Flight Safety Information - November 18, 2024 No. 229 In This Issue : Incident: Wizz Malta A21N near Stockholm on Nov 16th 2024, smoke on board : Incident: TAP A21N over Atlantic on Nov 13th 2024, hamsters on the loose : Passengers on parked Southwest plane forced to evacuate after cell phone, airplane seat catch fire : Bullet strikes Southwest Airlines plane as it prepares to depart from Dallas airport : Medevac jet makes emergency landing at Duluth : Japan, S’pore working together on runway safety plan after accident at Tokyo’s Haneda Airport : Smog disrupts flights as some ‘pilots not trained in CAT III operations’: what this means : Flight crew member busted with gun at Reagan National Airport : Alaska Airlines flight from Seattle to San Jose makes priority landing after auxiliary power unit fails : European Union Aviation Safety Agency Showcases Human Expertise Empowering Aviation Safety Through Technology : African Airlines Target Safety, Route Development In Five-Year Strategy : Seatbelt-integrated biosensor could reliably track the alertness and stress of pilots and drivers : Civil Aviation 360 Seeks to Enhance Commercial Jet Performance and Reliability Through Strategic Inventory Expansion : Revolutionary jet engine shows promise after first hot-fire test : Spirit Airlines files for bankruptcy: How will it affect your travel plans? : Wheels Up acquires 17 Phenom 300 Series aircraft : Calendar of Events Incident: Wizz Malta A21N near Stockholm on Nov 16th 2024, smoke on board A Wizzair Malta Airbus A321-200N, registration 9H-WNC performing flight W6-1771 from Gdansk (Poland) to Tromso (Norway) with about 190 people on board, was enroute at FL350 about 110nm south of Stockholm (Sweden) when the crew decided to divert to Stockholm reporting smoke on board of the aircraft. The aircraft landed safely on Stockholm's runway 26 about 35 minutes later. Arlanda Airport's emergency services reported an aircraft from Gdansk to Tromso with about 190 people on board diverted to Stockholm due to smoke on board. The cause of the smoke was unclear. The remainder of the flight was cancelled. https://avherald.com/h?article=52071a51&opt=0 Incident: TAP A21N over Atlantic on Nov 13th 2024, hamsters on the loose A TAP Air Portugal Airbus A321-200N, registration CS-TJR performing flight TP-1865 from Lisbon to Ponta Delgada (Portugal), had been loaded with transport cages with various animals including hamsters in them destined for a pet shop. The aircraft completed the flight apparently without incident. However, after landing it was discovered that one of the transport cages had become damaged allowing 132 hamsters to escape. The aircraft was grounded until all hamsters have been captured and the aircraft examined properly for any damage by the rodents. The return flight the following morning had to be cancelled. As of Nov 17th 2024 all but 16 hamsters have been accounted for. The aircraft is thus still on the ground in Ponta Delgada. https://avherald.com/h?article=520712f4&opt=0 Incident: PAL DH8D at Quebec City on Nov 7th 2024, fumes on board A PAL Airlines de Havilland Dash 8-400, registration C-FPAL performing flight PB-3061 from Quebec City,QC to Bagotville,QC (Canada) with 52 passengers and 4 crew, was climbing out of Quebec City's runway 24 when the crew stopped the climb at 3000 feet after a toilet smoke detector activated. The aircraft returned to Quebec City for a safe landing on runway 24 about 10 minutes after departure. The Canadian TSB reported maintenance found oil in the air conditioning system. https://avherald.com/h?article=52064ec0&opt=0 Incident: KLM A332 at Amsterdam on Nov 15th 2024, bird strikes into both engines A KLM Airbus A330-200, registration PH-AOA performing flight KL-661 from Amsterdam (Netherlands) to Houston Intercontinental,TX (USA), was climbing out of Amsterdam's runway 24 when the crew stopped the climb at FL060 reporting on initial climb they collided with a flock of birds, they had quite some vibrations on both engines (CF6) and wanted to remain near the airport. The aircraft returned to Amsterdam for a safe landing on runway 18R about 30 minutes after departure. The aircraft is still on the ground in Amsterdam about 8 hours after landing. https://avherald.com/h?article=5205c81e&opt=0 Medevac jet makes emergency landing at Duluth Air traffic control audio indicates the Learjet 35 experienced an issue with its landing gear shortly after takeoff from Duluth International Airport. It's unclear if a passenger was on board. DULUTH — A medical evacuation jet made an emergency landing at the Duluth International Airport on Friday after landing gear issues forced it to turn around and return. Natalie Baker, spokesperson for the Duluth Airport Authority, said a Learjet landed at about 1:15 p.m. "without incident" after experiencing a "mechanical issue." The plane circled Lake Superior to burn off fuel before landing, Baker said. News Tribune photos of the emergency landing show the plane's registration number as N312LG. Federal Aviation Administration records indicate the plane is a Learjet 35 manufactured in 1982 and owned by Jet Masters LLC. Contact information for the Englewood, Colo.-based company could not immediately be found. A plane nears the runway during a descent. A medevac plane nears the runway during its descent while making an emergency landing at the Duluth International Airport on Friday, Nov. 15. Dan Williamson / Duluth Media Group FlightAware, a website that tracks flight information, shows the plane taking off from the Duluth International Airport at 1:06 p.m. and heading southwest with Fort Myers, Florida, as its destination. But the plane turned around near Chaffey in Douglas County, and spent the next two hours making loops over Lake Superior, according to the FlightAware track. According to air traffic audio recorded by LiveATC.net, a pilot on the plane radioed that they were having issues with their landing gear about five minutes after takeoff. "We're having some trouble with one of our gears," the pilot said. Both FlightAware and air traffic control audio indicate the plane was a medical evacuation plane, or medevac, but it is unclear how many people were on board and if it was transporting a patient at the time of the emergency landing. Back on the ground, emergency responders and fire trucks stood by for the landing but were not needed. After the landing, the pilots reported to air traffic control that the landing gear in question was "straightened out" on touch down, according to audio. "I guess when they landed, they were able to straighten out the nose a little upon landing," an air traffic controller said later, according to the recording. Baker said the airfield was closed during the landing but was reopened shortly after. https://www.duluthnewstribune.com/news/local/medevac-jet-makes-emergency-landing-at-duluth Japan, S’pore working together on runway safety plan after accident at Tokyo’s Haneda Airport Singapore and Japan are banding together to tap technology to prevent potential runway incursions. SINGAPORE – The civil aviation agencies of Japan and Singapore are teaming up to roll out a plan to improve runway safety comprehensively, after a fatal collision at Tokyo’s Haneda Airport in January. The Civil Aviation Authority of Singapore (CAAS) and the Japan Civil Aviation Bureau (JCAB) said that apart from this runway safety action plan, they are banding together to tap technology to prevent potential runway incursions. They are also joining hands to beef up collaboration among parties that have an impact on runway safety, including airlines, airport operators, ground handlers and air navigation service providers, the two agencies said in a statement on Nov 18. This came after CAAS director-general Han Kok Juan and JCAB senior deputy director-general Onuma Toshiyuki helmed the third Singapore-Japan dialogue on aviation collaboration in Kansai, Japan, on Nov 14 and 15. Runway safety was thrust into the spotlight earlier in 2024, when an arriving Japan Airlines (JAL) passenger jet collided with a smaller Japan Coast Guard plane on the runway at Haneda Airport on Jan 2. The captain of the coast guard plane had mistakenly assumed he had permission to enter the runway. The JAL Airbus A350 jet burst into flames upon landing and crashing into the other plane. All 379 passengers and crew aboard the jet escaped the blaze, while five people on the coast guard plane died. In Singapore, from 2000 to 2023, at least 12 runway incursions happened at Changi and Seletar airports, according to air safety investigation reports by Singapore’s Transport Safety Investigation Bureau. Yes, I would also like to receive SPH Media Group's SPH Media Limited, its related corporations and affiliates as well as their agents and authorised service providers. marketing and promotions. Besides runway safety, Singapore and Japan have agreed to expand air connectivity, and improve the punctuality and efficiency of flights between the two countries. Air travel between Singapore and Japan has rebounded strongly over the last year. As at November, the number of weekly passenger flights between the two countries – 165 services operated by seven airlines – was at nearly 90 per cent of pre-Covid-19 levels. A year ago, this figure was 70 per cent. Air travel between the two countries is expected to recover fully in 2025, the two agencies said. CAAS and JCAB are also working together in a host of other areas, including sustainable aviation, air traffic management and aviation innovation. For example, they agreed to encourage the use of an air traffic management concept called user-preferred routing in the region. This allows pilots to choose more direct routes to their destinations. Not having to stick to predefined routes usually results in shorter flight times and reduced carbon emissions. This concept is not new to Singapore, which took part in a trial done on 38 flight routes operated by flag carriers Singapore Airlines (SIA), Garuda Indonesia, Qantas and Air New Zealand. These routes included those from Singapore to Adelaide, Auckland, Brisbane, Cairns, Christchurch, Darwin, Melbourne and Perth, as well as from Sydney to Singapore. CAAS and JCAB also agreed to work together to leverage technology to increase capacity and productivity in the aviation sector, so as to meet rising air travel demand. This saw Tokyo’s Narita Airport join the International Aviation Lab, which was set up in Singapore to tackle operational challenges confronting airports globally. The lab counts the Singapore University of Technology and Design, CAAS, Changi Airport Group and SIA among its partners. CAAS’ Mr Han said Singapore and Japan, as major Asia-Pacific air hubs, were committed to sharing their expertise to “position for growth and meet rising demand for air travel”. Mr Toshiyuki of JCAB expressed his wish to continue cooperating with Singapore on the aviation front. https://www.straitstimes.com/singapore/transport/japan-spore-working-together-on-runway-safety-plan-after-accident-at-tokyos-haneda-airport Smog disrupts flights as some ‘pilots not trained in CAT III operations’: what this means CAT III refers to a category of aircraft landing operation that occurs with assistance of the Instrument Landing System or ILS Landings are much more difficult in low visibility conditions. (Express Archive) Landings are much more difficult in low visibility conditions. (Express Archive) With the national capital enveloped in a blanket of noxious smog, flight operations at the Indira Gandhi International Airport in Delhi have been impacted. At least 15 flights were diverted — 13 to Jaipur, one to Dehradun, and one to Lucknow — and many more delayed on Monday (November 18) due to poor visibility levels. According to sources at the airport, these diversions were made due to some pilots not being trained in CAT III operations. Put simply, CAT III refers to an Instrument Landing System (ILS) which allows planes to land in extremely poor visibility conditions, like what is currently being seen in Delhi. Landing in low visibility Landing is considered to be the most difficult aspect of flying an aircraft — and the most dangerous. According to research by Boeing, the final descent and landing takes about 4% of the average flight time. But a whopping 49% of fatal accidents occur in this tiny window. Poor visibility is one of many factors that make landing aircraft difficult. In such conditions, pilots have little to no visual cues they can rely upon while landing an aircraft, making it very hard to accurately judge the glide path to the ground and the alignment of the aircraft with the runway. Mistimed or misaligned touchdowns significantly increase the risk of accidents. Festive offer This is why modern aircraft and runways are equipped with various kinds of instruments which allow aircraft to land even in poor or no visibility. The ILS is a specific ground-based radio navigation