Flight Safety Information - December 19, 2024 No. 252 In This Issue : Marine Ospreys flights resume after safety pause; other tiltrotors remain grounded : Two men arrested after drone flies ‘dangerously close’ to Boston’s Logan Airport, police say : New F130 engine for B-52 bomber completes critical design review, Rolls-Royce says : Accident: EAT A306 at Leipzig on Feb 9th 2024, tail strike on go around : Improving aviation safety standards one student at a time : Incident: Morningstar B752 at Moncton and Halifax on Dec 12th 2024, multiple electrical failure indications : Artificial Intelligence Could be the Key to Predictive Aviation Safety : Incident: Westjet Encore DH8D at Kelowna on Dec 4th 2024, landed below minimum fuel : NORDO pilot chastised by helicopter pilot : Incident: Virgin Atlantic A339 over Atlantic on Dec 17th 2024, multiple system failures : Calendar of Events Marine Ospreys flights resume after safety pause; other tiltrotors remain grounded By SETH ROBSON AND HANA KUSUMOTO STARS AND STRIPES December 11, 2024 A Marine Corps MV22 Osprey lands near Mount Fuji while Japan Ground Self-Defense Force soldiers secure the area during training on March 15, 2022. (Akifumi Ishikawa/Stars and Stripes) YOKOTA AIR BASE, Japan — The U.S. Marine Corps has resumed flying its MV-22B Ospreys days after the U.S. military grounded the entire tiltrotor fleet due to safety concerns, according to a 1st Marine Aircraft Wing spokesman. “The Deputy Commandant for Aviation has directed the resumption of non-essential MV-22 Osprey flight operations after a thorough fleet review conducted during the operational pause,” Maj. Joseph Butterfield, a spokesman for the Okinawa-based 1st Marine Aircraft Wing, said by email Wednesday. The Department of Defense grounded its entire tiltrotor fleet Monday while investigating whether weakened metal components played a role in a recent near-crash. The Marine Ospreys had been grounded since Friday. An investigative report published last month by The Associated Press found that Osprey parts are wearing out faster than expected and the hybrid aircraft design itself is contributing to many of the accidents. U.S. Air Force and Japanese tiltrotors remained grounded Wednesday, according to officials from both countries. U.S. Navy spokespeople did not immediately respond to emails requesting the flight status of the service’s Ospreys that day. The Marines’ MV-22B flight operations are cleared to resume with certain temporary restrictions in place and exemptions for mission requirements, Butterfield wrote. “This guidance will be revisited following an interservice review later this week,” he said. The Air Force Special Operations Command has not resumed CV-22B flight operations, Capt. Richard Caesar, a spokesman for the Okinawa-based 353d Special Operations Wing, said by email Wednesday. “We are in close coordination with the V-22 Joint Program Office and aware of their operational pause recommendation,” said a statement attached to his email. Concurring with the recommendation, AFSOC commander Lt. Gen. Michael Conley has directed a pause for all CV-22 flight training, the statement said. “A pause in flight training operations allows time and space for us to understand what happened in the most recent event before we accept risk with unknown variables,” the statement said. The Japanese military’s 17 Ospreys were grounded Tuesday with exceptions only for mercy flights such as disaster relief, Kimihito Aguin, the spokesman for Japan’s Ministry of Defense, said at a news conference that day. “Ensuring flight safety is the top priority for Osprey flight operations within Japan,” he said, according to a transcript on the ministry’s website. “We will carry out confirmation work to ensure safety after receiving detailed information from the U.S. side.” Soldiers storm out of a Japanese V-22 Osprey during training at Camp Kisarazu, Japan, June 16, 2022. (Akifumi Ishikawa/Stars and Stripes) The Ospreys remained grounded Wednesday, according to a Japan Ground Self-Defense spokesman. Some Japanese government officials may speak to the press only on condition of anonymity. The Japanese Ospreys had resumed flying on Nov. 15. The fleet was grounded in late October after one of the aircraft tilted violently during takeoff and struck the ground in Okinawa prefecture. The pause to U.S. Osprey flights was recommended last week “out of an abundance of caution” by Vice Adm. Carl Chebi, the head of Naval Air Systems Command, which runs the Osprey program for the military. A near-crash on Nov. 20 at Cannon Air Force Base, N.M., had similarities to a crash off the coast of Japan in November of last year that killed eight Air Force Special Operations Command service members. That tragedy led the U.S. military to ground its fleet of about 400 Ospreys between Dec. 6 and