ALPA’s holds its 68th Air Safety Forum in Washington, D.C., with more than 700 individuals in attendance discussing important issues affecting the aviation industry.

ALPA’s Air Safety Organization (ASO) hosted the Association’s 68th Air Safety Forum September 9–12 in Washington, D.C., with two and a half days of private meetings followed by two days of keynotes and panel discussions.

More than 700 individuals registered for this annual event, which offers unmatched collaborative and networking opportunities to discuss critical topics facing not just the airline piloting profession but the entire industry.

Front and center among those critical topics was ALPA’s fight against reduced- crew operations (RCO). Capt. Jason Ambrosi, ALPA’s president, outlined the Association’s argument against this dangerous concept in his opening speech, with his comments echoed by both FAA Administrator Michael Whitaker and NTSB Chair Jennifer Homendy in their keynote remarks.

Ambrosi also sat down with Capt. Otjan de Bruijn, president of the European Cockpit Association (ECA), for an in-depth discussion of the critical safety concerns surrounding RCO; ECA and de Bruijn, along with ALPA and the International Federation of Air Line Pilots’ Associations, are the founders of the “Safety Starts with Two” campaign, which educates regulators, policymakers, and the public about the dangers of RCO.

A Million Ways

Ambrosi opened the public portion of the forum on Wednesday afternoon with both a look back and a look forward. “It’s always a privilege to continue ALPA’s 93-year-long tradition of advancing improvements in safety, security, pilot assistance, and jumpseat,” he said, “and through our work this week, we’ll do our part—just as our predecessors did—to advance these causes for the future.”

In looking back, Ambrosi celebrated the Association’s successful advocacy during the recent FAA reauthorization, stating, “Earlier this year we saw what pilots can accomplish when we speak with a unified voice for safety.” (See the August issue.) He celebrated many of the recent advancements made by the ASO’s four main pillars, Aviation Safety, Aviation Security, Pilot Assistance, and Aviation Jumpseat, and commended the hundreds of volunteers—including many in attendance—who drove those successes.

SO’s four main pillars in safety, security, pilot assistance, and jumpseat, and commended the hundreds of volunteers—including many in attendance—who drove those successes.

And in looking forward, Ambrosi reserved his strongest comments for the fallacy of RCO. “There are a million ways having fewer pilots on the flight deck could go wrong,” he observed, “and each one of them could cause an airline tragedy the likes of which the United States has been spared for over a decade and a half.”

ALPA’s president pointed to the current attempt by the European Union Aviation Safety Agency (EASA) and Airbus to move aviation in this unsafe direction. “I want to be crystal clear,” he continued. “RCO and single-pilot operations aren’t some far-off fantasy. This isn’t rhetoric for the Air Safety Forum that I’m making up. This is happening now.”

Photo slideshow from Wednesday at the Air Safety Forum

Ambrosi reminded the attendees of ALPA’s core mission since the Association’s creation. “We were founded on safety and the use of unified pilot voices to demand better, safer working conditions in the face of management indifference or corporate greed,” he said. “And by building on that foundation, pilots are now the final arbiters of safety.”

With the forum’s public days starting on September 11, Ambrosi referred to the morning’s remembrance ceremony and the terrorist attacks 23 years ago. “As an industry, we’ve seen what can happen when we haven’t done enough to protect safety and security,” he remarked. “We’ve felt the pain, we’ve experienced the tragedy. But we’ve also learned lessons that we can never forget.”

FAA Administrator Supports Having Two Pilots on Airline Flight Decks

“It’s an honor to be here on this solemn anniversary,” said Whitaker to open his remarks, acknowledging the 23rd anniversary of the 9/11 terrorist attacks. He recalled his participation at previous ALPA Air Safety Forums while serving as the agency’s deputy administrator, adding, “I want to start by saying it’s good to be among friends. I’m glad to be here and appreciate your dedication to safety. Thank you to the Air Safety Organization for all the work that you do, for the collaboration and support you give us.”