system that provides pilots accurate information about their aircraft’s glide path and alignment with the runway. How the ILS works The ILS provides the pilot with two key pieces of information that she needs while landing an aircraft. First, it provides azimuth guidance. Azimuth refers to the horizontal angle between a reference direction (in this case the runway) and a line to a point of interest (the aircraft). This information is provided with the help of the ILS localiser (LOC), whose antennae are usually located on the far end of the runway. These radio antennae transmit two narrow intersecting beams, one from slightly to the right of the runway’s centreline and the other to the left. Where they intersect provides the centreline of the runway. This information comes to the pilot flying the aircraft in the form of the vehicle’s displacement from the runway centreline, which then allows her to course-correct horizontally. For aviation enthusiasts | Was the recent Kathmandu plane crash caused by a ‘wing stall’? Second, the ILS provides the correct vertical descent profile for the aircraft. In other words, it tells the pilot whether the aircraft is too high or too low at any given distance from the runway. This is done with the help of a glidescope (GS). The GS antennae work in the same manner as the LOC antennae, they are just turned on one side. Located generally somewhere along the middle of the runway, they transmit two narrow intersecting beams, one slightly below the required vertical profile and the other slightly above it which, with the point of these beams intersection providing the optimum descent position of an aircraft. Categories of the ILS ILS approaches are categorised based on two parameters: decision height (DH) and runway visual range (RVR). (Refer to Table below). DH refers to the lowest altitude during descent till which pilots can rely solely on the ILS. At this altitude if the RVR — the distance over which a pilot can see the runway’s lights or markings — is below a certain threshold, then the landing has to be aborted. Table: Categories of ILS approaches Category DH RVR CAT I Not lower than 60 m Not less than 550 m CAT II Lower than 60 m but not lower than 30 m Not less than 350 m CAT III A Lower than 30 m, or no decision height Not less than 200 m CAT III B Lower than 15 m, or no decision height Not less than 50 m CAT III C No DH No RVR Source: Airports Authority of India Whether an aircraft is capable of making a certain category of ILS-based landing is a product of the equipment it has aboard, the equipment on the ground, and a pilot’s training. Currently, six Indian airports — Delhi, Lucknow, Jaipur, Amritsar, Bengaluru and Kolkata — are equipped to handle CAT IIIB operations. India does not have a single airport capable of CAT IIIC operations. Airports such as New York’s John F Kennedy Airport and the London Heathrow Airport support CAT IIIC landings. https://indianexpress.com/article/explained/explained-sci-tech/smog-disrupts-flights-as-some-pilots-not-trained-in-cat-iii-operations-9676185/ Flight crew member busted with gun at Reagan National Airport The 9mm handgun was found loaded with nine bullets. ARLINGTON, Va. — A member of an airline flight crew was stopped by Transportation Security Administration (TSA) officers at Ronald Reagan Washington National Airport on Friday after attempting to bring a loaded gun through a security checkpoint. The 9mm handgun, loaded with nine bullets — including one in the chamber — was discovered in the person’s carry-on bag during routine screening. TSA officers alerted the Metropolitan Washington Airports Authority (MWAA) Police, who confiscated the gun and issued a citation to the flight crew member. The individual also faces a federal civil penalty, which can amount to a maximum of $15,000 for carrying a loaded weapon into a checkpoint. “This was a good catch on the part of our TSA officers as it addressed a possible insider threat situation,” said John Busch, TSA’s Federal Security Director at Reagan National Airport. He emphasized that individuals working on the secure side of the airport—whether airline crew members, retail employees, or contractors—are held to the same security standards as travelers. Guns are strictly prohibited from being taken through TSA checkpoints unless specific protocols are followed. To travel with a firearm, passengers must: Unload the weapon completely. Pack the firearm in a locked, hard-sided case for checked baggage only. Declare the firearm at the airline ticket counter during check-in. Passengers who fail to comply with these rules may face significant penalties and lose TSA PreCheck privileges, regardless of whether they have a concealed carry permit. The TSA has reported an upward trend in firearm interceptions at Reagan National Airport checkpoints over recent years. Here's a look at the numbers: 2018: 16 2019: 14 2020: 10 2021: 30 2022: 29 2023: 39 2024 (as of November 17): 36 https://www.wusa9.com/article/news/crime/flight-crew-member-tries-to-take-gun-through-security-at-reagan-national-airport-arlington/65-fd4a970c-dd84-45db-866f-dc8fc13159a8 American Airlines Airbus A321neo Flies Near Honolulu's Mountainous Terrain After Crew Error The Federal Aviation Administration (FAA) is investigating after an Airbus A321neo operated by American Airlines performed an unusual takeoff path near Honolulu on Wednesday. Rather than making an immediate right turn upon departure, the crew missed instructions and flew the aircraft straight out east. Honolulu’s north and east perimeters sit below mountainous terrain with elevations over 3,000 feet. Air Traffic Control (ATC) subsequently intervened and instructed the crew to expedite their climb to avoid the mountain range. Details of the incident The flight involved was AA298, which originated at Daniel K. Inouye International Airport (HNL) and was bound for Los Angeles International Airport (LAX). Data from Flightradar24 shows that the aircraft, registered as N418AN, pushed back from gate C4 at 00:35 on Wednesday, which was 50 minutes past its scheduled departure time of 23:45 on Tuesday. It is unclear why the flight was delayed. After taxiing for 14 minutes, the aircraft took off at 00:49 from Runway 8L. The runway is not as commonly utilized for eastbound departures compared to Runway 8R, which is known as Honolulu's Reef Runway. Two minutes after takeoff, flight data indicates the plane was at 2,900 feet and traveling north of downtown