Flight Safety Information - December 23, 2024 No. 254 In This Issue : Questions asked about V-22 Osprey, the tiltrotor aircraft that has claimed 62 lives : What Is Safety Culture In US Aviation & Why Is it Important? : Boeing’s F-15EX Eagle II Fighter: No Stealth, No Problem : Airbus A321XLR GTF engine certified by FAA : Boeing 767s and 777s Are Back in Production : Cabin Crew Injury from Fall : Incident: India A20N at Goa on Dec 5th 2024, rejected takeoff from taxiway : Incident: Qantas A332 over Pacific on Dec 3rd 2024, sparks seen from engine : Incident: Westjet B38M enroute on Dec 4th 2024, first officer incapacitated : The Crude Reality of the Crewed Aviation Safety Record : Help Wanted: Labor Relations Counsel : Help Wanted: Air Traffic Management & Technology Engineer : Laser Strikes on Aircraft Surge Amid Mystery Drone Sightings : Calendar of Events Questions asked about V-22 Osprey, the tiltrotor aircraft that has claimed 62 lives 18th December 2024 at 1:14pm Watch Video in the original article: The V-22 Osprey is unique, but is it safe to fly? The Bell Boeing V-22 Osprey is unique, being a tiltrotor military transport and cargo aircraft that offers both vertical and short take-off and landing capabilities. The Osprey is operated by the United States and Japan, who appreciate the fact that it blends the functionality of a regular helicopter with the long-range and high-speed capability of a fixed-wing aircraft. The V-22 first flew in 1989 and entered service in 2007, and is known to have been involved in 63 "occurrences" – with 62 people being killed. • USAF Osprey undergoes flight deck training on HMS Queen Elizabeth • Royal Marines make history by squeezing Polaris light strike vehicle into Osprey • RFA Mounts Bay operates with US Osprey in historic first According to the US Aviation Safety Network, an occurrence can be anything from a warning light coming on to a hard landing or fatal crash. Both the US and Japan temporarily ground either individual aircraft or sometimes their entire Osprey fleet in the wake of an occurrence. Pilot error may be to blame – as was the case in October 2024 with a Japanese Ground Self-Defence force Osprey. This began rolling left and right after an aborted take-off, resulting in the aircraft's left engine nacelle hitting the ground, although nobody was injured. Mechanical failure But questions continue to be raised about whether or not the aircraft is inherently safe – and, if not, what could be used to replace it. Aviation expert Bill Sweetman told BFBS Forces News how one of the recent occurrences was linked to a mechanical failure in part of the drive system. He said: "This comes after an accident last year where a US Air Force V-22 crashed off the coast of Japan and the occupants unfortunately were lost. "And that was again, it seems, to have been due to mechanical failures, the breakage of some of the gear wheels in the transmission of the top rotor." In United States service, the Osprey is flown mainly by the US Marine Corps, but is also used by the US Navy to deliver cargo to ships at sea and by the US Air Force for special operations. No alternatives Despite its seemingly poor accident record, Mr Sweetman said there were no obvious alternatives that could be used to replace the Osprey, should it be pulled from active service. "It's not possible, for example, simply to replace it by the Chinook, because the Chinook is not designed to be carried on ships," he explained. "It stands too high off the ground to fit inside the hangars of the amphibious ships that the Marines use. "So there's no real substitute for it for special operations. The speed and range is very advantageous. "Quite simply, you can get in and out over a longer distance under the cover of night, which is what they really care about." He suggested one of the Osprey's main weaknesses was the small size of the rotor blades and the necessary power that had to be put through the rotors to compensate. "It's a pretty heavy helicopter," he said. "It is quite large and very powerful. Its rotors are relatively small. "When you have smaller rotors, you need to put more power in them. "So you've got very, very finely loaded transmissions between the rotor, that spins at perhaps a few hundred rpm, and the engine, which is going 15,000 rpm, and problems in that area are almost to be expected." Huge amount of power Because the rotors are spinning so fast, the Osprey creates far more downwash than a conventional helicopter's larger blades that spin more slowly. "The other problem is, again because of the relatively small rotor, very rapid downwash below the aircraft. Standing underneath this thing is like being in a tornado," he said. "If you watch Marines doing a fast rope operation out of this aircraft, the first guy down has to pretty much lay down on the rope to secure it because the wind is whipping it around. "And there are videos where the second guy down jumps on top of the first guy to hold the rope down. "If there's any kind of loose dirt, loose soil or loose vegetation underneath the aircraft, you get a tremendous dust cloud coming up – and some of that dust is going to go into the engine inlets." What Is Safety Culture In US Aviation & Why Is it Important? By Nicole KyliePublished Nov 24, 2024 Note: See photos in the original article. Safety culture is a cornerstone of aviation operations worldwide, and in the United States, it serves as the backbone of the industry’s safety record. While the term "safety culture" may seem abstract, it plays a concrete and vital role in ensuring the wellbeing of passengers, crew, and ground staff. Defining safety culture in aviation Safety culture refers to the collective mindset, behaviors, and values shared by individuals and organizations that prioritize safety above all else. In the context of aviation, safety culture encompasses everything from