March 8 while investigators examined the cause. Read more at: https://www.stripes.com/branches/marine_corps/2024-12-11/osprey-safety-marine-corps-japan-16128623.html Two men arrested after drone flies ‘dangerously close’ to Boston’s Logan Airport, police say The arrests come amid heightened concerns about a series of drone sightings in the Northeast in recent weeks. By Eric Levenson, CNN Published Dec 16, 2024 10:18 AM CST | Updated Dec 16, 2024 10:18 AM CST A Delta airplane takes off from Boston Logan International Airport in March 2023. Two men were arrested on December 14 on trespassing charges after a drone came “dangerously close” to Logan International Airport. (Photo Credits: Pat Greenhouse/The Boston Globe via Getty Images/FILE via CNN Newsource) (CNN) — Two men were arrested Saturday night on trespassing charges after a drone came “dangerously close” to Logan International Airport in Boston, police said in a statement. The incident began Saturday afternoon when a Boston police officer detected an “Unmanned Aircraft System,” or UAS, operating “dangerously close” to the airport, according to police. The officer used advanced UAS monitoring technology to identify the drone’s location, flight history and its operators’ position on the largely uninhabited Boston Harbor Island known as Long Island, police said. The Boston Police Harbor Patrol Unit was dispatched to the island and found three people inside the decommissioned Long Island Health Campus, police said. The suspects fled on foot, but two were captured and a drone was found inside one suspect’s backpack, according to police. The third person is believed to have fled in a small vessel, and the search is ongoing. Robert Duffy, a 42-year-old of Charlestown, and Jeremy Folcik, a 32-year-old of Bridgewater, were arrested and face charges of trespassing, police said. Further fines and charges are possible. They are scheduled to be arraigned in Dorchester District Court, police said. The arrests come amid heightened concerns about a series of drone sightings in the Northeast in recent weeks. Officials have urged calm and emphasized there is no evidence suggesting the sightings pose a security threat, but they have raised pressure on federal agencies to provide more information about them. A total of 791,597 drones are registered with the FAA, nearly evenly divided between commercial and recreational use. They are used in various industries, including photography, agriculture and law enforcement. Drone operators should not fly near airports because “it is difficult for manned aircraft to see and avoid a drone while flying,” the FAA states. “The Boston Police Department reminds recreational drone operators of the importance of adhering to Federal Aviation Administration (FAA) safety guidelines,” police said in a statement. “Operators are prohibited from flying drones over people or vehicles and must be aware of airspace restrictions. Even small drones pose significant risks, including the potential for catastrophic damage to airplanes and helicopters. Near-collisions can cause pilots to veer off course, putting lives and property at risk.” New F130 engine for B-52 bomber completes critical design review, Rolls-Royce says Ricardo Meier December 14, 2024 Turbofan will replace the aging Pratt & Whitney TF-33s as part of the CERP program, which aims to update the U.S. Air Force’s eight-engine aircraft US Air Force B-52H bomber (USAF) Rolls-Royce announced that it has successfully completed the Critical Design Review (CDR) of the F130 engine, which will power the B-52J, an update of the U.S. Air Force’s (USAF) oldest strategic bomber. The step brings one step closer to the first flight of one of Boeing’s eight-engine jets. The review was carried out in October, but was only revealed by the manufacturer this week. The F130 is a derivative of the BR725 civil turbofan, used in business jets. It was selected by the USAF in 2021 for the CERP (Commercial Engine Replacement Program), which aims to replace Pratt & Whitney’s TF-33 engines. Rolls-Royce has spent the past two years developing the engine with Boeing and now plans to begin altitude testing in February at the U.S. Air Force Arnold Engineering Development Complex in Tullahoma, Tennessee. Rapid Twin Pod at NASA (Rolls-Royce) “Rolls-Royce also recently completed the first phases of F130 sea-level tests in its Indianapolis facilities and wrapped up Rapid Twin Pod Tests at NASA Stennis Space Center this summer,” the company said. The NASA tests are taking place in the B-52’s signature dual-pod engine configuration, which carries its eight engines in pairs. As part of the contract with the U.S. Department of Defense, the F130 engines will be manufactured, assembled and tested at Rolls-Royce’s Indianapolis facility. B-52’s new F130 engines (RR) The CERP program calls