Honolulu at a speed of 238 knots. It continued east, passing just to the south of Kōnāhuanui mountain peak, which has an elevation of 3,150 feet. At 00:52, just three minutes after takeoff, the aircraft had reached an altitude of 5,300 feet and was climbing rapidly. It subsequently made a right turn and flew southwest of Puʻu OʻKona, which stands at roughly 2,350 feet. “Did not make the assigned turn” The FAA confirmed the incident with Simple Flying on Thursday. In a statement, the agency said the aircraft “remained safely above nearby terrain,” but cited the flight crew for failing to follow ATC instructions. “An air traffic controller instructed American Airlines Flight 298 to perform an expedited climb after the crew did not make the assigned turn while departing from Honolulu International Airport. The controller’s actions ensured the aircraft remained safely above nearby terrain. The Airbus A321neo was flying to Los Angeles International Airport. The FAA is investigating the event, which occurred around 1 a.m. local time on Wednesday, Nov. 13.” According to Hawaii’s Department of Transportation, the standard departure procedure from Runway 8L instructs pilots to maintain their runway heading to Hawaii 92, also known as Nimitz Highway. The heading instruction prompts the aircraft to immediately bank right upon takeoff, fly parallel to the highway, and climb out over the center of Honolulu Harbor. Once the aircraft is “one mile due south of Diamond Head,” pilots are then prompted to “turn left and resume own navigation.” It could have been worse Despite ATC instructing the pilots to expedite their climb to keep the aircraft away from the terrain, its proximity to the mountain range is being speculated as dangerous nonetheless. One Airliners.net forum user, believed to be a Hawaiian Airlines A321neo pilot, commented that if AA298 “had lost an engine there isn’t a chance” the flight “would have cleared those mountains.” The self-claimed pilot also acknowledged the unusual flight path, but noted the aircraft’s ground proximity warning system (GPWS) would have notified the crew if they came too close to the terrain. “I have never and mean never not got a PDC (Pre-Departure Clearance) not saying right turn 155, climb 5000 when departing HNL,” they explained. “ATC does not vector you till after that initial turn, it's in your departure clearance. Yes, the GPWS would advise you but they shouldn't be there in the first place.” Simple Flying contacted American on Thursday to learn more details about the incident, but the carrier did not respond. AA298 continued to Los Angeles without incident and landed safely just after 07:30. https://simpleflying.com/american-airlines-airbus-a321neo-mountainous-terrain-crew-error/ Alaska Airlines flight from Dulles makes emergency landing at LAX los angeles An Alaska Airlines flight made an emergency landing at LAX after blowing out a tire during its takeoff at Dulles International Airport near Washington D.C. The aircraft landed at LAX at about 8:10 p.m. without incident. First responders were standing by on the runway as a precaution. Out of the 175 passengers and six crew members aboard Flight 309, no one was injured. "While this incident is a rare occurrence, our flight crews train extensively to safely manage through many scenarios," the airliner stated. Alaska stated that the pilot declared the emergency landing as a precaution to ensure the flight had extra support if needed. The company said it would investigate what caused the Boeing 737-900 to malfunction. The aircraft will not be in service during the investigation. https://www.cbsnews.com/losangeles/news/alaska-airlines-flight-from-dulles-makes-emergency-landing-at-lax/ Alaska Airlines flight from Seattle to San Jose makes priority landing after auxiliary power unit fails SAN JOSE – An Alaska Airlines flight into San Jose landed safely after calling for a priority landing Sunday evening, the airline said. Crews on Alaska Airlines Flight 1084 from Seattle to San Jose asked for a priority landing after finding the auxiliary power unit, which serves as a redundant source of electric power, failed during their descent, according to the airliner. The flight, a Boeing 737-900ER, remained fully powered and crews landed safely around 5 p.m. at Mineta San Jose International Airport. There were 175 people and six crew members onboard at the time and took off from Seattle-Tacoma International Airport. Earlier this week, a Southwest flight from Oakland to Reno made an emergency landing in Sacramento due to an illuminated flap warning light during the flight's initial descent. On Tuesday, another Southwest flight from San Jose returned to the airport after developing engine trouble minutes into the flight. https://www.cbsnews.com/sanfrancisco/news/alaska-airlines-seattle-san-jose-priority-landing/ European Union Aviation Safety Agency Showcases Human Expertise Empowering Aviation Safety Through Technology The European Union Aviation Safety Agency’s Annual Safety Conference emphasized blending human expertise with advanced technology to enhance aviation safety standards. The European Union Aviation Safety Agency (EASA) hosted its Annual Safety Conference for 2024 under the theme “Safety, Technology, and the Human Dimension,” emphasizing the pivotal role of well-trained personnel in ensuring aviation safety. The event also underscored the prudent application of technology to further enhance operational safety standards. A key highlight of the conference was EASA’s detailed explanation of its stance on “extended Minimum Crew Operations” (eMCO), a concept that envisions a single pilot in the cockpit during specific flight phases. Manufacturers presented advancements in “smart cockpit” technologies designed to reduce crew workload, improve decision-making, enhance data management, and detect pilot fatigue or incapacitation. The panel addressing eMCO emphasized the need to test and evaluate these technologies while maintaining the current two-pilot standard to ensure safety remains uncompromised. The role of technology in boosting aviation safety was further discussed in a dedicated panel session. Experts agreed on the necessity of introducing cockpit enhancements gradually, ensuring that safety improvements are validated before considering operational changes. The overarching principle remains that any technological innovation in aviation must unequivocally enhance safety. Two panels explored longer-term