adherence to protocols and open communication to continuous training and reporting of safety concerns. According to SKYbrary, safety culture refers to: “The way safety is perceived, valued and prioritized in an organization. It reflects the real commitment to safety at all levels in the organization.” The aviation industry operates under strict regulations, but a robust safety culture goes beyond compliance. Here are some key pillars of a strong safety culture in the US: Pillar: Description Leadership Commitment Leadership plays a pivotal role in shaping safety culture. Airlines and aviation organizations in the US, from commercial carriers to cargo operators, emphasize top-down commitment to safety. Leaders model behavior, allocate resources for safety initiatives, and create an environment where safety concerns can be addressed without fear of retaliation. Open Communication Open and honest communication is critical to identifying and mitigating risks. Programs like the FAA’s Aviation Safety Reporting System (ASRS) encourage pilots, crew, and ground staff to report potential safety hazards anonymously. This helps organizations identify systemic issues and implement preventive measures. Continuous Training Safety is a dynamic goal that evolves with new technology, regulations, and industry practices. For instance, pilots and maintenance technicians undergo recurrent training to ensure they’re prepared for both routine operations and emergencies. Proactive Risk Management A strong safety culture focuses on identifying risks before they become incidents. Tools such as Safety Management Systems (SMS) are widely used across the US aviation industry to proactively analyze data, assess risks, and implement mitigation strategies. Why safety culture is critical in US aviation The importance of safety culture in US aviation cannot be overstated. US airlines carry millions of passengers annually. A robust safety culture reassures travelers that airlines prioritize their safety above profitability or convenience, thereby fostering trust in the system. Further, with the Federal Aviation Administration (FAA) leading global aviation safety standards (more on this below), a strong safety culture ensures compliance with domestic and international regulations. This commitment strengthens the US’s leadership in global aviation. It’s important to note that many aviation accidents are attributed to human factors such as miscommunication or failure to follow procedures. A strong safety culture minimizes these risks through training, clear protocols, and proactive risk identification. Lastly, the US aviation industry recognizes that safety and efficiency often go hand in hand. A culture that prioritizes safety reduces disruptions caused by incidents, equipment failures, or regulatory non-compliance, leading to smoother operations and cost savings. Holding FAAST(eam) to safety culture The FAA defines safety culture as an environment where “safety is a core value, and individuals at all levels commit to continuously improving safety.” In simpler terms, it’s not just about meeting regulations but fostering an attitude where safety is ingrained in everyday operations. To uphold this safety culture, the FAA has established the FAA Safety Team (FAASTeam), an educational outreach arm, who are committed to “Lower[ing] the Nation’s aviation accident rate by conveying safety principles and practices through training, outreach, and education; while establishing partnerships and encouraging the continual growth of a positive safety culture within the aviation community”. The FAASTeam is made up of volunteers and industry members, such as companies and associations who have a stake in aviation safety. According to the FAA, it applies a Safety Risk Management approach, using system safety principles, risk prioritization, and new technology concepts. The team uses system safety techniques to shift the safety culture towards the reduction of aviation accidents. Challenges and opportunities ahead While the US aviation industry has made significant strides in fostering a strong safety culture, challenges remain. The increasing complexity of aviation technology, growing passenger numbers, and evolving security threats require constant adaptation. Additionally, a significant challenge lies in the following common barriers to safety culture that are observed not only in the US, but around the world: • Fear of Retaliation: Employees may hesitate to report issues if they fear punishment, leading to unaddressed safety risks. • Resource Constraints: Insufficient funding or staffing can undermine safety initiatives and training programs. • Complacency: Assuming safety is already achieved may lead to lapses in vigilance and protocol adherence. • Poor Communication: A lack of open communication channels can result in overlooked hazards and missed opportunities to improve. Fortunately, these challenges also present opportunities to innovate, enhance training programs, and refine risk management practices. Conclusion: a culture of safety for the future Safety culture in US aviation is not just a buzzword — it’s a fundamental element of the industry’s success. By prioritizing safety through leadership, training, open communication, and risk management, US airlines continue to set global benchmarks for safety and efficiency. As the aviation industry evolves, maintaining a strong safety culture will remain critical to ensuring the trust and security of passengers, crew, and all stakeholders. Boeing’s F-15EX Eagle II Fighter: No Stealth, No Problem By Peter Suciu • F-15EX. F-15EX. Image Credit: Boeing. Key Points: Boeing has delivered its first Lot 2 F-15EX Eagle II, designated EX-09, to the U.S. Air Force, marking a milestone in the modernization of its aging F-15C/D fleet. This next-generation fighter offers cutting-edge enhancements, including