Whitaker, who’s served as administrator for nearly a year, noted, “I came in with a pretty clear idea of why I was here and what was important, which really boils down to safety in the national airspace system.” Given the post-COVID-19 environment, he asserted that maintaining safety held an even greater urgency, adding that the philosophy he shared with staff was “aviate, navigate, and communicate”—a maxim used by pilots to avoid distractions and loss of control of the aircraft during abnormal and emergency situations.

Beginning his term, Whitaker’s initial concerns included inadequate air traffic controller staffing and the presence and dangers of fatigue. There was a “rapid capacity growth” following the pandemic, compounding controller employment efforts. He also acknowledged instances of near misses, aviation mental-health concerns, and the “juniority” problem, referencing the reduction in experience levels brought upon by large groups of new workers.

Ten weeks into his tenure, the FAA administer was confronted with the Alaska Airlines Flight 1282 door plug blowout, as the B-737 MAX 9 approached 16,000 feet. He discussed takeaways from this event, including the need to constantly review oversight models, assess the various layers of safety involved, and collect “better data, more data, and better tools to analyze that data.”

During a Q&A, Ambrosi asked Whitaker about overseas efforts to implement RCO. He remarked that as far as his administration is concerned, he couldn’t agree more with ALPA’s position.

“Two well-trained, well-rested pilots on the flight deck is a key pillar of safety,” Whitaker said. “It’s the law of the land, and I intend for it to stay the law.” He observed that his agency continues to engage with EASA on a regular basis “so this issue will remain front and center, and we’ll continue to work it.”

Whitaker also answered questions about his other priorities during his term and his vision for managing the emergence of advanced air mobility.

Safety Starts with Two: Leaders Emphasize the Dangers of RCO

After Whitaker’s keynote, Ambrosi returned to the stage with ECA’s de Bruijn. Attendees heard firsthand how aircraft manufacturers and regulators in Europe are working together to change the rules governing the minimum number of pilots on an airliner. The plan, currently under consideration by EASA, has alarmed aviation safety experts around the world, who say that removing pilots from the flight deck would pose a grave risk to flight safety.

The two discussed the critical safety concerns surrounding the concept of RCO. EASA is currently considering a specific proposal, known as extended minimum crew operations, that studies have shown increases the risks to safety.

“Let’s be very clear here, the aviation environment is highly dynamic, unpredictable, and challenging in all phases of flight, and no two scenarios are ever alike,” Ambrosi remarked, as he expressed ALPA’s strong opposition to RCO. “Any operational concept that reduces the flight deck to fewer than two pilots, consequently, reduces the safety and security of the aircraft, regardless of ongoing advances in flight deck technologies.”

ECA’s president echoed Ambrosi’s views and provided insight into the European perspective, describing the rapid movement of RCO discussions in Europe, driven by airlines and manufacturers eager to cut costs. But despite safety concerns, EASA continues to move forward, preparing for regulatory changes well before the safety work has been fully vetted. The European agency’s aggressive timeline could mean that long-haul cargo flights could have a single pilot on the flight deck during cruise as early as 2027.

“EASA has already announced that it’s starting rulemaking activity, which doesn’t make any sense to us,” said de Bruijn. “If you haven’t proven that such a concept can be introduced safely with all the risks mitigated, why would you start rulemaking?”

Both pilot leaders criticized overreliance on automation in RCO proposals, stressing that human pilots play a crucial role when aircraft systems malfunction or when unpredictable situations arise during flight operations. They agreed that technology should support, but can never replace, pilots on the flight deck.

“We’re fighting hard on this issue because we see this as a large and very dangerous gamble with safety. It’s our number one priority,” de Bruijn asserted.

Ambrosi and de Bruijn reaffirmed their commitment to opposing RCO and called for a unified global response, urging continued collaboration among airline pilots through Safety Starts with Two.

