Flight Safety Information - September 26, 2024 No. 192 In This Issue : Incident: Jetblue BCS3 at New York on Sep 21st 2024, burning odour on board : Incident: Serbia A319 at London on Sep 20th 2024, rejected takeoff due to engine failure : Incident: Mavi Gok B739 at Hanover on Sep 19th 2024, engine problem, after landing smoke : FAA Chief Defends Boeing Oversight in Senate Grilling : Pilot safely lands plane without nose landing gear at ANC : Tampa International Airport will suspend operations Thursday ahead of Hurricane Helene : FAA Interpretation Disallows Remote Mx Supervision : American Airlines Strengthens Commitment to Safety With 211 Million Passengers Transported in 2023 and Over 510,000 Hours of Safety Training : Air France launches free ultra-high-speed Wi-Fi on board all its aircraft : Etihad reveals $7 billion investment plan over five years, will retrofit old Boeing jets : China's upstart planemaker is taking advantage of production woes at Boeing and Airbus as it seeks to break into the Western market : The Boeing strike has stopped all 737 production : Global Aerospace Offers Valuable Insights on Rising Aircraft Repair Costs and Aviation Insurance Claims Inflation : Graduate Research Survey : This September, let's end childhood cancer. Together. : Calendar of Events Incident: Jetblue BCS3 at New York on Sep 21st 2024, burning odour on board A Jetblue Bombardier C-Series CS-300, registration N3125J performing flight B6-561 from New York La Guardia,NY to West Palm Beach,FL (USA), was climbing out of La Guardia's runway 04 when the crew stopped the climb at 5000 feet reporting a burning odour on board. The aircraft diverted to New York's JFK Airport for a safe landing on runway 04L about 30 minutes after departure. The FAA reported: "JetBlue Airways Flight 561 landed safely at John F. Kennedy International Airport around 1:20 p.m. local time on Saturday, Sept. 21, after the crew reported a burning smell. The Airbus A220-300 took off from LaGuardia Airport and was headed to Palm Beach International Airport. The FAA will investigate." https://avherald.com/h?article=51e2efd7&opt=0 Incident: Serbia A319 at London on Sep 20th 2024, rejected takeoff due to engine failure An Air Serbia Airbus A319-100, registration YU-APA performing flight JU-211 from London Heathrow,EN (UK) to Belgrade (Serbia), was accelerating for takeoff from Heathrow's runway 09R when the crew rejected takeoff at low speed (about 70 knots over ground) due to the failure of one of the engines (V2524). The aircraft slowed safely and returned to the apron. The aircraft remained on the ground in London until Sep 22nd, then positioned to Belgrade and resumed service on Sep 23rd 2024. A passenger reported the aircraft returned to the gate while taxiing for the first attempt to depart, subsequently did a second attempt to depart but needed to reject takeoff, both times due to an engine failure. https://avherald.com/h?article=51e2ec6e&opt=0 Incident: Mavi Gok B739 at Hanover on Sep 19th 2024, engine problem, after landing smoke A Mavi Gok Airlines Boeing 737-900, registration TC-MGT performing flight 4M-403 from Antalya (Turkey) to Hanover (Germany) with 210 people on board, was descending towards Hanover when the crew reported problems with one of the engines (CFM56). The crew continued for a safe landing on Hanover's runway 09R. During roll out smoke was seen coming from the affected engine, the aircraft stopped on the runway while emergency services responded. The aircraft was subsequently towed to the apron about one hour after landing. The passengers disembarked normally via stairs. The occurrence aircraft is still on the ground in Hanover one week later. https://avherald.com/h?article=51e28f54&opt=0 FAA Chief Defends Boeing Oversight in Senate Grilling (Bloomberg) -- The top US aviation safety regulator said his agency plans to boost the number of government inspectors placed inside Boeing Co. factories this year as he faced a grilling by lawmakers over the agency’s oversight of the embattled planemaker. The Federal Aviation Administration aims to have 13 inspectors at Boeing’s 737 Max final assembly plant in Renton, Washington, compared with 11 currently, FAA Administration Michael Whitaker told a Senate panel on Wednesday. It’s part of a broader push to place 55 inspectors on-site at Boeing and its suppliers’ facilities by the end of the year, up from 46 today, he said. An Alaska Airlines 737 Max left the Renton facility without four bolts meant to secure a door-sized panel that blew off the plane shortly after takeoff in January. The accident led to revelations of a series of manufacturing and quality-control breakdowns inside Boeing’s facilities that lawmakers are examining. “We’ve substantially changed our oversight model with Boeing,” since the accident, said Whitaker, who has led the agency for a little less than a year. The FAA imposed a cap limiting 737 Max production “because we were not willing to see production go up until we were certain that each airplane was being manufactured safely.” Members of the Senate’s Permanent Subcommittee on Investigations seized on the January incident and issues exposed after two 737 Max crashes in 2018 and 2019 as they questioned the agency’s work with Boeing. Years after the crashes that killed 346 people, “the same questions persist about what the FAA is doing to ensure that Boeing is properly designing and building its aircraft,” said Richard Blumenthal, the Connecticut Democrat who chairs the subcommittee. Whitaker acknowledged during the hearing that the regulator’s oversight has been too reactive in the past. “It’s been too static and not dynamic enough to adjust to circumstances that change,” he said. Whitaker is overseeing a push to revise how the agency identifies and manages risk in the aviation system. The FAA is also monitoring real-time metrics of how Boeing’s factories are operating to gauge improvements, such as the amount of manufacturing tasks that are performed out of the normal sequence. Missouri Republican Josh Hawley questioned whether the relationship between FAA and Boeing personnel has been too cozy. Whitaker said he has not seen that during his tenure, though he acknowledged that the certification of the Max and the fallout from the crashes showed “some culture problems between the two.” He said the FAA today is focused on ensuring there isn’t “regulatory capture,” including by rotating the agency’s inspectors and executives. Production Pressure Prior to the hearing, Democratic committee staff released an internal Boeing survey that found many factory workers still felt pressure to prioritize speed over quality, months after the January accident. The survey of about 2,100 Boeing workers in May found that less than half of front-line manufacturing personnel stated that schedule pressures didn’t cause their team to lower standards. In a statement responding to the staff memo, Boeing said it’s “taken important steps to foster a safety culture that empowers and encourages all employees to share their voice.” “Under the FAA’s oversight, we are continuing to implement our comprehensive plan to strengthen Boeing’s safety management, quality assurance and safety culture,” the company said. https://www.yahoo.com/news/faa-chief-defends-boeing-oversight-204820421.html Pilot safely lands plane without nose landing gear at ANC Seven people and a dog were unharmed in an emergency crash landing at Ted Stevens Anchorage International Airport on Tuesday after the nose landing gear of the failed. ANCHORAGE, Alaska (KTUU) - Seven people and a dog were unharmed in an emergency crash landing at Ted Stevens Anchorage International Airport on Tuesday after the nose landing gear of the aircraft malfunctioned (Beechcraft 200 Super King Air). The passengers of the Dena’ina Air flight credit the pilot, Doug Ferguson, for calmly handling the situation and landing the plane. The flight was a routine one, slated to move through several villages to deliver supplies