the number of H-60 Black Hawk helicopters has risen, according to the report. The Army had fewer than 1,500 Black Hawks in 2000. It now has more than 2,000. Other inventory decreases come from the retiring of the H-1 Iroquois, or “Huey,” and H-58 Kiowa, among other platforms. The Army had nearly 2,000 Iroquois and nearly 700 Kiowa two decades ago. Those programs ended in 2016 and 2020, respectively. Currently, the service’s manned aircraft fleet includes the Black Hawk, Chinook, Apache, UH-72 Lakota helicopter and the fixed-wing C-12 Huron, a passenger airplane used for both personnel transport and intelligence gathering, according to the report. Additionally, the average age of the manned aircraft fleet has decreased somewhat. At its peak in 2008, the Army’s aircraft average age was 17.8 years, according to the report. By 2019 that number had dropped to about 14 years, where it has remained since. Some of that decrease is due to the retiring of legacy aircraft and programs to extend the service of the Chinook, according to the report. But the Black Hawk, the Army’s largest fleet, has seen the average age of aircraft rise from 12 years in 2000 to 18 years in 2023, according to the report. In February, the Army announced it would end its Future Attack Reconnaissance Aircraft, which sought to replace the Kiowa. At the same time the service announced its aviation investment rebalance, a program to squeeze more service life out of the Chinook, Apache and Blackhawk through airframe and engine upgrades. On the unmanned side, which continues to grow, Army has 700 large drones, which include 500 RQ-7B Shadows and 200 MQ-1C Gray Eagles. In April, the Army announced that it would retire the Shadow drone as it seeks a new option for drone-based intelligence, surveillance and reconnaissance missions. Army Chief of Staff Gen. Randy George told Army Times that he has prioritized ongoing commercial drone buys, with options to purchase new drones as they’re developed rather than committing to a decades-long program for a single type. The replacement program, dubbed Future Tactical UAS, saw an $8 million contract award to defense company AeroVironment to deliver its Jump 20 drone system as an interim drone capability for one brigade, Defense News previously reported. The service plans to equip the first unit with a new drone by 2026. https://www.armytimes.com/news/your-army/2024/09/09/report-shows-a-smaller-us-army-aircraft-fleet-with-fewer-flying-hours/ Army air crew training revamp to look at aircraft and simulators By Todd South Friday, Sep 6, 2024 Capt. Hevin Na, with 2nd Combat Aviation Brigade, prepares to launch the AH-64 Apache helicopter during Orient Shield 24 at Camp Akeno, Japan, July 24, 2024. (Sgt. Jacob Lockhart/U.S. Army) After several fatal Army aircraft crashes and the arrival of a more complicated airspace in the future, the service is reviewing and updating how it trains its pilots and its warrant officers in particular. Those changes will likely include a look at the types of helicopters soldiers are training with, simulator time and effectiveness, new rotor blades and tail rotor drive systems for the Apache and warrant officers sticking to their technical tasks for longer in the careers. Ten soldiers have died in 14 Class A aviation mishaps since October 2023. That’s more than double the mishap annual average over the past decade, Brig. Gen. Matthew Braman, Army headquarters aviation representative, said at an Association of the U.S. Army event on Wednesday. RELATED A Class A mishap is any incident that results in the loss of life or the loss of equipment totaling more than $2.5 million, according to the Army. On average, an estimated six aircraft crew members die each year in training or operations since 2011. Overall, even non-fatal mishaps contributed to a rate of 3.22 mishaps per 100,000 flight hours. That high rate prompted a “safety stand up” in April across Army aviation, which included a focus on risk management and mitigation as the service continued normal aviation operations. Recent Army aviation mishaps include: • A February 12 Army National Guard Apache crash in Utah, injuring two soldiers. • A February 23 Army National Guard Apache crash in Mississippi that killed two soldiers. • A March 8 UH-72 Lakota crash at the U.S.-Mexico border that killed two Army National Guardsmen and a border patrol agent. • A March 25 crash involving an pache helicopter at Joint Base Lewis-McChord, Washington injuring two soldiers. • A March 27 Apache crash at Fort Carson, Colorado that injured two soldiers. • A May 7 Apache mishap that injured two soldiers at Fort Riley, Kansas. • An August 7 Apache crash out of Fort Novosel that killed a civilian contractor instructor and injured the Army student pilot. The tail rotor played a significant role in about half of the mishaps, Maj. Gen. Clair Gill, commander of the Army Aviation Center of Excellence, said. The center is where the Army trains its air crews. Brig. Gen. Cain Baker told Army Times Wednesday that as the service analyzed the recent crashes, it found the tail rotor problem specifically in Apache helicopters. When