strategies to mitigate safety risks. One panel focused on the challenges posed by interference with Global Navigation Satellite Systems (GNSS) in conflict zones, where jamming and spoofing can compromise navigation. While pilot vigilance currently mitigates these risks, the panel advocated for resilient, system-level technological solutions to strengthen decision-making processes. The second panel examined human factors in runway safety, referencing a tragic runway collision at Tokyo’s Haneda Airport on January 2, 2024, which claimed five lives. Discussions revolved around whether human involvement is a vulnerability or strength in preventing such incidents. Panelists concluded that leveraging technology to support human decision-making could significantly reduce runway incursions and similar accidents. The remaining panels focused on the human element in aviation safety and its intersection with societal expectations. Environmental concerns emerged as a major driver for technological innovation, with efforts to reduce emissions and noise pollution aligned with European Union climate goals. While aviation contributes less than 4% of global greenhouse gas emissions, the urgency to limit its impact remains critical. Another focal point was the necessity of a well-trained workforce to meet the demands of a rapidly evolving industry. Panelists stressed the importance of attracting new talent to aviation, particularly individuals equipped with the advanced skill sets required to operate and manage emerging technologies. The conference brought together a diverse array of speakers, including representatives from national aviation authorities, industry leaders, pilot associations, EU organizations, and other experts. Held in Budapest, Hungary, from October 30 to 31, 2024, under the Hungarian EU Presidency, the event attracted approximately 220 participants, fostering collaboration and dialogue on critical issues shaping the future of aviation safety. With a clear emphasis on integrating human expertise with cutting-edge technology, the EASA Annual Safety Conference reaffirmed its commitment to making aviation safer, more sustainable, and resilient for generations to come. https://www.travelandtourworld.com/news/article/european-union-aviation-safety-agency-showcases-human-expertise-empowering-aviation-safety-through-technology/ African Airlines Target Safety, Route Development In Five-Year Strategy The African Airlines Association (AFRAA) has met with the CEOs of its 45 member carriers in Cairo to establish their priorities for African aviation over the coming five years. “We are now working on the next strategic plan, which will be from 2026-30,” AFRAA Secretary General Abderahmane Berthe told Aviation Week's Window Seat podcast, ahead of the AFRAA annual general assembly in the Egyptian capital on Nov. 17-19. “We'll start working on it during our annual general assembly. We have a forum with all our member airline CEOs to plan the next steps, priorities and actions for AFRAA,” he said. Berthe said safety is currently AFRAA’s highest priority, after eight African runway excursions between January and May 2024. He said these incidents were mainly caused by unstabilized approaches, poor weather and cross winds. AFRAA responded by setting up a safety and operations summit in 2024. This year’s event was held in Addis Ababa, Ethiopia, and it will run again in 2025 in Kigali, Rwanda, with workshops to share best practices. Berthe also sees a need for additional simulator training and runway safety teams across Africa. Another priority for AFRAA is intra-African connectivity and route development. “We have been talking about it for many years, and still African airlines are not really cooperating very well to improve connectivity,” he said. To help facilitate network development, AFRAA launched a “route intelligence portal” in 2022. An updated version will be launched during the annual meeting in Cairo. “The objective of the route intelligence portal is to allow airlines to look at their network, and the potential new routes they can develop, along with the market that is there. Or, in cooperation with other airlines, in interline or codeshare. This, for us, is very important,” he said. https://aviationweek.com/air-transport/airlines-lessors/african-airlines-target-safety-route-development-five-year-strategy Seatbelt-integrated biosensor could reliably track the alertness and stress of pilots and drivers The embroidered metamaterial biosensor propagates wireless signals along the seatbelt to interact with the human body, enabling reliable detection of respiration and heartbeat signals. Over the past decades, electronics and biomedical engineers have developed increasingly sophisticated biosensors, devices that can pick up biological signals from human users. These sensors, which are generally embedded in wearable or implantable technologies, often do not perform as well in settings where users are moving a lot, such as within a vehicle. Researchers at the National University of Singapore and Tsinghua University have recently developed a new sensor that can pick up and track biological signals, such as the heartbeat and respiration, without being in contact with the body of users. This sensor, presented in a paper published in Nature Electronics, could be used to pick up the cardiopulmonary signals of humans while they are in dynamic and closed environments, such as a plane cabin, a moving car or a bus. "Monitoring drivers' alertness or stress is essential for road safety," Xi Tian, co-author of the paper, told Tech Xplore. "Existing sensors designed to measure physiological markers of fatigue, such as heart rate and respiration, face challenges in moving vehicles due to the unpredictable vibrational noise. To overcome these challenges, our research focused on developing an automotive biosensor capable of non-contact and reliable health monitoring in dynamic environments." The biosensor developed by Tian and his colleagues is based on metamaterials, materials that are carefully engineered to enhance or change their properties. To fabricate their sensor, the researchers embroidered conductive threads arranged in a comb-shaped pattern onto a seatbelt, attaining a surface that guides radio waves and amplifies wireless interactions with the human body. "This design enables the detection of subtle physiological motions through clothing while mitigating environmental noise from vehicle vibrations and