for the replacement of engines on 76 B-52H bombers, but a lack of funding for the project has pushed back entry into service to 2033. In addition to the F130 engine, the “BUFF”, as it is informally known in the Air Force, will also feature an APG-79 AESA radar starting in 2027, when it will be designated B-52J. The Air Force plans to keep the B-52 in operation until 2050, alongside the B-21 Raider, a stealth bomber under development by Northrop Grumman. Accident: EAT A306 at Leipzig on Feb 9th 2024, tail strike on go around By Simon Hradecky, created Sunday, Feb 11th 2024 12:23Z, last updated Wednesday, Dec 18th 2024 19:18Z Note: See photos in the original article. An EAT Leipzig Airbus A300-600 freighter, registration D-AZMO performing flight QY-995 from Tel Aviv (Israel) to Leipzig (Germany) with 2 crew, was landing on Leipzig's runway 26L at 17:54L (16:54Z) when the crew initiated a go around from very low height. The tail contacted the runway surface, the aircraft climbed out to safety and positioned for an approach to runway 26R where the aircraft landed without further incident about 20 minutes later. There were no injuries, the aircraft sustained substantial damage however. The operator had suffered another tailstrike of another A306 just two days earlier, see Incident: EAT A306 at Warsaw on Feb 7th 2024, tail strike on landing. On Feb 12th 2024 Germany's BFU reported, that they have rated the occurrence an accident and have opened an investigation into the occurrence. On Jun 3rd 2024 the BFU reported the aircraft was performing an ILS approach to runway 26L, the approach was stable. In the flare in cross wind, while aligning the aircraft with the runway, the aircraft touched down and became airborne again, banked to the right and touched down a second time. Both pilots called "Go Around", the captain took control of the aircraft, performed the go around and subsequent landing. During the rejected/balked landing the tail of the aircraft contacted the runway surface causing damage to both structure of the aircraft as well as to the runway surface (scratched open over a length of several meters). On Dec 18th 2024 the BFU released their final factual report with no analysis and conclusions. The BFU reported the aircraft sustained substantial damage and rated the occurrence an accident. The BFU summarized the sequence of events: The Airbus A300F4-622R (A300) was on a cargo flight from Tel Aviv, Israel, to Leipzig/Halle, Germany. Two pilots were on board of the airplane. At 0821 hrs on the day of the occurrence, the two pilots had taken off with the airplane from Leipzig/Halle Airport and flew to Tel Aviv, where they landed at 1252 hrs local. At 1449 hrs, the airplane took off from Tel Aviv for the return flight after it had been unloaded and re-loaded. For the landing at Leipzig/Halle, an instrument approach procedure to runway 26L was planned and performed. At 1722 hrs, the pilots performed the approach briefing. At 1747 hrs, the airplane captured the localizer and the pilots received the clearance for an ILS approach 26L. At 1749 hrs, the Pilot In Command (PIC) in his function as Pilot Monitoring (PM) reported “localizer established”. The approach was flown manually and the engine thrust levers were controlled manually. During the approach, the landing checklist was completed and at 1753:20 hrs, at 1,000 ft, the co-pilot, as Pilot Flying (PF), determined the approach as stabilised. The PIC confirmed it and the approach was continued. As the runway was reached, the co-pilot initiated the flare of the airplane and attempted to align it with the runway from a crosswind approach. At 1754:31 hrs, the airplane touched down for the first time. It lifted off again, rolled right and at 1754:34 hrs, touched down again. At 1754:37 hrs, both pilots almost simultaneously said “go-around” and the PIC intervened in the steering. From 1754:38 hrs on, engine thrust increased again. The PIC performed the go-around and acted as PF until the landing at 1812 hrs on runway 26R. During the aborted landing, a tailstrike occurred where the aft, lower fuselage structure and the surface of runway 26L were damaged. Metars: EDDP 091850Z AUTO 19010KT 9999 SCT039 12/08 Q0990 NOSIG= EDDP 091820Z AUTO 19006KT 9999 BKN041 11/08 Q0990 NOSIG= EDDP 091750Z AUTO 18007KT 9999 FEW045 11/08 Q0990 NOSIG= EDDP 091720Z AUTO 18006KT 9999 SCT041 12/08 Q0990 NOSIG= EDDP 091650Z AUTO 19008KT CAVOK 12/08 Q0989 NOSIG= EDDP 091620Z AUTO 20009KT CAVOK 12/08 Q0989 NOSIG= EDDP 091550Z AUTO 20012KT CAVOK 12/08 Q0989 NOSIG= EDDP 091520Z AUTO 21011KT CAVOK 13/08 Q0989 NOSIG= EDDP 091450Z AUTO 21013KT CAVOK 13/08 Q0989 NOSIG= EDDP 091420Z AUTO 21013KT 9999 FEW042 13/08 Q0989 NOSIG= EDDP 091350Z AUTO 21011KT 9999 BKN036 13/09 Q0989 NOSIG= EDDP 091320Z AUTO 20013KT 9999 SCT039 13/09 Q0989 NOSIG= EDDP 091250Z AUTO 