advanced radar, electronic warfare systems, and a 28% larger payload. -Its Open Mission Systems Architecture ensures adaptability for future combat needs, such as operating with drones and deploying hypersonic weapons. -Boeing, amid industry challenges, views the F-15EX as key to sustaining its defense relevance, with domestic orders and international interest from Israel, Indonesia, and Saudi Arabia. -The F-15EX promises rapid deployment, affordability, and longevity. Boeing Delivers First Lot 2 F-15EX Eagle II to U.S. Air Force for Testing Another F-15EX Eagle II has been hatched – the first from Lot 2 for the United States Air Force. According to Boeing, the aircraft – designated EX-09 – was moved from the Boeing final assembly line to the testing facility at the St. Louis International Airport, where it will undergo testing and verification. “Eagle II on the move! #F15EX EX9, the first jet in Lot 2 for the @USAirForce, is moving from the factory to the flight line in preparation for flight testing,” Boeing Defense announced in a post on X, the social media platform formerly known as Twitter, and Facebook. Boeing had previously delivered eight Eagle IIs from the first production lot, and according to Defense Industry, six of those fighters are now at Eglin Air Force Base (AFB), Florida, “undergoing developmental testing, experimentation, and training operations,” while the two others – EX-07 and EX-08 – are now in service with the Oregon Air National Guard’s 142 Wing. Boeing Ending Year on a High Note It isn’t an overstatement to suggest that 2024 hasn’t been a good year for Boeing – the company has been under Federal Aviation Authority (FAA) scrutiny after an Alaska Airlines 737 Max had a door plug blow out shortly after takeoff in January, while it faced production delays and a labor strike. In July, the aerospace firm announced it would plead guilty to fraud related to the approval of its 737 Max. Two of those aircraft crashed, killing a total of 346 people in accidents in Indonesia and Ethiopia in 2018 and 2019. However, by pleading guilty to a felony, Boeing would normally be excluded from bidding on military contracts. The Department of Defense (DoD) has the leeway to grant exceptions, while Boeing will continue to fulfill its existing contracts including those for the F-15EX. Boeing Needs the F-15EX The defense contractor is currently producing 48 additional Eagle IIs that will be manufactured in three subsequent lots, while Israel has placed orders for 25 Eagle IIs via the U.S. State Department’s Foreign Military Sales (FMS) program. The aircraft will replace the U.S. Air Force’s aging F-15C/D models. Production of the F-15EX is running concurrently with the F-15QA Ababil, which is being produced for Qatar and other international customers. Boeing is eager to close a deal with the Pentagon to bring the total order of the F-15EX Eagle II to 108 aircraft – and perhaps even more. At the same time, it is courting foreign buyers, including Indonesia, Poland, and Saudi Arabia. F-15EX. Image Credit: Creative Commons The company needs to stay relevant in the military aviation sector – as the U.S. Navy remains the only customer for the F/A-18E/F Super Hornet, and while the company secured a $1.3 billion contract for 17 new carrier-based fighters earlier this year, production is now on track to cease in 2027. All in on the F-15EX The F-15EX is a two-seat all-weather, multirole fighter that offers enhanced capabilities that are unique to the U.S. Air Force. It includes fly-by-wire flight controls, new weapons stations, a new electronic warfare suite, advanced radar and computer, conformal fuel tanks, and a strengthened airframe. The improved F-15EX also features a deep magazine that will allow it to carry a load of advanced weapons – yet with a 28 percent larger payload than the F-15E. At the same time, the Eagle II has been touted to require only minimal transitional training and little additional manpower from the older versions of the F-15. According to the Air Force, it has also required little to no infrastructure changes.An F-15EX Eagle II from the 85th Test and Evaluation Squadron, 53rd Wing, takesflight for the first time out of Eglin Air Force Base, Fla., April 26, 2021, prior to departure for Northern Edge 2021. The F-15EX brings next-generation combat technology to a highly successful fighter airframe that is capable of projecting power across multiple domains for the Joint Force. (U.S Air Force photo by 1st Lt Savanah Bray) The Air Force has estimated that the F-15EX fighter shares about 70 percent of parts with the current F-15Cs and F-15Es that it will be replacing. In addition, the original production lines in St. Louis still in place, while the aircraft’s training facilities, maintenance depots, and other infrastructure can be also be readily shifted to F-15EX support. Though lacking stealth and other capabilities of the Lockheed Martin F-35 Lightning II, the F-15EX could still be well-suited to serve as airborne controllers for future Collaborative Combat Aircraft (CCA) and other drones, as a launch platform for advanced weapons including hypersonic weapons and other large ordnance, and as a new platform for advanced electronic warfare (EW) platforms. Boeing has claimed that fighters will be easier to build and quicker to put into service, while it will also result in a platform that can be maintained more cost-effectively when compared to an equal number of F-35s. The aerospace giant further noted that the F-15EX can enable rapid technology insertion that will ensure the platform’s relevance for decades to come. This will be accomplished via an Open Mission Systems Architecture, which can deliver Advanced Battle Management Systems (ABMS) capabilities, allowing the F-15EX to operate independently while isolated but also to reconnect to the global cloud. The F-15EX Eagle