other passengers," explained Tian. "Using a signal processing pipeline, our biosensor provides continuous and reliable monitoring of the driver's heartbeat and respiration in a moving vehicle." The researchers evaluated their sensor's performance in a series of tests, which were carried out in an airline cabin simulator and in a moving car. They found that their seatbelt-integrated sensor conformed to the body of users, while also reliably detecting subtle cardiopulmonary signals even in this dynamic setting. "We showed that the biosensor's performance was unaffected in a moving vehicle during a 1.5-hour route in Singapore under varied traffic conditions," said Tian. "Additionally, we evaluated the sensor's capability for continuous physiological monitoring in an airplane cabin simulator, where it detected heart rate changes during sleep for sleep-wake detection. These findings underscore the biosensor's potential for continuous and reliable physiological monitoring in various challenging environments." The new biosensor developed by this team of researchers could soon be further improved and tested in additional real-world scenarios. In the future, it could be integrated into the seatbelts of cars, airplanes and other means of transport, as a way of monitoring the physiological signals of drivers and preventing fatal accidents. "Our future research will focus on miniaturizing the sensor's radio components and integrating them into compact modules for cost-effective mass production," added Tian. "We also aim to develop algorithms that interpret physiological data to assess fatigue, stress, and driver health status. We plan to collaborate with automotive manufacturers to refine and validate the system in real-world settings." https://techxplore.com/news/2024-11-seatbelt-biosensor-reliably-track-stress.html#google_vignette Civil Aviation 360 Seeks to Enhance Commercial Jet Performance and Reliability Through Strategic Inventory Expansion To help customers enhance commercial jet performance and reliability, ASAP Semiconductor announces plans to expand inventory offerings on Civil Aviation 360. Our inventory enhancement initiative is aimed at addressing the diverse needs of our customers, supporting those that operate commercial jets from Airbus, Boeing, Embraer, and other industry leaders.”— Joe Faruqui ANAHEIM, CA, UNITED STATES, November 18, 2024 /EINPresswire.com/ -- ASAP Semiconductor, a leading aerospace, defense, and electronic part distributor, has announced today its plans to carry out an expansive update to its website Civil Aviation 360, enhancing its commercial jet part selection and fulfillment services to support the evolving needs of the aviation industry and its customer base. As of the present, Civil Aviation 360 serves as a platform for ASAP Semiconductor to market its collection of commercial and business jet parts, which range from hardware and fasteners to connectors and avionics that meet varying specifications and standards. As the civil aviation industry continues to undergo rapid growth and adaptation, there has been a significant rise in part demand across market sectors. There are many elements fueling this rise, including an increase in aircraft manufacturing, larger fleets that necessitate standard maintenance, and a trend of retrofitting and refurbishing legacy aircraft with modernized features and technologies. In response to these driving factors, ASAP Semiconductor states that it will strategically expand offerings on the website to target key areas of need, ensuring that project requirements can be swiftly fulfilled for the goal of improving jet performance with innovative parts and reliable product solutions. With an inventory management system and fulfillment services that emphasize data analysis and strategic planning, ASAP Semiconductor will enhance the capacity of Civil Aviation 360 and other operated purchasing platforms to adapt to shifting demands within the civil aviation industry. For instance, the company states that it will continue to utilize data insights and analysis to identify trends in the industry and purchasing habits, guiding inventory updates and ensuring the platform remains aligned with operator needs. These data-driven updates will include new listing resources, enhanced search functionalities, and accurate, up-to-date information that is tied to any newly added parts. By continually bolstering the website’s capabilities as inventory expands, Civil Aviation 360 will better support customers in navigating the growing complexity of commercial jet supply chain requirements. To further meet the increased demand for aviation reliability solutions, ASAP Semiconductor has also invested in expanding its team and internal processes over the past year. This investment will equip Civil Aviation 360 and other purchasing platforms of the distributor with the ability to accommodate a wider array of customer requests, ranging from high-volume orders to specialized part inquiries. Specialized requests will include services for unlisted items and part alternatives, supporting more niche needs of customers. With a strengthened workforce, ASAP Semiconductor is positioned to enhance customer service operations, allowing representatives to provide more attentive, personalized support for customers who rely on Civil Aviation 360 as a resource for fulfilling time-sensitive, complex requests. “As ASAP Semiconductor continues to expand Civil Aviation 360’s product offerings, our team remains dedicated to advancing procurement solutions that enhance commercial jet reliability and address the demands of civil aviation operators,” stated Joe Faruqui, CEO of ASAP Semiconductor. “Through our data-driven inventory management strategies and strong industry relationships, we are well-equipped to respond to evolving market requirements, ensuring customers have access to the critical parts needed to maintain fleet performance and operational efficiency.” Through this platform expansion, Civil Aviation 360 will be prepared to serve as a reliable procurement resource for operators worldwide, bridging the gap between supply and demand for aftermarket aviation parts and NSN items that support commercial jet reliability. For more information on Civil Aviation 360 and its extensive selection of commercial aviation parts, visit the website at https://www.civilaviation360.com or reach out to representatives at ASAP Semiconductor directly. About Civil Aviation 360 Civil