20012KT 9999 BKN037 13/09 Q0989 NOSIG= The damage seen after landing: See photos in the original article. Improving aviation safety standards one student at a time Purdue Global’s Marisa Aguiar shares her passion for increased awareness and improvements in safety in the aviation industry Marisa Aguiar’s passion for online learning and aviation safety standards is preparing students for careers in the aviation industry. (Photo courtesy of Phoenix East Aviation/Michaela Gaddis) December 18, 2024 Adam Bartels WEST LAFAYETTE, Ind. — Marisa Aguiar’s path as an aviation educator was shaped by a deeply personal event that cast a long shadow over her early view of the aviation world. Her father was the pilot of American Eagle Flight 4184 that crashed near Roselawn, Indiana, in 1994. “Growing up in the shadow of my father’s accident, aviation was something that wasn’t discussed much in my family,” Aguiar said. However, an encounter at a 20-year memorial observance for the crash with one of the lead investigators from the National Transportation Safety Board (NTSB) changed everything. Both the Federal Aviation Administration and NTSB ruled the crash was caused by ice buildup on the plane’s wings. “He told me things I had never heard before, including that my dad was a great pilot,” she said. “I became hungry to learn everything I could about aviation.” Today Aguiar, an adjunct professor in Purdue Global’s School of Aviation, is a passionate aviation researcher and advocate for student success. With a rich background in aviation safety research, she brings a genuine commitment to mentoring the next generation of aviation professionals. “Safety was what my dissertation was on — specifically safety management systems,” Aguiar said. “My father’s accident was one of a series of incidents around that time, so safety management systems were an important piece that came out of that, and we’re still moving the needle on that.” Aguiar earned a master’s degree in aeronautical science and a doctorate in aviation with a focus on human factors and aviation safety from Embry-Riddle Aeronautical University. Her research interests include metacognitive situation awareness, safety management systems, data mining and predictive modeling. Throughout her career, Aguiar has contributed to the aviation industry through journal articles and served as co-author of the book “Safety Management Systems: Applications for the Aviation Industry.” She also works to bridge the gap between academia and industry, using her knowledge to enhance aviation safety practices and to guide students toward successful careers. Watch Video Finding her landing at Purdue Global Aguiar joined Purdue Global in August 2020, at a time when her life was undergoing significant changes both personally and professionally. “I was still finishing my dissertation, and my second son had just been born in January 2020, right before COVID-19 shut everything down,” she said. The pandemic gave her a new perspective on work-life balance. “I loved working remotely. It allowed me to be a present parent for the first time since having children, and I wasn’t going back.” When Aguiar realized that her specialized PhD might not open doors for traditional aviation roles, she found a teaching opportunity with Purdue Global’s newly created professional flight program. “I met with Lynn Massenzio (associate dean of Purdue Global’s College of Social and Behavioral Sciences), and I knew this was where I belonged,” Aguiar said. “It wasn’t just a job — it was a place where I could thrive.” Purdue Global’s School of Aviation is a collaboration with Purdue University’s School of Aviation and Transportation Technology. The collaboration, which was announced in 2019, combines the quality of Purdue’s legendary aviation program and aviation history with Purdue Global’s flexibility and affordability. Course development, teaching and mentorship Aguiar teaches a range of courses within the aviation program, with a strong focus on aviation business, management and statistics. “The courses I teach are so important because they prepare students to become leaders in the industry,” she said. “It’s not just about producing good workers — it’s about fostering competent managers and strong leaders who can navigate the complexities of aviation.” Her teaching philosophy is rooted in her belief that education should empower students to realize their full potential. “I’m here to serve as a guide for their success,” Aguiar said. “That’s why I provide my personal contact information and encourage open communication. Life happens, and I want my students to know they can reach out when they need support.” One of the key components of her courses are the seminars, which serve as a vital tool for student engagement. “Since this is a remote program, it’s crucial to create a sense