II, the Air Force’s newest fighter aircraft, arrives to Eglin Air Force Base, Florida March 11. The aircraft will be the first Air Force aircraft to be tested and fielded from beginning to end through combined developmental and operational tests. The 40th Flight Test Squadron and the 85th Test and Evaluation Squadron personnel are responsible for testing the aircraft. (U.S. Air Force photo/1st Lt. Karissa Rodriguez) Airbus A321XLR GTF engine certified by FAA Ricardo Meier December 16, 2024 Approval paves the way for type certification of the variant in the first quarter of 2025. Ultra-long-range aircraft has 217 orders with PW1100G-JM engines A321XLR test aircraft (Airbus) The FAA, the US Federal Aviation Administration, has issued the certification of the GTF (PW1100G-JM) that will be used by the Airbus A321XLR, Pratt & Whitney revealed on Monday, 16. According to the company, the agency updated the engine certification on December 12 to include the ultra-long-range aircraft. “This is an important milestone for the GTF engine program, which was the first engine to power the A320neo aircraft family,” said Rick Deurloo, president of Commercial Engines at Pratt & Whitney. The GTF uses gear technology to provide greater economy. This engine also powers Embraer’s E2 jets, as well as the A220. Qantas first A321XLR (Qantas) Type certification of the A321XLR equipped with the GTF in 2025 The FAA’s approval paves the way for the type certification of the A321XLR with GTF engines to take place in the first quarter of 2025. “Overall, the Test Programme with PW GTF engine is progressing well towards completion of the Flight Tests and submission of Certification Documents to EASA by Q1 2025,” Airbus said in a statement to the editorial team. The GTF Advantage turbofan can reduce the fuel consumption in 1%, says PW GTF Advantage For now, only the A321XLR with CFM Leap-1A engines is fit to fly. EASA, the European civil aviation agency, issued the type certificate in July while the FAA did the same in October. The A321XLR entered service in November with Iberia in November. Airbus has not yet delivered any more of the type, but it has at least five jets ready for delivery. According to Pratt & Whitney, there are 217 A321XLRs on order with GTF engines from 13 customers, which represents a little less than half of the orders. Pratt & Whitney is also on track to certify the GTF Advantage engine, which will deliver 4 to 8 percent more thrust at takeoff while saving about 1 percent more. The turbofan is expected to be delivered starting next year. Editor’s note: The headline and text erroneously stated that the A321XLR with GTF engine had been certified by the FAA, when only the turbofan received approval. We apologize to readers for the misunderstanding. Boeing 767s and 777s Are Back in Production The manufacturing giant delivered just 13 commercial jets in November. A Boeing 777 in Everett, Washington (Photo: AirlineGeeks | Katie Zera) [ Planes ] December 18, 2024 3:13 pm ET By Caleb Revill Boeing has confirmed its 767 and 777 airplane programs are back in production. A LinkedIn post by Stephanie Pope, CEO of Boeing Commercial Airplanes, confirmed Tuesday that Boeing had resumed building its 767 and 777/777X aircraft. “Our teammates have worked methodically to warm up our factories in the Pacific Northwest, using Boeing’s Safety Management System to identify and address potential issues and ensure a safe and orderly restart,” Pope said in the post. “In particular, we have taken time to ensure all manufacturing teammates are current on training and certifications, while positioning inventory at the optimal levels for smooth production.” “As we move forward, we will closely track our production health performance indicators and focus on delivering safe, high-quality airplanes on time to our customers,” she continued. The continuation of 767 and 777 production comes a little over a week after Boeing resumed production of its best-selling 737 jetliner – which was stalled for months due to a machinists strike in the Pacific Northwest. The 777X static model being rolled out in Everett, Wash. (Photo: Boeing) According to a recent Reuters report, Boeing commercial jet deliveries had slumped to 13 in November following the strike. Boeing aimed to build 38 of its 737 MAX jets per month before the strikes. Analysts from the Jefferies investment firm told Reuters in another report they expect Boeing to produce an average of 29 737 MAX jets per month in 2025. The company delivered 92 737s in Q3 2024, bringing the total to 229 year to date. Its competitor, Airbus, announced in its Q3 earnings report that it aims to produce 75 A320-series jets per month by October 2027. Amid cost cuts and layoff announcements for 10% of the company’s workforce, Boeing CEO Kelly Ortberg said the company was also phasing out its 767 production in 2027 after fulfilling current freighter orders. Last week Boeing invested $1 billion in its South Carolina facilities to boost 787 production – which wasn’t affected by the strikes. Cabin Crew Injury from Fall Date:Monday 16 December 2024 Time:c. 16:00 LTType: Boeing 737-8K5 (WL) Owner/operator:TUI Airways Registration:G-TAWB MSN:37242/3917Y Year of manufacture:2012 Engine model:CFMI CFM56-7B Fatalities:Fatalities: 0 / Occupants: Other fatalities:0 Aircraft damage:None Category:Accident Location:East Midlands Airport (EMA/EGNX) - United Kingdom Phase:Standing Nature:Passenger Departure airport:Kittilä Airport (KTT/EFKT) Destination airport:East Midlands Airport (EMA/EGNX) Confidence Rating: Information verified through data from accident investigation authorities Narrative: A TUI Airways cabin crew member on board a Boeing 737-800 sustained serious injuries after falling onto the apron at Stand 9 at East Midlands Airport (EMA), U.K. Local media reported that a flight attendant stepped out after opening