“If RCO is allowed in other parts of the world, it will eventually come to our shores,” said Ambrosi. “And then there’ll be economic pressure on our airlines, and consequently on our regulators, to follow suit. That’s why the work that’s being done in Europe to oppose RCO is so important.”

Photo slideshow from Thursday at the Air Safety Forum

‘Two Experienced, Well-Trained Pilots…Saved 131 Lives’

Homendy gave the final keynote of the 2024 Air Safety Forum, opening with a dramatic retelling of FedEx Express Flight 1432 to provide a real-world reminder of the importance of two pilots on the flight deck.

On the morning of Feb. 4, 2023, at Austin-Bergstrom International Airport, Flight 1432—a B-767—narrowly averted disaster in a dense fog when F/O Robert Bradeen, Jr., called for a go-around at the last second to avoid a collision with a Southwest Airlines B-737 taking off from the same runway they were cleared to land on. The two airplanes came within 160 feet of disaster.

“Two experienced, well-trained pilots on the flight deck on that dark, foggy February morning saved 131 lives,” she said to thunderous applause. She quoted Bradeen, repeating his comment in the investigation of the incident: “There were two of us there, and it made a difference.”

Capt. Wendy Morse, ALPA’s first vice president and national safety coordinator, referred to Homendy in her introduction of the keynote as “a tireless advocate for safety,” and Homendy proceeded to show how she’s earned that praise, discussing ALPA priorities such as always having at least two pilots on the flight deck, eliminating the cargo carveout, reducing runway incursions, and prioritizing pilot mental health.

Regarding the lack of flight-time and duty-time regulations for all-cargo operations, Homendy called on the FAA to “address it now, before an accident occurs.” She noted that while some pilot groups have been able to collectively bargain for certain protections, “safety isn’t negotiable” and shouldn’t need to be addressed in bargaining.

The NTSB chair commended ALPA’s efforts on mental-health advances as well, particularly the Association’s leadership role in the recent FAA Mental Health and Aviation Medical Clearances Aviation Rulemaking Committee (ARC). “That’s what labor does,” she observed. “You show up for each other.”

Homendy advocated strongly for implementation of each of the ARC’s recommendations to decrease stigma and increase access, allowing more pilots in need to get help. “All too often,” she remarked, “pilots are faced with a choice they shouldn’t have to make: life or livelihood.”

Homendy closed her keynote and the forum with a promise. “I’m with you,” she said. “The NTSB is with you. We’re not going back on safety.” Homendy underscored that collaboration between ALPA and the NTSB is crucial. “Together,” she said, “that’s the only way—the only way—we remain the gold standard for safety.”

In addition to the keynotes and fireside chat, multiple panel discussions provided an insight into various important issues facing the industry.

Addressing the Threat of Navigational Satellite Jamming, Spoofing

Jamming and spoofing attacks on GPS and other global navigation satellite systems have become increasingly common as geopolitical crises continue in countries like Ukraine and Israel. GPS interference events in Dallas, Tex., and Denver, Colo., in 2022 have also contributed to concerns about this cybersecurity threat to aviation safety. Earlier this year, the FAA issued a Safety Alert for Operators, acknowledging, “The recent jamming and spoofing incidents may pose increased safety-of-flight risks due to possible loss of situational awareness and increased pilot and regional air traffic control workload issues.”

These events served as the backdrop for a panel discussion at this year’s Air Safety Forum titled “Jamming and Spoofing: Emerging Threats to Aviation Cybersecurity.” Participating subject-matter experts examined the emergence of attempts to interfere with information transmitted from navigational satellites or the use of false signals to confuse satellite receivers.