Aviation 360 is a purchasing platform owned and operated by ASAP Semiconductor, a California-based distributor specializing in procurement, distribution, and project management solutions for those operating within aerospace, defense, marine, and IT hardware sectors. Civil Aviation 360 in particular serves as a dedicated platform for commercial jet operators, repair stations, and maintenance providers to secure project needs with representatives being readily available to provide consultation services and purchasing support. https://www.einnews.com/pr_news/760902039/civil-aviation-360-seeks-to-enhance-commercial-jet-performance-and-reliability-through-strategic-inventory-expansion Revolutionary jet engine shows promise after first hot-fire test Astro Mechanica – founded in 2021 by Ian Brooke and with a tight ship of only eight employees – is an aerospace startup developing what it calls a turboelectric adaptive engine for both subsonic and supersonic flight ... with electric car motor technology. The turboelectric adaptive engine is designed to behave like a turbojet or a turbofan in a single unit. As the engine is divided into two parts, with a turbogenerator driving an electric motor to produce electricity to power a second set of electric motors that drive the compressor and turbofan independently, the engine can vary the amount of air being compressed and therefore the volume of compressed air that's available for combustion. That might sound complicated, but it's actually quite genius, splitting the fan and compressor components and mechanically driving the compressor independently with high-performance electric motors similar to those being used in the EV market today. The turbogenerator provides electrical power to the electric motors that power the compressor and turbofan The turbogenerator provides electrical power to the electric motors that power the compressor and turbofanAstro Mechanica On October 11, 2024, Astro Mechanica successfully performed the first hot-fire test up to 30% power of its Gen3 engine. Traditional turbojets, like you'd see in fighter planes, use the exhaust gas to spin the compressor fan to draw in air. More exhaust equals more speed. And a turbojet is efficient at supersonic high speeds – slow speeds, not so much. The turbojet struggles to compress enough air for efficient combustion and wastes significant amounts of fuel. The Concorde, for example – a supersonic commercial passenger aircraft in operation from 1976 to 2003 – was notorious for its fuel inefficiencies. It's was said to use around 2 tons (627 gallons / 2,372 liters) of fuel just to taxi to the runway from the gate, highlighting how incredibly inefficient turbojets are at low speed. A turbofan engine, on the other hand, is designed to move huge amounts of air to propel an aircraft forward. At lower subsonic speeds, it does this quite well. Faster than that, aerodynamic drag created by the large fans that aren't optimized for fast flight creates an efficiency and operability issue. The Gen3 Astro Mechanica turboelectric adaptive jet engine being prepped to hot-fire The Gen3 Astro Mechanica turboelectric adaptive jet engine being prepped to hot-fireAstro Mechanica Astro Mechanica's engine operates in three distinct modes: Mode 1 uses an electric motor to spin the "blisk" – a bladed disk the company makes in-house that acts as the compressor/turbofan instead of traditional fan blades – without active combustion, perfect for efficient ground operations and subsonic flight. Mode 2 introduces turbojet combustion, propelling the aircraft past the speed of sound while an electric motor powers the compressor to the necessary speeds to feed the engine enough air, rather than relying on exhaust gases like a traditional turbojet engine. Finally, Mode 3 is an all-fuel ramjet-like configuration with no moving parts, allowing the engine to potentially reach Mach 3 or faster using only the Ram Pressure effect, where the aircraft's speed forces an immense amount of air into the inlet, providing enough compression for combustion. With this design approach, Brooke reckons the Concorde would have had 61% more range if it were fitted with the Astro Mechanica turboelectric adaptive engine. About 60 hours of CNC milling goes into making a "blisk". A smaller, Gen 1 prototype engine already demonstrated an astonishing velocity of 900 m/s (2,013 mph / 3,240 km/h or about Mach 3). Cost-effectiveness is also a major focus of Astro Mechanica's approach. The CFM LEAP-1B engine found in a Boeing 737 MAX costs around US$14 million per engine. Astro Mechanica claims its turboelectric adaptive engines would be significantly less expensive, already supersonic-capable, have fewer moving parts, and likely be cheaper to maintain. Moreover, the engines are designed to run on liquid natural gas (LNG), which is 1/10th the price of traditional jet fuel, offers more energy per unit weight, and produces 30% less CO2 when burned. The engine can also run on synthetic methane, notes Brooke, making it adaptable to potential future fuels. Synthetic methane can be created as a sustainable fuel with CO2 and hydrogen in a process called methanation. The many cables feeding the electric motors of the turboelectric adaptive jet engine The many cables feeding the electric motors of the turboelectric adaptive jet engineAstro Mechanica In the near-ish future, Brooke intends to build an experimental airframe powered by four Astro Mechanica turboelectric adaptive jet engines and two GE CT7 engines and flying non-stop-supersonic from San Francisco to Tokyo, collecting data, to really ramp up the company's place in aerospace engineering. https://newatlas.com/aircraft/astro-mechanica-turboelectric-adaptive-engine-supersonic/ Spirit Airlines files for bankruptcy: How will it affect your travel plans? Spirit Airlines officially filed for bankruptcy protection Monday after the pioneer of no-frills travel in the U.S. struggled with a long run of quarterly losses, failed merger attempts and looming debt maturities. Spirit's troubles deepened after the collapse of its $3.8 billion planned merger with JetBlue Airways in January and the impact of RTX's, Pratt & Whitney Geared Turbofan engines snag that grounded many of its aircraft. The airline listed its estimated assets and liabilities in the range of $1 billion to $10 billion each, according to a court filing on Monday. Spirit has entered into an agreement with its bondholders that is expected to reduce