the door, but the airstairs were not attached at that time. The aircraft arrived at the stand at 15:37 after a flight from Kittilä, Finland. The East Midlands Ambulance Service was alerted at 16:01. Incident: India A20N at Goa on Dec 5th 2024, rejected takeoff from taxiway By Simon Hradecky, created Saturday, Dec 7th 2024 17:54Z, last updated Friday, Dec 20th 2024 18:46Z An Air India Airbus A320-200N, registration VT-EXT performing flight AI-2592 from Goa Manohar to Hyderabad (India), was taxiing for an intersection departure from runway 28 at A5 via taxiway E when the crew turned onto taxiway A instead of the runway and initiated takeoff. The aircraft had accelerated to about 108 knots over ground when the crew rejected takeoff upon ATC instruction. After slowing to taxi speed the aircraft turned onto runway 10 via taxiway A2 and vacated the runway via A4 to return to the apron. The flight was cancelled. India's DGCA have opened an investigation into the serious incident. The occurrence aircraft returned to service the following morning after about 8.5 hours on the ground in Goa. India's AIB reported the aircraft received takeoff clearance from an intersection, however, began the takeoff run on a taxiway. Tower cancelled the takeoff clearance, the crew rejected takeoff at 124 KIAS. The occurrence was rated a serious incident. Incident: Qantas A332 over Pacific on Dec 3rd 2024, sparks seen from engine By Simon Hradecky, created Friday, Dec 20th 2024 19:01Z, last updated Friday, Dec 20th 2024 19:01Z A Qantas Airbus A330-200, registration VH-EBQ performing flight QF-16 from Los Angeles,CA (USA) to Brisbane,QL (Australia), was enroute at FL320 over the Pacific Ocean about 1160nm southwest of Los Angeles when the crew decided to return to Los Angeles. On approach to Los Angeles the right hand engine (CF6) stalled. The aircraft continued for a safe landing on Los Angeles' runway 24R about 5:50 hours after departure. The Australia's ATSB reported that during cruise sparks were observed from the right hand engine prompting the crew to return to Los Angeles. During approach to Los Angeles a bang was heard and the crew detected a right hand engine stall. Post flight inspection revealed metal debris in the engine exhaust pipe. The occurrence was rated an incident and is being investigated. https://flightaware.com/live/flight/QFA16/history/20241204/0420Z/KLAX/YBBN Incident: Westjet B38M enroute on Dec 4th 2024, first officer incapacitated By Simon Hradecky, created Friday, Dec 20th 2024 19:32Z, last updated Friday, Dec 20th 2024 19:32Z A Westjet Boeing 737-8 MAX, registration C-FXYK performing flight WS-129 from Calgary,AB to Vancouver,BC (Canada) with 175 people on board, was enroute when the first officer became ill and was unable to continue duties. Another Westjet pilot travelling as passenger replaced the first officer, the aircraft continued to destination for a safe landing. The Canadian TSB reported: "During cruise, the first officer reported feeling ill and was unable to continue their duties. One of the passengers on board was a Westjet pilot who was able to assume the first officer's duties. The incapacitated first officer sat in the cabin for the remainder of the flight. The flight crew did not declare an emergency or request a priority handling. The aircraft landed without further incident." https://flightaware.com/live/flight/WJA129/history/20241205/0325Z/CYYC/CYVR The Crude Reality of the Crewed Aviation Safety Record Juan Plaza • Uncrewed Insights • Regulations Now that we have examined in detail the different Federal Aviation Administration (FAA) operating modes, including Part 121 for scheduled flights, Part 135 for unscheduled charter flights, Part 91 for personal use, and Part 137 for agricultural spraying, amongst many others, it is time to separate their different levels of safety records. It is true that commercial airliners operating under Part 121 have not had a fatal accident in the US since 2009 and have safely transported over 15 billion passengers across the country, but the realities of Part 91 and Part 135 are very different. The largest general aviation membership organization in the US, Aircraft Owners and Pilots Association (AOPA), releases an annual report on the safety of the industry that is always helpful to understand the reality of Part 91 and Part 135. A few weeks ago, the AOPA Air Safety Institute released the 34th Richard G. McSpadden Report (formerly the Joseph T. Nall Report), which presents users with near real-time accident analysis updated on a rolling 30-day cycle. The accident data used in the report is from 2008 to 2022, which is the last year the NTSB has officially released complete records. Please note that the NTSB takes approximately two years to issue a probable cause statement, so only preliminary data is available for 2023 and 2024. The picture is not as rosy as with Part 121. In this case, most, if not all, these accidents occurred while operating under Part 91 or Part 135. In 2022, there were 1,152 general aviation accidents, 181 of which were fatal. This was an increase of 32 accidents in comparison with 2021, and 102 more than in 2020, the lowest number of accidents in over a decade, perhaps attributable to the COVID-19 restrictions. The average for the decade 2013 to 2022 is 1,167 accidents per year, of which 210 were fatal. Graph courtesy of the AOPA Air Safety Institute A better way to look at this data, if we are planning to use it as a warning sign for an uncrewed aviation safety forecast, is to look at it in terms of accidents per hour flown. The AOPA Air Safety Institute uses the ratio of accidents per 100,000 hours flown, and this way of looking at the trend tells us more about safety improvements. Graph courtesy of the AOPA Air Safety Institute Using the data from 2013 to 2022, there were an average of 4.8 accidents per each 100,000 