the tail rotor can’t spin fast enough to provide the amount of thrust the aircraft needs, it can’t counter-balance the spin of the main rotor, causing the aircraft to turn, Baker said. The tail rotor can experience those strains at higher altitudes and when the platform is carrying too much weight. Baker said the Army has “plans in place to develop new tail rotor blades and a tail rotor drive system for the Apache.” He did not share a timeline for those developments. But training for Army aviators isn’t limited to changing out a few parts on an older model helicopter. Pilots now face airborne threats they never saw during recent wars, an advanced sensing and detection mission and “launched effects” that commanders want onboard their aircraft. Those add-on duties and capabilities complicate the tasks and duties of an air crew, especially a two-soldier Apache crew. As the center builds new air crews and pilots, the Army continues to pursue the next steps through its future vertical lift program, including the Future Long-Range Assault Aircraft, which planners expect to increase the range and capabilities beyond the legacy UH-60 Black Hawk. Warrant Officer Dustin Pettis, Apache pilot with Company A, 3rd Squadron, 17th Cavalry Regiment, 3rd Combat Aviation Brigade, trains on a flight simulator. (Monica K. Guthrie/Army) The aviation center is analyzing its entire course of instruction, the defense contracts that manage much of that training, the instructor aircraft and simulators as part of its review of aviation training, Gill said. In 2013, the service replaced both the OH-58 Kiowa Warrior helicopter and its training aircraft, the TH-67 single-engine helicopter, with the dual-engine LUH-72A Lakota light utility helicopters, Defense News previously reported. Though commanders didn’t have a specific date, officials said that changes at the center should begin in the next year or sooner. For warrant officers returning to Fort Novosel as they advance in their careers, their training will change the most. Until recently, even junior warrant officers were working in some brigades as aviation staff officers rather than remaining focused on their technical specialties. “What we’re trying to do is not create the warrant officer to be a captain-like staff officer,” Gill said. Instead, warrant officers will return to their roots. Most focus on a particular path for a time, such as crew instruction, aircraft maintenance or aircraft survivability. Warrants will train those specialties and bring that expertise back to the operational Army, Gill said. Once they achieve the rank of chief warrant officer 5, they will then get training in how to work in a staff. https://www.armytimes.com/news/your-army/2024/09/06/army-air-crew-training-revamp-to-look-at-aircraft-and-simulators/ Career-Ready: Four Eagles Land Prestigious NTSB Internships Note: See photos in the original article. Natasha Mahadeo is an Aviation Maintenance Science senior with a concentration in accident investigation and aviation safety. (Photo: Embry Riddle/Natasha Mahadeo) Jacob Wells, an Uncrewed Aircraft Systems senior, interned at the NTSB’s Office of Aviation Safety, located in the Seattle, Washington area. (Photo: Embry Riddle/Jacob Wells) Embry Riddle student veteran Sierra Juliano interned this summer for the National Transportation Safety Board. She is pictured with the Honorable Jennifer Homendy, NTSB chair. (Photo: Embry Riddle/Sierra Juliano) Veteran Matthew Chin, who is pursuing his master’s in Data Science, interned this summer at the NTSB’s headquarters in Washington, D.C. (Photo: Embry Riddle/Matthew Chin) Natasha Mahadeo is an Aviation Maintenance Science senior with a concentration in accident investigation and aviation safety. (Photo: Embry Riddle/Natasha Mahadeo) Jacob Wells, an Uncrewed Aircraft Systems senior, interned at the NTSB’s Office of Aviation Safety, located in the Seattle, Washington area. (Photo: Embry Riddle/Jacob Wells) Embry Riddle student veteran Sierra Juliano interned this summer for the National Transportation Safety Board. She is pictured with the Honorable Jennifer Homendy, NTSB chair. (Photo: Embry Riddle/Sierra Juliano) Veteran Matthew Chin, who is pursuing his master’s in Data Science, interned this summer at the NTSB’s headquarters in Washington, D.C. (Photo: Embry Riddle/Matthew Chin) Embry Riddle student veteran Sierra Juliano interned this summer for the National Transportation Safety Board. She is pictured with the Honorable Jennifer Homendy, NTSB chair. (Photo: Embry Riddle/Sierra Juliano) Shyan Khalil, who interned at the NTSB last summer, is a model of the transformative impact that internships can have on students’ career trajectories. She credits her experience with the NTSB for preparing her for her current internship, at American Airlines, as well as for jump-starting her career journey. (Photo: Embry Riddle/Shyan Khalil) U.S. Navy veteran Sierra Juliano has her heart set on working for the National Transportation Safety Board (NTSB), so she was thrilled to be one of four Embry Riddle Aeronautical University students chosen to intern this summer at the