and pick up passengers. Upon approaching Anchorage, Ferguson said he realized the nose landing gear was malfunctioning and notified controllers of the issue. “After 46 years, it’s like nothing,” Ferguson said. “You can’t think about it; if I sit there and thought about what could happen any day, I mean, it’d drive people crazy, it’d drive me crazy. So, you don’t think about stuff like that. You know, it’s just like a normal day at work.” The plane was initially scheduled to land at Merrill Field but ultimately had to divert to ANC so that Aircraft Rescue and Firefighting (ARFF) could respond. Passengers Shannon Jones and Roxy Meneguin said Wednesday that for the most part, they could not tell that much was wrong with the plane at first. Ferguson kept them informed and stayed calm, they said. “He told us enough, what we needed to know,” Jones said. “Exactly what we needed to know, to not freak out any more than we already were. And it was actually, I thought, not as bad as what we expected.” Ferguson flew around for about an hour before eventually landing in the hope that the landing gear might drop, and to decrease the amount of fuel in the plane before crash landing. Upon landing, Ferguson tried to keep the plane on the back two landing gears for as long as possible, before the nose eventually tipped forward and made contact with the ground. ARFF said it responded to look for fuel leaks or hazards but found none. Passengers exited the aircraft as quickly as possible and were takenoff the runway by Dena’ina Air. No one was injured and the plane was towed off the runway. https://www.alaskasnewssource.com/2024/09/26/pilot-safely-lands-plane-without-nose-landing-gear-anc/ Tampa International Airport will suspend operations Thursday ahead of Hurricane Helene TPA will remain operational through the Wednesday flight schedule and plans to resume services when it is safe to do so Friday, but passengers should check with their airlines regarding flight schedules. Tampa International Airport will suspend all commercial and cargo operations beginning at 2 a.m. Thursday ahead of Hurricane Helene, with the Airport remaining closed to the public until it can assess any damage after the storm. The Airport and its partners will use time ahead of the suspension to prepare the airfield and terminals, including the securing of jet bridges, ground equipment and any remaining aircraft before the storm arrives Thursday. The three other public airports managed by the Hillsborough County Aviation Authority – Peter O. Knight, Tampa Executive and Plant City Airports – will also close at 2 a.m. Thursday. TPA, including the Main Terminal and Airsides, will not be open for public use and is not equipped to function as a shelter for people or vehicles. The Airport anticipates reopening Friday following a damage assessment that will begin as soon as it is safe to do so. TPA will closely coordinate the reopening of the Airport with its partners, including the Transportation Security Administration and airlines, based on roadway safety, facility readiness and staffing. Any changes to the timing will be promptly communicated. Important reminders for passengers: Please contact your airline for the latest flight information. TPA will announce if flight operations are affected by the storm, but airlines are responsible for their schedules. Monitor the weather closely. Please stay up to date on forecasts for your area and any regions to which you may be traveling to or from. Follow TPA social media for the latest updates. Our account on X (formerly Twitter), @FlyTPA, will be the place to find the latest updates. https://news.tampaairport.com/tampa-international-airport-will-suspend-operations-thursday-ahead-of-hurricane-helene/ FAA Interpretation Disallows Remote Mx Supervision Letter further claims that non-licensed techs must be watched 100% of the time In a September 3 letter of interpretation, the FAA clarified that the term “in person” in Part 43 maintenance regulations means that remote supervision of aircraft maintenance is forbidden. This could have a profound effect on the aviation maintenance industry because the letter essentially supports a requirement that a supervising mechanic must watch every move made by a non-licensed individual performing maintenance. A request for reconsideration was submitted to the FAA on September 24, citing “irreparable harm” that the interpretation will cause to MRO facilities that employ non-certificated mechanic trainees or apprentices. The request for interpretation was submitted by Jonathan Moss, manager of the FAA’s Flight Standards District Office in Little Rock, Arkansas. Moss asked “whether a supervisor must be physically present at the site of the maintenance, or if he may supervise remotely, through Zoom, FaceTime, live feed TV, photographs, downloadable video, or other electronic means. Assuming remote supervision is allowed, [he] then asked if the supervising mechanic would be allowed to provide the documentation for return to service electronically.” The applicable regulation is FAR 43.3(d): “A person working under the supervision of a holder of a mechanic or repairman certificate may perform the maintenance, preventive maintenance, and alterations that his supervisor is authorized to perform, if the supervisor personally observes the work being done to the extent necessary to ensure that it is being done properly and if the supervisor is readily available, in person, for consultation.” According to the FAA letter, “The Office of the Chief Counsel finds that the phrase ‘in person’ explicitly requires physical presence. Virtual presence, through a live video feed or other technological means, cannot replace the physical presence of a supervising mechanic. The term ‘in person’ is typically used to distinguish physical presence from mere virtual or remote presence, e.g. ‘Are we meeting in person today?’ Interpreting 43.3(d) to allow supervision by Zoom or FaceTime would render the phrase ‘in person’ redundant, but all parts of binding legal text must be given effect.” Citing previous rulings, the FAA letter concluded: “In other words, mechanics must be able to physically intervene at every step of the process.” Thus, “A live video feed does not allow for this level of supervision. A remote supervisor cannot take over maintenance and can only see what the camera is pointed at. Anything out of frame will go unnoticed by even the most experienced mechanic. “In the best-case scenario, a remotely supervising mechanic would be available for questions at any time and could remotely observe most steps of the work, but crucial details might remain out of frame and the supervisor would have no power to step in if necessary. That best-case scenario still would not be enough under 43.3(d).” Because the use of remote supervision is not allowed, according to the FAA, the question of providing return-to-service documentation electronically isn’t applicable to this situation and therefore isn’t addressed in the letter of interpretation. In the request for reconsideration, Mike Busch, an A&P mechanic with inspection authorization and president of maintenance consultancy Savvy Aviation, and other signers of the letter pointed out what they feel are flaws in the FAA’s reasoning in the letter of interpretation. The conditions in the Part 43 regulation require, he explained, “proactive supervision by the supervisor in order to ensure that the work is being done properly, while the second condition addresses the supervisor’s reactive availability in the event that the person being supervised needs to consult with the supervisor in the course of doing the work. “For the past 60 years, certificated mechanics who supervise uncertificated apprentices (including we, the undersigned) have universally understood the condition (a) phrase ‘personally observes the work’ to mean that the proactive obligation of the supervisor could not be delegated to anyone else, and the condition (a) phrase ‘to the extent necessary to ensure that it is being done properly’ as giving the supervisor broad discretion to determine precisely how much supervision is necessary, and what phases of the work require supervisorial scrutiny. “The condition (a) phrase ‘personally observes’ has never been understood to require a specific time duration of physical proximity on the part of the supervisor. Rather, it has been universally understood that the supervisor has broad discretion over both the timing and duration of supervisorial observation of the work and the physical proximity necessary to ensure the work is being done properly.” In any case, he added, the supervisor has an incentive to ensure the work is done properly because the supervisor is the one signing off the work and approving it for return to service. “Indeed, it is the supervisor who will be held responsible for any adverse consequences if the work was not performed properly, both in terms of possible FAA certificate action and potential damages for civil negligence.” The maintenance industry has long understood the regulation’s “readily available, in person, for consultation” phrase to mean that an apprentice could ask a question or assistance and that the supervisor must be readily available. “The words ‘readily available’ have never been understood to mean ‘instantly available’ or ‘continuously available.’ “Such consultation can frequently be handled satisfactorily via phone call or text message (e.g., ‘should I apply sealant to the cylinder base O-ring?’), but there are certainly times when the supervisor’s physical presence is necessary (e.g., ‘hey boss, I think you’d better have a look at the threads on this through-bolt before I continue’), in which a supervisor’s physical availability response time measured in minutes or perhaps hours would be considered to meet the ‘readily available, in person’ requirement of condition (b). Again, the supervisor typically has a strong incentive to be reasonably available in the event the apprentice feels the need for either remote or in-person consultation in order that the apprentice’s progress and the facility workflow is not unnecessarily disrupted. “We believe this to be an unfortunately conservative and regressive interpretation of the meaning of ‘personally observe’ and probably not what the original authors of this rule would have intended the phrase to mean had they been able to foresee that 60 years in the future virtually every adult human would be carrying a high-definition camera that was able to instantly transmit still and video images to any other adult human on the planet at the speed of light. We think the rule authors intended the phrase ‘personally observe’ to denote that the supervisor may not delegate his obligation to observe the work being performed, not to dictate any particular methodology of observing the work.” The request for reconsideration points out that in modern life, remote activity is common, from remote robotic surgery to telemedicine and warfare, as well as in ordinary work situations, which include many FAA personnel working remotely. Sarah MacLeod, executive director of the Aeronautical Repair Station Association, explained that the FAA has already supported remote technology in many areas: “Once the agency accepted (and approved) borescope inspections, it embraced the concept of remote technology.” The Busch letter goes on: “If the original authors of [FAR] 43.3(d) were willing to grant the supervisor responsibility and authority to determine ‘the extent necessary to ensure the work is done properly,’ wouldn’t it logically follow that those same original rule authors would also be willing to grant the supervisor responsibility and authority to determine the appropriate method for exercising that supervision, including the use of available technological means? We are convinced they would.” The consequences of the Moss interpretation will have a profound effect on maintenance providers, according to Busch. Repair stations that employ non-certificated technicians would have to employ a certificated mechanic to work one-one-one full-time with each person they supervise, which would be economically unfeasible. The practice of owner-assisted annual inspections and maintenance would become untenable due to the need for a mechanic to work 100% of the time with the aircraft owner. “Given the present acute shortage of certificated mechanics, particularly in general aviation, it would be extremely unfortunate to put an end to the ability of repair stations and other maintenance facilities to employ mechanic-trainees who are working to gain the experience necessary to obtain A&P mechanic certification, and to put an end to owner-assisted annual inspections and other owner-performed maintenance under A&P supervision,” Busch wrote. In concluding the request for reconsideration, Busch and others who signed the letter, asked the FAA to revise the interpretation and restore “a supervisor’s discretion to determine the extent of supervision necessary to ensure that the work being supervised is done properly, discretion that has been eviscerated by the Moss interpretation. We also request reconsideration of the Moss interpretation’s total ban on using electronic means by a supervisor to satisfy the 43.3(d) requirement to ‘personally observe’ the work performed. “In short, we request that AGC-200 withdraw the Moss interpretation or amend or supersede it with an interpretation that conforms with the plain-language meaning of 43.3(d) as it has been universally understood throughout the industry for the past 60 years.” https://www.ainonline.com/aviation-news/business-aviation/2024-09-24/faa-interpretation-disallows-remote-mx-supervision American Airlines Strengthens Commitment to Safety With 211 Million Passengers Transported in 2023 and Over 510,000 Hours of Safety Training In 2023, American Airlines proudly transported approximately 211 million passengers to more than 350 destinations around the world. On each journey and throughout our operations, we make safety the foundation of everything we do for our customers and team members. Operating every flight safely and protecting our people is everyone’s responsibility at American, and we aim to foster a culture where all team members feel empowered to make a difference. We encourage every team member to raise safety concerns so that we can take immediate action — up to and including removing an aircraft from service. Our safety reporting programs encourage all team members and contractors to speak up and report safety hazards, concerns and incidents without fear of retaliation. To support our safety efforts, American’s team members participated in more than 510,000 hours of safety training in 2023. Safety Governance and Management An uncompromising commitment to safety, security and continuous improvement is a shared responsibility — from our Board of Directors to frontline team members. Our Chief Executive Officer retains ultimate responsibility and authority for safety culture and performance, while the Board’s Safety Committee has formal oversight responsibilities for safety. The Board receives quarterly updates on key safety performance metrics and multiple detailed reviews throughout the year. As the airline industry is heavily regulated, we interact on a continual basis with numerous regulators both domestically and internationally. Our primary engagements are with the Federal Aviation Administration (FAA), which regulates civil aviation, and the Occupational Safety and Health Administration (OSHA), which regulates workplace safety and health. The partnerships we have developed with these authorities allow us to collaborate on key safety- and compliance-related matters. We have continued to reinforce our transparent rapport with our regulators, which promotes the sharing of information that is critical to safety and compliance. We work closely with our FAA Certificate Management Office and openly share the challenges and successes we experience, resulting in better alignment on safety issues. Our Safety Management System Our approach to safety is guided by our Safety Management System (SMS), an organization-wide program for identifying and managing risk.1 In 2009, American was the first U.S. airline to implement an SMS. It has since been incorporated into FAA regulations for all carriers. 