of community,” Aguiar said. “The seminar helps break down the barriers that can make students feel isolated or unsupported. We create an inclusive environment where students can thrive.” Aguiar’s dedication to student success has had a lasting impact on many of her students. “I’ve had the privilege of writing recommendation letters for several students who have gone on to get promotions or pursue further educational opportunities,” she said. “Seeing them achieve success is incredibly rewarding.” Aguiar has played an instrumental role in the development of the aviation management degree program, helping to shape its curriculum. “I served as the aviation expert to support the team in creating the program,” Aguiar said. “One of my proudest accomplishments is the creation of AV 499, the capstone course for the program. I’m thrilled to have had the chance to both develop and teach it.” As the aviation industry continues to evolve and embraces online learning, Aguiar believes that staying ahead of trends is essential. “Course updates and revisions will be critical to ensure our students are receiving the most accurate and relevant information,” she said. “We need to continue adapting our curriculum to meet the changing needs of the industry.” Aguiar said the online learning environment allows for so much more flexibility for students, providing options for classes and flight training with an official flight school partner at a location close to where they live. “If you think about the flight student, they’ve got their head in the clouds — their passion is not on paper,” Aguiar said. “These are students who want to be engaged in the industry. This program provides the necessary academic content and support in a format that is realistic and flexible while they’re earning the degree and advancing their careers at the same time. That immersion in the industry coupled with quality education while training at your flight school of choice — online learning really is the way to go.” As Aguiar continues her work at Purdue Global, she is excited about the future of aviation education. “I have thoroughly enjoyed the cognitive process behind researching and synthesizing the development of content for course creation,” she said. “The way we approach aviation education and the skills we teach will be critical to shaping the next generation of aviation professionals.” Incident: Morningstar B752 at Moncton and Halifax on Dec 12th 2024, multiple electrical failure indications By Simon Hradecky, created Wednesday, Dec 18th 2024 21:53Z, last updated Wednesday, Dec 18th 2024 21:53Z A Morningstar Boeing 757-200, registration C-FMHA performing flight MAL-7054 from Moncton,NB to Halifax,NS (Canada), departed Moncton's runway 29. During the initial climb the crew declared PAN PAN due to multiple electrical failure indications. The crew continued the climb to 15,000 feet and landed on Halifax's runway 23 about 27 minutes after departure. The Canadian TSB reported: "Just after rotation from CYQM, the crew received multiple electrical failure indications, including airspeed indication, vertical speed indication, wind shear, left and right engine EEC EICAS, Mach/Trim EICAS, and radio EICAS. The crew performed all required quick reference handbook procedures and declared PAN PAN with ATC. Additional failures and alerts occurred enroute to CYHZ. The crew landed the aircraft safely. Once on the ramp, maintenance began troubleshooting the issues. Water was found in the electrical bay under the main cargo door. Once the system was checked and the water removed, the aircraft was returned to service." The aircraft remained on the ground for about 2.5 hours, then departed for the next sector. https://flightaware.com/live/flight/MAL7054/history/20241212/2145Z/CYQM/CYHZ Artificial Intelligence Could be the Key to Predictive Aviation Safety USA - English News provided by Flight Safety Foundation Oct 11, 2024, 13:30 ET Find out more at IASS 2024 in Rio de Janeiro ALEXANDRIA, Va., Oct. 11, 2024 /PRNewswire/ -- The goal for aviation is a proactive safety regime that will enable airlines, regulators, air navigation service providers, and other industry stakeholders to identify, understand, and mitigate emerging risks well before they result in an accident or incident. Artificial intelligence (AI) and advanced computing are seen as keys to achieving that goal, but how does the industry harness that potential and make proactive safety a reality? At Flight Safety Foundation's 77th annual International Aviation Safety Summit (IASS) next month in Rio de Janeiro, a panel of experts from some of the world's most advanced safety information collection, analysis, and sharing programs will discuss how their programs are pushing the boundaries of safety through advanced data sharing, collaborative analysis, and