federal agency. “This internship has been a dream come true,” said Juliano, a senior pursuing her Bachelor of Science in Human Factors. “I have gained so much hands-on experience and have interacted with all the different offices within the NTSB to learn how each person contributes during an investigation.” Juliano, who is from Montana, interned in the Air Carrier and Space Investigations Division at NTSB’s headquarters in Washington, D.C. Four Embry Riddle students interned at the NTSB this summer, filling roles that are valuable to both the students and the organization, according to Robert Sumwalt, executive director of the university’s Boeing Center for Aviation and Aerospace Safety and former NTSB chairman. He said he was glad to have Embry Riddle interns when he was at the NTSB, even hiring one intern to work full-time in the Office of the Chairman. “The NTSB benefitted from having these bright young minds, and hopefully, the students found the program to be a valuable learning experience, said Sumwalt. “Now that I’m at Embry Riddle, I’m very appreciative that NTSB continues to offer this internship opportunity to our students.” The Boeing Center for Aviation and Aerospace Safety also provided a $5,000 stipend to support each NTSB intern. “Without this stipend, one student remarked that she could not have taken advantage of this internship opportunity,” said Sumwalt. Cross-Industry Exposure This summer’s four NTSB interns, all from the Daytona Beach Campus, are studying a variety of majors, from Aviation Maintenance Science and Human Factors to Data Science and Uncrewed Aircraft Systems. For Matthew Chin, who is pursuing his Master of Science in Data Science, interning at the NTSB has shown him how the agency can use data to guide decision-making and strategic planning in making safety recommendations. “I am passionate about blending my interests in data science and aviation safety,” said Chin, a U.S. Navy veteran from Miami who interned in the agency’s Office of Research and Engineering, Safety Research Division. “The internship at NTSB will help me think more critically.” Natasha Mahadeo is a senior Aviation Maintenance Science major with a concentration in accident investigation and aviation safety. The Newark, New Jersey, native spent the summer working in the Air Carrier and Space Flight Investigations division at NTSB headquarters in Washington, D.C. “With the NTSB being the most well-known and influential accident investigation agency in the country, it felt like the smartest place to intern and get to see the things I learned in school being used in real life,” said Mahadeo. After gaining industry experience, she hopes to eventually work as an NTSB investigator. “I've learned so many incredible things while I've been here — about leadership and the inner workings of investigations,” said Mahadeo. “This internship has shown me nearly every aspect of accident investigation.” Unlike the other three interns, all of whom were based in Washington, D.C., Jacob Wells, a senior majoring in Uncrewed Aircraft Systems, interned at the NTSB’s Office of Aviation Safety - Western Pacific Region, located in the Seattle, Washington area. “This was a great opportunity to observe the NTSB and, ultimately, it shifted my career priorities to a focus on aviation safety,” said Wells, who is from Crockett, Texas. “The weight that NTSB experience holds will help kickstart my career. The NTSB is the gold standard when discussing safety.” Transformative Experience Shyan Khalil, who was an NTSB intern last summer, knows how much of an impact an internship at the agency can have. “I love the process of accident investigation: uncovering what happened, putting together pieces of a puzzle and offering solutions for a safer future,” said Khalil, who worked in the NTSB’s Occupational Safety and Health Division in Washington, D.C. Khalil also served as the student moderator interviewing the Honorable Jennifer Homendy, chair of the NTSB, for Embry Riddle’s 2024 Presidential Speaker Series this past February. A senior majoring in Aerospace and Occupational Safety, Khalil was able to conduct a wreckage examination during her NTSB internship and then apply the accident investigation skills and knowledge learned in the classroom to a real-world scenario. “I also learned the importance of networking and how to effectively work as a team,” said Khalil, who is from Montville, New Jersey. These are skills she has been able to use at her current internship in American Airlines’ flight safety division in Dallas-Fort Worth, Texas. “Working with the NTSB was always a long-term goal of mine, and I never expected to accomplish it so quickly,” said Khalil. “My NTSB internship showed me that your goals are never too far out of your reach. https://news.erau.edu/headlines/career-ready-four-eagles-land-prestigious-ntsb-internships CALENDAR OF EVENTS • Asia Pacific Airline Training Symposium - APATS 2024, 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 • Safety is not a Secret - September 27-28, 2024 - Seminar, JUNGLE AVIATION AND RELAY SERVICE • 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