1 American’s mainline carrier and regional carriers each have their own SMS. The discussion in this report refers specifically to our mainline SMS. Our SMS emphasizes safety management as a fundamental business process across the enterprise. It involves a full commitment from the most senior leaders through to each frontline team member to integrate safety into how we do our jobs. The SMS promotes a culture in which our team members can identify, report and manage risks. It encourages robust and repeatable processes with local ownership, driven by data to reduce risks and continuously strengthen safety. We collaborate closely with the FAA to maintain operational safety at the highest level possible and actively share best practices with our industry peers, regulators and aerospace manufacturers. The four components of our SMS are noted below. Our Safety Management System Safety Policy Establishes senior management’s commitment to continually improve safety; defines the methods, processes and organizational structure needed to meet goals Safety Assurance Evaluates the continued effectiveness of implemented risk control strategies; supports the identification of new hazards Safety Risk Management Determines the need for, and adequacy of, new or revised risk controls, based on the assessment of acceptable risk Safety Promotion Includes training, communication and other actions to create a positive safety culture within all levels of the workforce Safety Policy Our corporate Safety Policy applies to all team members, business partners, contractors and consultants. It sets American’s safety objectives and standards and assigns responsibilities for safety across our organization. The policy also conveys management’s commitment to safety performance and to improving the level of safety through measurable goals and key performance indicators. Based on an International Air Transport Association Operational Safety Audit, we updated the policy in July 2023 to reflect our longstanding commitment to security as well. The Safety Policy helps to create a culture that encourages effective management of risk along with continuous improvement. It complies with all applicable regulatory requirements and laws in the countries where we operate and establishes standards for operational behavior. In addition, our Safety Policy is routinely communicated to all team members and regularly reviewed to promote a culture of health and safety excellence. Our Emergency Response Manual, which establishes effective and efficient response practices for various types of emergencies, including natural disasters, is an integral part of our SMS. The manual serves as the governing document for the American Airlines Corporate Emergency Response Plan, which also supports our regional carriers. It includes guidelines to prepare for and respond to emergencies, responsibilities for team members and protocols for communicating with internal and external stakeholders. Safety Assurance The Safety Assurance component of our SMS stipulates how we use data and conduct quality assurance and internal oversight to validate the effectiveness of risk controls and the performance of the SMS. Composed of several individual programs and initiatives, Safety Assurance verifies that risk controls in our operational processes continue to conform to requirements and remain effective in maintaining risks at acceptable levels. American’s Senior Leadership Team, which is led by our CEO and includes our Chief Operating Officer (COO), receives regular updates on team member safety and risks across our system. Our CEO receives these updates at least quarterly, while our COO is briefed monthly at a minimum. We focus on injury reduction, evaluation of trends and development of safety enhancement programs. We also closely track aircraft ground damage and on-the-job injuries, both as a part of our safety culture and in an effort to continuously improve in these areas. Cabin crew inside an aeroplane Safety reporting The overall goal of team member reporting is to improve safety awareness and identify operational deficiencies by facilitating an open line of communication between team members and management without fear of reprisal. Potential safety concerns and suggestions identified through our many safety reporting programs are critical to early identification and mitigation of hazards. These reports also allow the company to proactively address potential risks and implement corrective actions to resolve safety and security issues. When team members identify any safety-related concern, they are encouraged to report the issue. Once the concern is received, skilled safety investigators collaborate with operational partners to review the information provided, assess the hazard and develop corrective actions to address the issue. Operational and safety leaders review these reports as part of the broader SMS to determine if there are system-related risks developing. We follow up with the reporter to communicate what we learned and what steps we are taking to prevent similar concerns from arising again. This follow-through and prompt action helps encourage additional reporting, thus creating a robust safety reporting life cycle. Our most prominent safety reporting initiatives include the following: Aviation Safety Action Programs, Ground Safety Action Programs, Flight Operations Quality Assurance, the International Air Transport Association Operational Safety Audit, Line Operations Safety Audits and the Learning and Improvement Team. Safety Action Programs Everyone at American has a role to play in ensuring that our people, customers and assets remain safe. Through Aviation Safety Action Programs (ASAPs), we encourage team members to confidentially report potential hazards and errors without concern of fault or fear of punitive action, thus reinforcing a learning culture and improving our operations along the way. American was the first airline to create an ASAP, and now such programs are commonplace among airlines worldwide. Currently, we have ASAPs for our Flight, Flight Service, Dispatch, Technical Operations, Central Load Planning and Ground (Fleet Service and Cargo) teams, which we believe gives us significantly greater coverage than the industry average. In 2023, we recorded 15,374 ASAP reports, a 25% increase over 2022. This increase is a welcome trend, providing evidence that our team members are comfortable raising concerns. This provides us with more opportunities to review and resolve them. In addition, these reports are used to analyze trends and proactively identify potential safety hazards. Flight Operations Quality Assurance Flight Operations Quality Assurance (FOQA) is a voluntary safety program administered jointly by American and the Allied Pilots Association (APA) that uses routinely recorded flight data to proactively identify and correct deficiencies in flight operations. We routinely monitor all our flights and use algorithms to look for potential safety risks and trends. The results allow us to monitor aircraft systems, performance and operational efficiency and help us to better understand pilot performance in the operating environment. To enhance FOQA’s effectiveness, American has partnered with Collins Aerospace to retrofit our narrowbody aircraft with a wireless data transfer system that improves the speed with which we can retrieve FOQA data. This initiative helps us increase accuracy in monthly reporting, improve aircraft reliability and prepare for future products and capabilities. At the end of 2023, 81% of our fleet was equipped with