hours flown by general aviation aircraft under Part 91, with the last two years, 2021 and 2022, being the lowest of the entire decade. This seems to indicate an important increase in safety. It is also important to analyze the reasons for these accidents. For this, the AOPA safety report is valuable in the sense that divides the various occurrences in the following three categories: pilot error, mechanical failure, and unknown. Graph courtesy of the AOPA Air Safety Institute As we can see, almost three quarters of all general aviation accidents are attributable to pilot error, with only 13.4% due to mechanical failure and 12.1% to other causes. It will be important for the uncrewed aviation industry to analyze what happens when we apply these statistics to aircraft that do not have a pilot on board and will be less subject to weather issues (due to the altitudes that will be used in uncrewed aviation), and the relatively short distances of the flights. Due to the large number of accidents that are related to pilot error, it will be useful to analyze what specific areas are particularly vulnerable when it comes to pilots. The overwhelming winner in terms of most deadly accident is “Loss of Control in Flight,” which constitutes a third of all accidents but at the same time accounts for 60% of all fatalities. Losing control of the aircraft is obviously very difficult to survive. Graphs courtesy of the AOPA Air Safety Institute Graphs courtesy of the AOPA Air Safety Institute This statistic is very important to the uncrewed aviation industry because it emphasizes the importance of the pilot in general aviation, and it will be a warning sign in terms of pilot certifications and recurrence. In Part 121, with its perfect safety record over 15 years, pilots are required to attend recurring training once or twice a year in a simulator and there are always two pilots on board and lots of automation and redundancy. This is not the case with Part 91 where most flights are single pilot sorties and there is no ground support or operational safety standards. › It is up to the companies now shaping the future of uncrewed aviation if they are going to follow the path of Part 121 with all its stringent requirements, both human and mechanical, or go the route of Part 91 with its more relaxed safety standards. We hope, for the sake of advancement in the use of non-piloted aircraft, that the industry learns the lessons from general aviation and decides to adopt strict operational standards and ethics codes that will allow this new industry to flourish in safe harmony and integration with its crewed counterparts. Laser Strikes on Aircraft Surge Amid Mystery Drone Sightings Haye Kesteloo December 19, 2024 Drones, Legal, New Jersey, New York, Pennsylvania, United States The Federal Aviation Administration reports an unprecedented surge in laser strikes against aircraft across the northeastern United States since the start of the mystery drone sightings, with New Jersey experiencing a 269% increase in incidents compared to the previous year. Through mid-December 2024, New Jersey recorded 59 laser incidents, compared to just 16 during the same period in 2023, reports CNN. Regional Impact The surge has particularly affected operations at Joint Base McGuire-Dix-Lakehurst, which documented 15 laser incidents in a single week of December. One helicopter pilot sustained injuries from a laser strike, highlighting the real dangers these incidents pose to aviation safety. National Perspective The escalation in New Jersey reflects a broader national concern. In 2023, the FAA recorded 13,304 laser strikes nationwide, marking one of the highest annual totals in recent years. The current surge has prompted enhanced monitoring efforts across New Jersey, New York, and Pennsylvania. Legal Consequences Federal law treats laser strikes as serious criminal offenses. Under 18 U.S.C. § 39A, perpetrators face: • Up to 5 years in federal prison • Civil penalties up to $11,000 per violation • Additional fines up to $30,800 for multiple incidents Safety Implications Misconceptions and Risks A significant number of laser strikes stem from individuals mistakenly targeting what they believe to be unauthorized drones, when in fact they are legitimate aircraft or authorized drone operations. The concentrated beam of even small consumer-grade laser pointers can: • Cause temporary flash blindness • Result in permanent eye damage • Disorient pilots during critical flight phases • Illuminate entire cockpits at both low and high altitudes Enforcement Response The FBI and FAA have intensified their coordination with local law enforcement to identify and prosecute offenders. Aviation authorities emphasize that all laser strikes should be reported immediately through the FAA’s Laser Report system or to local law enforcement. The message from aviation authorities remains unequivocal: laser illumination of any aircraft, whether manned or unmanned, represents a serious federal crime with potentially life-altering consequences for both perpetrators and victims. Labor Relations Counsel The Air Line Pilots Association, International (ALPA), the largest airline pilot union in the world and the largest non-governmental aviation safety organization in the world (representing over 78,000 pilots at 41 U.S. and Canadian airlines) seeks an experienced Labor Relations Counsel for our office in Tysons (McLean), Virginia. Under minimal direct supervision and within the limitations of Association policy, the Labor Relations Counsel provides assistance to pilot governing bodies and to individual members on all subjects that affect their employment. In coordination with department managers, they use thorough understanding of applicable laws and comprehensive experience in Association policies and procedures to handle an extensive range of complex labor relations assignments, often