total debt and provide increased financial flexibility. The airline, as part of the prearranged Chapter 11 bankruptcy protection, has received commitment for a $350 million equity investment from existing bondholders. Existing bondholders will also provide $300 million in debtor-in-possession (DIP) financing, which, together with available cash, is expected to support the airline through the Chapter 11 process. Spirit expects to be delisted from the New York Stock Exchange in the near term. The carrier said it expects to continue its flight operations through the proceedings and customers can book and fly without interruption. Passengers shouldn't worry too much about their travel plans or frequent flyer miles immediately. "In the short term, it will be just smaller," Robert W. Mann Jr., a former airline executive officer and current president of R. W. Mann and Co., an independent airline consultancy, told USA TODAY. "If you’ve already gotten notice of your flight canceled or had to be rebooked, you’ve already gotten that notice." Spirit previously announced pilot furloughs and capacity cuts to address ongoing financial issues, as well as well-documented engine problems that have grounded many Airbus A320s across airlines. Spirit exclusively flies planes in the A320 family so it has been heavily impacted by these faults and was already capping capacity as a result. Here's what passengers need to know as Spirit enters bankruptcy. What happens to already booked flights? Most, if not all, flights should operate as scheduled in the near term. Mann said it's especially unlikely for Thanksgiving travel to be affected, but it is possible that there could be schedule changes and cancellations later in the winter. "It is quite possible that by the 45-day mark, which is kind of the end of the year, that we may have some other changes," Mann said. Travelers with existing Spirit reservations should look out for notifications about any changes to their itinerary from Spirit as their departure date approaches. "Their best notice is going to be the notice they get from the carrier like time changes or rebooking or inability to rebook, cancellations. Then of course, they’re subject to the new (Department of Transportation) rules on how travelers should be handled, so understanding that is probably an important thing," Mann said. The Department of Transportation recently finalized guidelines that require airlines to provide passengers with a full refund if their flight is canceled or delayed more than three hours on a domestic itinerary or six hours on an international itinerary for any reason. Travelers are only eligible for the refunds if they choose not to travel on the delayed flight or on an alternative itinerary offered by the airline. Can I transfer my Spirit loyalty miles/points to another airline? Generally, airline loyalty points or miles are not transferrable, but Mann said frequent flyer programs are valuable assets that often survive bankruptcies. "That is an asset, at least from the standpoint of people who might acquire them. You’re acquiring a customer base as well," he said. "That actually could be a source of funding going forward." It's also possible that Spirit will emerge from bankruptcy through a merger. Many industry watchers anticipate the incoming Trump administration will be more friendly to airlines joining forces than the Biden administration was. Under Biden, a proposed merger between Spirit and JetBlue was struck down, and Frontier Airlines also recently backed out of a bid to combine with its yellow ultra-low cost rival, as first reported by The Wall Street Journal. These deals could be revived, or another potential buyer could step in in a different regulatory environment. If Spirit merges with another airline, it's likely that the frequent flyer program will be part of the package and combined with that of the other carrier. Who keeps Spirit's planes? It depends. Spirit already doesn't own all of its planes. For the part of its fleet that's leased, the lessor will retain possession and will be free to re-lease to Spirit or another airline, depending on what offers are on the table. Planes that Spirit does own could be sold off to raise cash during its bankruptcy, but the airline may choose to sell other assets like gates and airport slots instead if its managers feel the planes are more likely to generate income by remaining in service. https://www.yahoo.com/finance/news/spirit-airlines-files-bankruptcy-affect-115819521.html Wheels Up acquires 17 Phenom 300 Series aircraft Wheels Up has announced the acquisition of GrandView Aviation’s fleet of 17 Embraer Phenom 300 and 300E aircraft. The move expands its fleet aimed at improving reliability and customer experience, particularly during peak travel seasons. The acquisition, supported by a new $332 million revolving credit facility backed by Delta Air Lines, also refinances Wheels Up’s existing fleet. “Our fleet transition starts today with the strategic acquisition of GrandView’s Phenom fleet and the immediate introduction of the Phenom fleet into our programmatic member as well as charter offerings as we head into the peak holiday travel season,” said George Mattson, chief executive officer. “By expanding our fleet with newer, more capable aircraft, we are positioning Wheels Up to remain at the forefront of our industry, offering our customers private aviation solutions that deliver greater flexibility, enhanced comfort, and the reliable access our customers expect.” https://aerospaceglobalnews.com/news/wheels-up-acquires-17-phenom-300-series-aircraft/ CALENDAR OF EVENTS • Elevate Your Organization's Safety Practices with ERAU’s SMS Course in Daytona Beach Nov. 19-21 • The Gulf Flight Safety Association (GFSA) - 26/27 of November 2024; Manama, Bahrain • Sponsor the 2025 Fuzion Safety Conference! March 4 & 5, 2025 (Orlando) • Annual Women in Aviation International Conference, Gaylord Rockies Resort & Conference Center | Denver Colorado, March 27-29, 2025 • 59th Annual SMU Air Law Symposium is scheduled March 31 - April 2, 2025 • Air Charter Safety Foundation (ACSF) Safety Symposium April 7-9, 2025 • AIA Conference: The Aviation Insurance Association's annual conference in Orlando, Florida from April 25–28, 2025 • Sixth Edition of International Accident Investigation Forum, 21 to 23 May 2025, Singapore • The 9th Shanghai International Aerospace Technology and Equipment Exposition 2025; June 11 to 13, 2025 Curt Lewis