this tool, and we expect that American’s entire fleet will be outfitted by the end of 2026. In 2022, American became the first carrier in the United States to adopt CEFA Aviation Mobile Services, a cloud-based application that allows pilots to recreate their flights on their company tablet. This tool improves on the concept of crew postflight debriefing by providing real-time feedback to our pilots, turning each flight into a learning opportunity and ultimately contributing to the Safety Assurance of our SMS. In March 2024, we expanded the use of this application to make it available to all pilots across our mainline fleet. International Air Transport Association Operational Safety Audit As part of our commitment to transparency and monitoring, we are a registered participant in the International Air Transport Association (IATA) Operational Safety Audit (IOSA) program, an internationally recognized evaluation system designed to assess an airline’s operational management and control systems. An IOSA, which takes place every two years, creates a structured methodology with standardized checklists that are comparable on a worldwide basis, enabling and maximizing the joint use of audit reports. In April 2023, we successfully completed our IOSA in conformance with all standards and recommended practices. IATA modified its audit methodology in 2023 to be risk based. As part of our efforts to be an industry leader, American volunteered to be the first U.S. carrier to participate under this new approach. Line Operations Safety Audits Since launching our continuous Line Operations Safety Audits (LOSA) program for pilots in 2017, we have been sending highly trained pilot observers onto the flight deck to better understand work-as-done versus work-as-imagined. Observing our frontline team members in action and gathering safety-related data on environmental conditions, operational complexities and crew performance in real time provides us with valuable insights for enhancing safety and resilience. In 2023, our pilot LOSA observers conducted 568 flight deck observations that resulted in improvements in our flight manuals and training. American has expanded LOSA to other workgroups as well. Using the continuous Dispatch LOSA launched in late 2021, we were able to conduct 180 observations in 2023. American is also the only U.S. carrier to operate a continuous Cabin LOSA program, which we launched in October 2023. This program is helping us better understand the challenges facing our flight attendants and the measures we can take to keep the cabin safe for everyone. We will continue to evaluate the feasibility of bringing LOSA to other operational groups. A person stood on an aeroplane runway wearing a hi-vis vest Learning and Improvement Team We created the Learning and Improvement Team (LIT) in 2022 to collect and analyze data on what makes our pilots successful in their everyday work. The goal of LIT is to identify specific behaviors that go above and beyond standard operating procedures and to share these and other positive observations in recurrent training and newcaptain classes. While similar in some ways to LOSA, LIT is unique. It is a Safety-II initiative that has emerged across multiple industries and focuses on what goes well and why. Doing so provides a new safety lens through which to view the operation. Combining LIT data with other SMS data provides American with a broader picture of the system, rather than looking solely at unwanted outcomes. Protecting team members from extreme heat Several of our hubs, such as Phoenix and Dallas, are in locations where temperatures can exceed 100°F during the summer months. That can put team members working on the ramp or in other roles with prolonged exposure at risk of dehydration or heatstroke. Among our current safeguards, we reinforce the message that team members should notify their manager if they need a break. American also maintains hydration carts that circle the ramp during daylight hours as well as fixed hydration stations to support team members working outside. We operate multiple temporary cool zones as well — consisting of a shaded area and water station — on the ramp when temperatures are high. We also encourage team members to take breaks indoors. Seasonal safety communication initiatives aim to make team members more aware of seasonal risks and provide tips on how they can best protect themselves. Exploring new technologies to enhance safety American continues to leverage technology to improve our safety processes. For example, our narrowbody fleet has completed the transition from paper aircraft maintenance logbooks to an Electronic Aircraft Maintenance Log (eAML) system. Among its benefits, eAML allows the Technical Operations team members the ground to use their tablets to access an aircraft’s maintenance log before it even reaches the gate. That helps us get aircraft back into the air as quickly as possible. American is also exploring the use of computer vision, a field of artificial intelligence, to improve safety and efficiency during gate turn operations. The arrival and departure of every flight is a process that involves the convergence of aircraft, pilots, fleet service team members, aviation maintenance technicians and multiple vendors. Computer vision involves the installation of video cameras at key locations at the gate and jet bridge to capture the movements of everyone involved in deplaning and getting an aircraft ready to take off again. Using machine learning, the system can gather valuable data and insights from the captured footage to improve workflow and develop strategies for preventing injuries. We recently completed a pilot project that focused on four gates at Dallas Fort Worth International Airport, and the early results have shown promise. Safety Risk Management The Safety Risk Management (SRM) element of our SMS provides a decision-making process for identifying hazards and mitigating risk, based on a thorough understanding of our systems and their operating environment. SRM enables us to consider the risks in our operations and reduce them to an acceptable level. We use the SRM process whenever there is a significant change to our operations, such as delivery of a new type of aircraft or the addition of a new airport to our network. We also apply SRM when our Safety Assurance process identifies a new hazard or ineffective control of an existing hazard. We use several tools to identify hazards and evaluate the need for new or revised risk controls. The process of risk management is the same regardless of the trigger or event, and our SMS looks at multiple factors for risk. While the FAA requirements are geared toward flight safety, our SMS goes further to evaluate a wider range of global risks, including operational disruptions. Safety Promotion Safety culture is the foundation of any SMS, with trust at the core. At American, we believe in a Just Culture approach, which encourages each team member to take responsibility and assume accountability for achieving the highest safety standards and results. This approach, which we have championed for more than a decade and which has since become an accepted aviation industry standard, encourages team members to report errors, risky decisions or omissions without fear of punitive actions. StaySafe and safety engagement StaySafe is a safety communications campaign implemented across our Airport and Technical Operations teams. It focuses on lessons learned and ways to prevent team member injuries and equipment damage. Bulletins and alerts are available across multiple platforms in order to reach the greatest number of team members affected. Our safety engagement efforts bring company leadership to the front lines to engage in conversations with team members. Managers can communicate safety expectations, assess risks in the operation and reinforce safe behaviors. Our airport and technical operations teams use a safety engagement application so that any