cross-regional cooperation. Leaders from the Brazilian Commercial Aviation Safety Team, the U.S. Aviation Safety Team, and the European Union Aviation Safety Agency's Data4Safety program will explore how integrating diverse safety data and methodologies can potentially transform aviation safety and foster a global network committed to innovation and excellence in risk management. Commercial aviation in all its forms runs on and produces vast amounts of data, and it has long been understood that unlocking that data is essential for continuous safety improvement. In a separate session, a panel of technology experts will dive into how AI and advanced computing are being used to improve aviation safety processes and to better understand new data streams and the relationships between hazards, as well as other factors that could affect the safety of flight. IASS 2024 is scheduled for Nov. 5–7 at the Grand Hyatt Rio de Janeiro. For more information and to register, please visit the IASS 2024 page on the Foundation's website. About Flight Safety Foundation Flight Safety Foundation is an independent, nonprofit, international organization engaged in research, education, advocacy, and communications to improve aviation safety. The Foundation's mission is to connect, influence, and lead global aviation safety. Media Contact: Frank Jackman Director, Communications and Research +1 703.739.6700, ext. 116 jackman@flightsafety.org Incident: Westjet Encore DH8D at Kelowna on Dec 4th 2024, landed below minimum fuel By Simon Hradecky, created Wednesday, Dec 18th 2024 22:02Z, last updated Wednesday, Dec 18th 2024 22:02Z A Westjet Encore de Havilland Dash 8-400, registration C-GWEJ performing flight WR-3367 from Calgary,AB to Nanaimo,BC (Canada) with 82 people on board, was on approach to Nanaimo when the crew needed to perform a missed approach due to weather conditions and decided to divert to their alternate Kelowna,BC (Canada), however, the approach to Kelowna was not immediately available due to traffic. After assessing the situation the crew declared Mayday and landed safely in Kelowna. The Canadian TSB reported the aircraft landed with 200 lbs less fuel than had be determined the minimum fuel reserve. https://flightaware.com/live/flight/WEN3367/history/20241204/1925Z/CYYC/CYCD NORDO pilot chastised by helicopter pilot By General Aviation News Staff · December 17, 2024 · 7 Comments This is an excerpt from a report made to the Aviation Safety Reporting System. The narrative is written by the pilot, rather than FAA or NTSB officials. To maintain anonymity, many details, such as aircraft model or airport, are often scrubbed from the reports. On approach into Runway XX, another aircraft was seen that landed and vacated Runway XY. A helicopter had been holding short of Runway XY on Runway XX, and once the aircraft landing Runway XY had cleared, the helicopter turned east and moved off the runway. It appeared they were departing to the east. The approach was continued and landing executed on Runway XX maintaining visual separation with and staying well clear of the helicopter. My aircraft is a PA-11 with no electrical system, radio, or transponder. After pushing my aircraft into a hangar, the helicopter pilot came over clearly angry that I had landed with no radio and that he didn’t know where I was. I had a good discussion with his boss and chief pilot of the flight school, with which he was employed. We discussed no radio procedures at non-towered airports and their perspective from flight training perspective. I’ve since purchased a handheld radio to use on flights in the future. Primary Problem: Human Factors ACN: 2143461 Incident: Virgin Atlantic A339 over Atlantic on Dec 17th 2024, multiple system failures By Simon Hradecky, created Wednesday, Dec 18th 2024 17:30Z, last updated Wednesday, Dec 18th 2024 17:30Z A Virgin Atlantic Airbus A330-900, registration G-VLDY performing flight VS-118 (dep Dec 16th) from Miami,FL (USA) to London Heathrow,EN (UK), was enroute at FL370 about 600nm south of Keflavik (Iceland) when the crew initiated a descent to FL280 out of RVSM (Reduced Vertical Separation Minima) airspace. The aircraft continued to London for a safe landing on runway 27R about 3.5 hours later. A listener on frequency told The Aviation Herald, that the crew on HF radio reported the failure of their CPDLC and autopilot malfunctions. Later, with a company aircraft in VHF radio reach and able to communicate with engineering, the crew told they had Auto Flight Autopilot off, Flight Controls Alternate Law and Flight Controls Trim 1 and 2 ECAM messages. It appeared they needed to handfly a major distance over the Atlantic Ocean. The aircraft is still on the ground in London about 34 hours after landing. https://flightaware.com/live/flight/VIR118/history/20241216/2215Z/KMIA/EGLL Curt Lewis