on short notice, and function as a labor relations professional. They also provide staff assistance in all phases of negotiating agreements; coordinate all activities during negotiations while concurrently maintaining communication with all interested parties; monitor and administer contracts; manage FAA actions against individual pilots; prepare summaries of NTSB Accident/Incident hearings; and, handle all case management functions. They actively listen, build trust, and adapt their style and tactics to fit the audience. Infrequently, they may be called upon at any hour to respond to safety-related emergency inquiries. Travel, significant and, at times, on short notice is required. Travel: usually 10 - 35%; sporadically 50 – 75%. ALPA is an equal opportunity employer that is committed to diversity and inclusion in a safe workplace. We prohibit discrimination, harassment and harmful behavior of any kind based on race, color, sex, religion, sexual orientation, national origin, gender identity, caste, disability, genetic information, pregnancy, or other protected characteristics as outlined in federal or provincial laws. We highly value everyone and all are encouraged to apply, including minorities, veterans, and people with disabilities. This position is covered by a collective bargaining agreement. ALPA is a member-driven, staff supported, union with two internal professional unions. Qualifications: · Juris Doctor (JD), Master of Law (LLM), or similar advanced degree from an approved school of law required. · Member in good standing of the Bar. · Five (5) years of related experience in labor law and litigation required, ten (10) or more years preferred. Aviation experience preferred. Negotiations experience strongly preferred. · Experience in collective bargaining, grievance, and arbitration preferred. · Excellent interpersonal and communication skills, oral and written, for effective interaction with internal staff, external contacts, senior legal and aviation professionals, and pilots. · Demonstrated ability to organize and coordinate long-term projects. · Demonstrated ability to use independent judgment to formulate decisions and/or solve problems, under time pressure and urgent conditions. · Knowledge of the Railway Labor Act and Federal Aviation Regulations (FARs) preferred. · Experience using online legal research, Westlaw or the equivalent, preferred. · Software: Microsoft Word, Outlook, Excel, and PowerPoint. Physical Demands: Note: The physical demands described herein are characteristic of those that must be met to successfully perform the essential functions of this position. Reasonable accommodations may be made to enable individuals to perform the essential physical activities of this position described below. Constantly operates a computer/smartphone/tablet. Regularly required to maintain a stationary position; move about the office and the local metropolitan area; determine what others have said or written; and, converse with others and exchange accurate information. Regularly required to sit, stand, bend, reach, and move about the office and travel (locally, nationally, and internationally). Also includes occasional bending, stooping, squatting, and/or pushing and pulling or moving, e.g., to pack, unpack, and/or move cases. Occasionally required to move, raise, reach, and/or retrieve binders, books, boxes, and files up to ten (10) pounds (lbs.). While on travel, could be responsible to move, raise, reach, and/or retrieve luggage weighing as much as 50 lbs. (Assistance may not always be available.) Please apply online at https://jobs-alpa.icims.com/jobs/1538/labor-relations-counsel/job ALPA offers competitive salaries with terrific benefits, including: · 401k Plan with Non-Elective Employer Contribution of 11% plus 2% into a Market-Based Cash Balance Plan after 180 days of employment. No employee contribution required! The 401k plan includes a Roth option and 4-year vesting schedule. · Generous health care benefits on day one – PPO, Kaiser (where available), and a High Deductible Health Plan which includes coverage for medical, dental, and vision benefits for employee, spouse, and/or dependent children; · 15 days paid vacation and 12 holidays per year plus 2 volunteer days per year; · Generous sick and bereavement leave; · Competitive parental leave; · Company-paid premiums for disability and life insurance; · Flexible Spending and Health Savings accounts; · Retiree health plan; · Education Assistance Program; and, · Optional benefits including pet insurance, excess life insurance, legal plan, and qualified transportation fringe benefits, where available. · Partial remote work opportunities. PROJECTED ANNUAL SALARY RANGE: $ 111,815.00 – $ 159,738.00 Relocation not provided. Sponsorship not available for this position. Air Traffic Management & Technology Engineer The Air Line Pilots Association, International (ALPA), the largest airline pilot union in the world and the largest non-governmental aviation safety organization in the world (representing over 79,000 pilots at 42 U.S. and Canadian airlines) seeks an experienced Air Traffic Management & Technology Engineer for our Tysons (McLean), Virginia office. The Air Traffic Management & Technology Engineer is the primary POC and staff SME on aviation spectrum policy, aviation cybersecurity, and Air Traffic Control (ATC) Communications and Navigation and Surveillance technologies, as well as Air Traffic Management. The engineer monitors and supports the Association's actions on the plans, regulations, and policies associated with airspace enhancements and modernization at both the strategic and tactical levels. They provide staff coordination and liaison with government, industry, and professional groups on behalf of the ALPA Air Safety Organization (ASO); other Association committees and Master Executive Councils (MECs); and, the Engineering & Air Safety department, as assigned. They provide coordination and technical support for a wide variety of operational issues across the air traffic control subject area, including frequency spectrum management, avionics development activities, evaluation of emerging technologies, and other areas of importance to the membership. They must be able to understand, evaluate, and communicate the benefits and concerns that emerge from constantly changing processes, technologies, and air traffic control systems, for both current and planned operational improvements to the airspace system; effectively represent the Association by interacting with government and industry safety officials on a continual basis and build and maintain a network of contacts for that purpose; and, in coordination with pilots, department management, and other staff, develop and coordinate written communications to membership, government, and industry groups outlining ALPA positions on a wide variety of air traffic-related and other issues. The position represents the Association to government agencies such as the Federal Aviation Administration (FAA) and Transport Canada (TC), Transportation Security Administration (TSA), NAV CANADA, and the Canadian Air Transport Security Authority (CATSA). Working with members of ALPA’s Air Safety Organization, the position works to advance Association policies, initiatives, and goals in the areas of ATC modernization and the associated flight deck technologies, as well as cybersecurity. The position also supports ALPA ASO pilot representatives on relevant internal and external committees and assists in conducting meetings between ALPA and industry/government stakeholders on areas of assigned work. Local, national, and international travel: 10 - 20%. ALPA is an equal opportunity employer that is committed to diversity and inclusion in a safe workplace. We prohibit discrimination, harassment and harmful behavior of any kind based on race, color, sex, religion, sexual orientation, national origin, gender identity, caste, disability, genetic information, pregnancy, or other protected characteristics as outlined in federal or provincial laws. We highly value everyone and all are encouraged to apply, including minorities, veterans, and people with disabilities. This position is covered by a collective bargaining agreement. ALPA is a member-driven, staff supported, union with two internal professional unions. Minimum Requirements: · Bachelor's degree in relevant area, e.g., Engineering, Air Traffic Management, Aviation Science, or other related discipline, from an accredited college or university required; or, the equivalent combination of education and practical aviation experience. Additional applicable aviation experience may be substituted for the academic requirement. · Five (5) years of relevant aviation industry experience required, ten (10) or more years strongly preferred. · A private pilot’s license (or higher) with instrument rating and/or air traffic controller certification strongly preferred. · Expertise in U.S. and Canadian Aviation Regulations (FARs and CARs) and knowledge of ICAO and/or international ATC systems, rules, and procedures desired. · Strong technical writing and public speaking skills required. · Solid interpersonal and communication skills, oral and written, for effective interaction with internal staff, external contacts, and pilots. · Software: Microsoft Word, Outlook, Excel, and PowerPoint. Physical Demands: Note: The physical demands described herein are characteristic of those that must be met to successfully perform the essential functions of this position. Reasonable accommodations may be made to enable individuals to perform the essential physical activities of this position described below. Constantly operates a computer/smartphone/tablet. Regularly required to maintain a stationary position; move about the office and the local metropolitan area; determine what others have said or written; and, converse with others and exchange accurate information. Regularly required to sit, stand, bend, reach, and move about the office and travel (locally, nationally, and internationally). May also include occasional bending, stooping, squatting, and/or pushing and pulling or moving, e.g., to pack, unpack, and/or move cases. Occasionally required to move, raise, reach, and/or retrieve binders, books, boxes, and files up to ten (10) pounds (lbs.). While on travel, could be responsible to move, raise, reach, and/or retrieve luggage weighing as much as 50 lbs. (Assistance may not always be available.) Please apply online at https://jobs-alpa.icims.com/jobs/1539/air-traffic-management-%26-technology-engineer/job ALPA offers competitive salaries with terrific benefits, including: · 401k Plan with Non-Elective Employer Contribution of 11% plus 2% into a Market-Based Cash Balance Plan after 180 days of employment. No employee contribution required! The 401k plan includes a Roth option and 4-year vesting schedule. · Generous health care benefits on day one – PPO, Kaiser (where available), and a High Deductible Health Plan which includes coverage for medical, dental, and vision benefits for employee, spouse, and/or dependent children; · 15 days paid vacation and 12 holidays per year plus 2 volunteer days per year; · Generous sick and bereavement leave; · Competitive parental leave; · Company-paid premiums for disability and life insurance; · Flexible Spending and Health Savings accounts; · Retiree health plan; · Education Assistance Program; and, · Optional benefits including pet insurance, excess life insurance, legal plan, and qualified transportation fringe benefits, where available. · Partial remote work opportunities. PROJECTED ANNUAL SALARY RANGE: $ 91,454.00 – $ 159,738.00 Relocation not provided. Sponsorship not available for this position. Curt Lewis