engagements with team members are logged in the system so that we can learn from trends and share best practices. Recognizing Team Member Contributions to Safety To showcase the great work our team members do to enhance safety, we launched a Safety Champion program in 2023 that honored 24 individuals. Nominees were selected by other team members based on their efforts to enhance our safety culture, advocate when they have concerns and proactively seek solutions to safety issues. A diverse panel representing workgroups across the company selected the winners, each of whom received a prize equivalent to $1,000 and was recognized at an event with senior leaders. For 2024, up to 40 team members will be selected. Providing Peer Support for Pilots Pilots face great responsibilities every time they enter the flight deck, and we continually look for ways to provide them with whatever support they require. Among our longstanding initiatives, Project Wingman offers pilots a safe and confidential place to talk about whatever they may be facing without the pressure to mask or hide sensitive details. American created this program in 2011 through a joint effort with the APA Aeromedical Committee. Project Wingman’s success is predicated on pilots providing support on a volunteer basis to their fellow aviators in the American pilot community. Nearly 50 American pilots currently participate. In addition to bringing a unique understanding of the challenges their colleagues can face in their professional and personal lives, these volunteers undergo specialized, intensive training. As a result, they are wellpositioned to know when to listen and provide encouragement or recommend other resources if a situation warrants greater intervention. Awareness of and access to Project Wingman are embedded throughout pilots’ journeys at American. We discuss it on their very first day and review its benefits as a part of their annual training. Identifying New Opportunities to Enhance Corporate Security As part of American’s comprehensive global security program, we work closely with law enforcement agencies, regulatory bodies and embassies to protect our team members and customers from potential security risks when they are traveling with us around the world. Our security team’s efforts are wide-ranging — aimed at enhancing the travel experience for our customers while maintaining a high level of security across the ecosystem. Below are just a few of their activities from 2023: • Invested significant resources to combat drug smuggling at last-point-of departure stations and strategic hubs • Deployed a canine unit to detect narcotics at select hub locations • Received regulatory approval for our industry’s first multimodal (ground to air) transportation network — from Atlantic City, New Jersey, to Philadelphia International Airport (PHL) — meaning American-ticketed passengers boarding a Landline-operated bus in Atlantic City can be screened by TSA and transported directly to a secure gate inside PHL without the need for rescreening • Conducted annual review of security risks • As part of our commitment to continually improve our approach, American’s Corporate Security team has begun to develop a Security Management System. This multiyear effort should lead to a variety of benefits in a rapidly changing geopolitical climate, including helping us identify the unique risks associated with each of the locations where we operate. https://www.csrwire.com/press_releases/810801-american-airlines-strengthens-commitment-safety-211-million-passengers Air France launches free ultra-high-speed Wi-Fi on board all its aircraft Air France is revolutionizing its onboard Wi-Fi service, a major step in its move upmarket. From 2025 onwards, the airline will progressively roll out an ultra-high-speed connectivity service for a “ground-like” experience. This new service, completely free of charge in all travel cabins, will be accessible to customers by logging into their Flying Blue* account. Over time, this Wi-Fi service will be made available on board all the airline's aircraft, replacing the current offer. To launch this new onboard Wi-Fi service, Air France has chosen Starlink, the world leader in connectivity. By leveraging the world's largest constellation of satellites in low Earth orbit, Starlink offers high-speed, low-latency Internet access across the entire globe, including the most isolated areas**. This makes for a stable, fast, and secure user experience. During the flight, customers will be able to easily stay in touch with friends and family, follow all the world's news live, play video games online, and of course stream TV, films, and series. The service will be accessible from smartphones, digital tablets, and laptops, and each customer will be able to connect several devices simultaneously. Customers will be able to access this service by logging into their Flying Blue* account, the Air France-KLM Group's loyalty program. Those who do not yet have a Flying Blue account can create one free of charge on board and in just a few clicks. As of the summer 2025 season, Air France will gradually equip all its aircraft with this cutting-edge technology, including its regional fleet. During this transitional period, the airline will continue to offer a connectivity service on board aircraft that are not yet equipped, including a free “Message Pass” for Flying Blue members and a paid offer*** that covers other needs. About Starlink Starlink delivers high-speed, low-latency internet to users all over the world. As the world's first and largest satellite constellation using a low Earth orbit, Starlink delivers broadband internet capable of supporting streaming, online gaming, video calls and more. Starlink is engineered and operated by SpaceX. As the world's leading provider of launch services, SpaceX is leveraging its deep experience with both spacecraft and on-orbit operations to deploy the world's most advanced broadband internet system. https://corporate.airfrance.com/en/news/air-france-launches-free-ultra-high-speed-wi-fi-board-all-its-aircraft Etihad reveals $7 billion investment plan over five years, will retrofit old Boeing jets Etihad Airways on Wednesday revealed a $7 billion investment plan over the next five years in a bid to “double the size of the airline until 2030.” Speaking to CNBC’s Dan Murphy, Etihad’s Group Chief Executive Officer Antonoaldo Neves revealed passengers should expect “a totally different airline” within the next two to three years. Much of the $7 billion will go into revamping its existing fleet of planes, as well as the purchase of new aircraft further down the line, he said. The Abu Dhabi-based airline currently has 92 planes operating. But Neves is aiming for the skies, with the hope of having up to 170 planes by the end of the decade. The expanded network of planes will allow the company to offer more “convenient” time slots for passengers traveling to Europe and Southeast Asia who want to travel at 2 p.m. in the afternoon rather than in the early hours of the morning, he said. Neves said Etihad will begin retrofitting and revamping “dated” Boeing 777 planes from 2026 onward, this is due to what he described as “the constraints that we have in the global aviation market.” “There are no planes available,” he said. The purchase of new planes, the retrofitting of the Boeing 777s, boosting the number of business class seats and replacing existing in-flight WiFi with stronger connectivity are all priorities for the United Arab Emirates-based airline. Etihad Airways reveals $7 billion investment plan “The product is extremely important, and customer service extremely important,” said Neves. The opening of Abu Dhabi’s new terminal in November last year, which Etihad now operates over 100 flights a day from, has already strengthened the company’s competitive advantage, Neves believes. Two years ago, the airline saw 10 million passengers onboard. Since the start of the year, the airline has already had 18 million passengers. A drive to improve profitability comes amid speculation about a possible IPO in 2025. Neves said no decision has been made on when, not if, the airline goes to market. “It’s really important for airlines to be listed, right? Because in the end, although we don’t need cash in the next five to six years to deploy the $7 billion capital. One day, if we decide to accelerate, to grow even more, we may need capital and having the ability to tap into different sources of capital to finance our growth may be important in the future,” said Neves. Etihad is “working hard to be ready” for an IPO listing, adding that it was “no secret to anyone” that the firm’s sovereign wealth fund shareholder ADQ, fully owned by the Abu Dhabi government, is “investing very heavily in their companies to be ready to lead to be listed.” ADQ is the smallest of Abu Dhabi’s three sovereign wealth funds and is chaired by Sheikh Tahnoon bin Zayed al-Nahyan, the brother of the UAE’s current president. In a report published by Reuters, Etihad Airways could make its stock market debut no sooner than 2025. According to its sources, geopolitical instability in the region could also influence the timing of any announcement. The war in Gaza and escalating tensions between Israel and Lebanon present new problems for the Gulf region. https://www.cnbc.com/2024/09/25/etihad-reveals-7-billion-investment-plan-over-five-years.html China's upstart planemaker is taking advantage of production woes at Boeing and Airbus as it seeks to break into the Western market • Brazil's Total Linhas Aereas is in talks to buy up to four Comac C919 jets, Reuters reported. • • Supply chain problems have hindered Airbus and Boeing, opening opportunities for Comac. • • Brazil is also home to Embraer, but its planes have a smaller capacity than the Chinese jet. Chinese planemaker Comac looks set to win its first order from a Western airline, Reuters reported, as Boeing and Airbus deal with supply-chain constraints. Paulo Almada, the controlling partner of Total Linhas Aereas, a small charter and cargo airline based in Brazil, told the outlet that talks with Comac have been ongoing for months. Reuters reported that he will visit Comac next month to discuss an order of up to four of its C919 jets. Total Linhas Aereas did not immediately respond to a request for comment sent by Business Insider outside Brazilian working hours. The C919 is a narrowbody jet similar to the Airbus A320 and Boeing 737 Max. Comac hopes it will be able to compete with the industry leaders but it is a less advanced aircraft; its range is 500 miles less than the A320neo. With over 1,000 orders — predominantly from Chinese airlines — it first entered commercial service in May 2023. Comac appeared to make a breakthrough outside Southeast Asia when Reuters reported in May that it had held discussions with Saudi officials. A presence in Brazil would be a major stepping stone for Comac's plans to expand and compete with the big players. "The industry is dealing with supply shortages, but Comac told us they could deliver the aircraft by next March," Almada told Reuters. Supply chain problems have seen Airbus struggle to ramp up production of the A320neo family, the world's most popular narrowbody jet. As of July, it reported a backlog of over 7,000 such aircraft. Meanwhile, Boeing has reduced production of the 737 Max as it faces regulatory scrutiny in the wake of January's Alaska Airlines blowout. The discussions between Comac and Total Linhas Aereas are also notable, given that Brazil is home to Embraer, a major manufacturer of regional jets. Reuters reported that Embraer has delivery slots available in 2026, but its aircraft have a smaller capacity. The Embraer E195-E2 can seat up to 146 passengers, but the C919 can carry as many as 192. The report added that Sen. Rogerio Carvalho of Brazil's ruling Workers Party, who took part in meetings with the airline, said Brazil would expect reciprocity with increased Chinese demand for Embraer jets. If Total Linhas Aereas does end up operating the C919, it wouldn't be without risk. It's unclear how reliable the jet is, as data from Ch-aviation shows only nine are in operation, all with Chinese airlines. There's also a lack of a support network for the type in Brazil. Speaking to "The Air Show" podcast in June, United Airlines CEO Scott Kirby said he was unconvinced by Comac as he hoped a competitor would break up the Airbus-Boeing duopoly. Comac becoming a global player is "not inevitable, I think it's unlikely," he said. https://www.yahoo.com/news/chinas-upstart-planemaker-taking-advantage-104851452.html The Boeing strike has stopped all 737 production Boeing (BA) said Wednesday that it has stopped production of its 737s because of the continuing machinists strike. The aerospace company confirmed to Fortune that work on the aircraft is at a “complete halt” because 33,000 workers with the International Association of Machinists and Aerospace Workers (IAM) union have been on strike since Sept. 13. “Airplane production in Washington state is temporarily paused including work on the 737 MAX, 767, 777/777X, P-8, KC-46A Tanker, E-7 Wedgetail,” a spokesperson told Fortune. “Work at our Fabrication sites in Washington and Oregon will also temporarily pause. Employees not represented by this union will continue to report to work as normal.” The company has not said how and if the stoppage will affect the timeline of its latest plane deliveries. IAM said Tuesday it wants to work out an agreement with Boeing at the bargaining table and accused the company of negotiating in public. “Our members stand strong, and we remain ready to continue mediated or direct negotiations with Boeing,” it said in an update to members Tuesday. “This has been made clear to both the company and our membership. The only way to resolve this strike is through negotiations, and rest assured, your Union will not bargain through the media.” The strike and work stoppage come in the aftermath of the 737 Max door-plug blowout scandal. Boeing needs to keep building the planes — despite a safety-minded slowdown in production — to keep its operations afloat amid a sizable cash crunch. Earlier this week, Boeing announced it would be making a “best and final” contract offer that included a 30% wage increase. That number falls short of the 40% increase the IAM had been seeking in earlier negotiations. Its members’ strike began after they voted down a contract that would have given them a 25% raise. https://www.yahoo.com/tech/boeing-strike-stopped-737-production-185945164.html Global Aerospace Offers Valuable Insights on Rising Aircraft Repair Costs and Aviation Insurance Claims Inflation Navigating Claims Inflation in Aviation Insurance: Factors Driving the Increase in Repair Costs Morris Plains, New Jersey--(Newsfile Corp. - September 25, 2024) - The aviation insurance industry has been experiencing notable claims inflation driven by various factors that have reshaped the risk landscape. Navigating Claims Inflation in Aviation Insurance More recently, at the International Union of Aerospace Insurers (IUAI) 2024 Members' Conference in Montreal, McLarens Aviation provided an update on the McLarens Annual Index, which tracks the year-on-year relative cost change associated with various types of claims. The index highlighted the significant increase in repair costs due to inflation. Major Repairs, OEM - AOG Circa 30% MRO Facilities 6 to 7% Light Aircraft Piston Prop' Strike 40%+ OEM Price Lists / Top 100 Items 5 to 7% / 12% Engine Fan Blades 20%+ Radomes and Slat Edges 7% Fan Engines Repair 11% Regional Engine Parts PT6, CT7, + 18% Labour GA 15 to 20%, 6% in stable areas Labour Airline 15% Hangars GA 10%, Exec Jet 5% to 60%, Airline 10% Mark Up Remains in place Source: McLarens Aviation McLaren's presentation emphasized that hull claims cost increases are real, with inflation having significantly impacted the costs associated with both materials and labor. Supply chain issues are also prevalent, leading to delays and higher parts costs that drive up the total expense for claim-related aircraft repairs. This article explores the various reasons for rising aircraft repair costs and overall aviation insurance claims inflation. New Aircraft Construction Materials: A Double-Edged Sword Innovation and Increased Complexity A factor leading to higher repair and replacement costs is that aircraft values are increasing due to technological advances and materials in aircraft construction, such as composites and carbon fiber. Although new materials and applications provide many benefits, they also contribute to exponentially increasing repair expenses due to their complexity and the need for specialized repair facilities. In many cases, the complex nature of repairs (even minor damage) may be limited to the original equipment manufacturer (OEM), resulting in higher repair bills and long wait times. Engine Claims: High-Cost and Shortage of Repair Capacity Technological Advancements and Wear & Tear Modern aircraft engines incorporate advanced technologies to improve efficiency and performance. While this benefits the aircraft owner's day-to-day operations, costs can easily escalate following an accident. Newer engines are being built with tighter tolerances to improve performance. For example, a turbine engine blisk (short for "bladed disk") is a component used in some aircraft engines that, if damaged beyond minor dents, would require a full engine removal for replacement, significantly increasing repair cost and downtime of the aircraft. The increasing cost of labor and parts, coupled with a shortage of skilled mechanics, exacerbates the financial impact. Labor Shortages Workforce Reductions: Impact on Maintenance and Operations The aviation industry continues to struggle with the availability of MRO facilities and significant labor shortages, particularly in skilled maintenance and engineering roles, following a wave of retirements and personnel movement during the pandemic. Hiring and retaining qualified personnel is challenging due to the high level of training required for aviation maintenance roles and the competitive job market. This situation is leading to maintenance delays and driving up labor costs, which in turn is increasing the overall costs of repairs. For an aircraft owner, this shortage impacts the ability to perform timely and effective maintenance, increasing the risk of incidents and subsequent claims. Foreign Object Damage (FOD) Foreign object damage (FOD) refers to damage caused to an aircraft, its components, systems or engine by foreign objects ranging from small debris such as sand, stones and nuts and bolts to larger items such as tools and birds. Newer generation 737 engines include four to nine stage disks made from a single casting ("drum"). An older generation 737 engine would allow for individual stage disks to be replaced if damaged by FOD at a repair cost of between USD30-40,000. Instead, newer engines require the replacement of the entire drum at a cost of USD300,000. In May 2022, Global handled a bird strike event on a relatively new turbofan engine, with repairs not completed until June 2024. Lack of repair schemes, spare parts and basic raw material shortages have all contributed to delays and increased costs. Ongoing efforts to prevent FOD include: Runway inspection and maintenance Wildlife management on and near airports Use of advanced detection systems Prop Strike According to Global's Aeroinsure light aircraft team, engine shops that perform teardowns and inspections due to manufacturer requirements after propeller strikes (up 40+%) are affected by manufacturers' parts availability, parts costs increases and freight costs for shipping engines/propellers to and from engine shops (likely due to fuel and labor price increases). As an example, for a benign propeller strike on a simple, 4-cylinder Lycoming O-320 (like found in many Cessna 172s and Piper Cherokees), total costs usually run to around USD27,000. On a specific turboprop engine, for in-motion and static prop strikes, repairs to engines have increased by USD200,000+ over prior years with a couple of mandates by the manufacturer. This doesn't cover the cost of the "actual repair of damages," if any. Basically, a strike event is USD260,000 minimum. Depending on the aircraft insured value, these claims could now easily be total losses after a propeller strike on a tow bar, taxiway light, etc. How the Industry Can Help Control Costs Aviation claims inflation poses a significant challenge and uncertainty, which, left unchecked, could considerably affect not only the aviation insurance industry but its customers and vendors. However, this pressure can drive changes that ultimately help control costs, including: 1. Improvement in insurer efficiency and innovation. The increased emphasis on controlling claims costs can spur innovation in claims processing and encourage the adoption of more efficient technologies and practices. 2. Improved risk management. Insurers are further enhancing their risk assessment and management practices. This can result in more accurate pricing and better financial stability. 3. Market adjustments/new products. Claims inflation can lead to changes in the insurance market, such as the introduction of new products and coverage options that meet the ever-changing needs of the policyholders. Global Aerospace's advice is to work closely with your broker and insurance provider to ensure the best possible outcome. Creating a collaborative relationship will lead to more timely and inexpensive repairs. Insurers can provide access to industry specialists with years of experience to help manage aircraft downtime and claims costs. By addressing the ongoing challenges facing our industry together, long-term improvements can be achieved while ensuring the benefits of proactive claims management. About Global Aerospace Global Aerospace has a century of experience and powerful passion for providing aviation insurance solutions that protect industry stakeholders and empower the industry to thrive. With financial stability from a pool of the world's foremost capital, we leverage innovative ideas, advanced technology and a powerful synergy among diverse team members to underwrite and process claims for the many risks our clients face. Headquartered in the UK, we have offices in Canada, France, Germany, Switzerland and throughout the United States. Learn more at https://www.global-aero.com/ https://www.newsfilecorp.com/release/224587/Global-Aerospace-Offers-Valuable-Insights-on-Rising-Aircraft-Repair-Costs-and-Aviation-Insurance-Claims-Inflation Graduate Research Survey I am a former United States Air Force aviator with over 30 years of flying experience, now pursuing a Ph.D. in Aviation at Saint Louis University. My research focuses on Human Factors, particularly sleep and fatigue. My journey in aviation has been defined by a commitment to excellence, service before self, and integrity towards a greater good. For my dissertation, I am studying pilots' likelihood to report sleep disorders in Part 121 commercial aviation operations—a critical issue affecting both pilot health and aviation safety. My Research This anonymous survey is designed to be completed in 10-12 minutes and aims to build a predictive model to better understand situational factors influencing pilots' reporting behaviors. Your participation could contribute to long-term safety improvements in the aviation industry, including enhanced fatigue countermeasures and better sleep disorder screening. The survey is entirely confidential, with no way to trace responses back to individuals, and has been approved by the Saint Louis University Institutional Review Board (IRB). Thank you for considering taking part in this important research. Survey Link: https://slu.az1.qualtrics.com/jfe/form/SV_agHdxCbY0E1D3Ho CALENDAR OF EVENTS • 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