“GPS jamming and spoofing has emerged in the last year as a major threat to flight crews,” said Capt. Wolfgang Koch (Delta), the ASO Aviation Security Group chair, who moderated the discussion. “Effects beyond confusion with navigation include false ground proximity warning system alerts, loss of Automatic Dependent Surveillance-Broadcast, inability to use data communications, and denial of entry into the reduced vertical separation minimum North Atlantic airspace system.” An Airbus A350 pilot, Koch noted that there are many different positioning, navigation, and timing systems on the aircraft he flies, which could be affected by jamming and spoofing interference.

“Approximately 40,000 events have been estimated for the month of July 15 through August 15,” commented Ken Alexander, the FAA’s chief scientist. “It doesn’t matter if it’s a U.S. flag carrier, a foreign carrier, or a U.S.-manufactured airplane or a foreign airliner. If we lose an airplane because of workload issues, because of the problems we’re encountering compounded with an emergency, that’s going to be a horrendous event.”

Patrick Morrissey, a senior technical fellow at Collins Aerospace, discussed the origins of GPS, the world’s oldest satellite navigation system, and how it works. A network of satellites emits signals to communicate an aircraft’s location and time. These signals are received by an exterior antenna and travel through the aircraft’s various avionics. “We sold ourselves on the notion that GPS was such a fantastic thing that we failed to ask ourselves what happens when it gets spoofed, when it gets altered, when the signal gets manipulated,” Morrissey remarked.

GPS has been in use for 30 years, and the latest iteration, GPS 3F, will take years to complete. Meanwhile, individual countries have attempted to develop their own satellite navigation systems. However, these different systems could pose a new framework of vulnerabilities, particularly as an airliner transitions from one network to another.

“Over time, we’ll engineer the solution,” said Sean McCourt, mission area lead for Aircraft and Avionics Evolution for the MITRE Corporation. “Our dependency and use of these things will improve; but in the meantime, what tools do we have in the toolbox to deal with this? Training and education, policy, and procedure.”

F/O Chris Sidor (United), the ASO Aircraft Design & Operations Group chair, provided some additional perspective. “Keeping the pilot in the loop is really what’s key here, because at the end of the day, technology fails.” He suggested developing a system in which the pilot is alerted about spoofing and jamming activity in a particular region and then applies a set of predetermined procedures to neutralize the threat.

Reviewing Aviation Security Threats and Response

Panelists in the next session, “ALPA: Strengthening Our Stance on Aviation Security,” focused on the evolution of security needs since 9/11 and the importance of constant communication and collaboration between the various organizations tasked with keeping the skies safe.

Capt. Steve Curry (United), the ASO Aviation Security Group’s law enforcement liaison, moderated a wide-ranging discussion with panelists from the Transportation Security Administration (TSA), the FBI, law enforcement, and ALPA.

In addition to the ongoing threat of terrorism, panelists discussed security issues such as unruly passengers, the insider threat, potential dangers from UAS, the drug trade, and other crimes. “Airports are small cities,” pointed out Dan Markley, an FBI special agent, “and there are crimes going on there.”

Capt. Darrin Dorn (Alaska), the ASO Aviation Security Group vice chair, emphasized the expanding attention to issues other than terrorism. “Threats are more of a spider web,” he said, “and not clearly defined.”

But as the threats have expanded, so has the response. “The layers of security have gotten so much better,” stated John Muth, the TSA’s acting assistant administrator for Law Enforcement/Federal Air Marshal Service (FAMS) Flight Operations.

Curry highlighted the interagency cooperation seen today, something he pointed out was missing on 9/11. He added that ALPA is “swimming in pools we weren’t in before” as well, singling out increased coordination with the Airport Law Enforcement Agencies Network.

Jason Wallis, chief of police at the Port of Portland, discussed the “synergy effect” of that collaboration, which benefits all the agencies involved at the local, regional, and national levels.

Markley praised the Joint Terrorism Task Force in particular. “We would be largely blind at the airport” without this cooperation, he remarked.

Muth added, “It’s imperative for us that we build our relationships at the public and private levels” as FAMS expands into new endeavors. He explained that FAMS is undergoing “the largest transformation of our mission since 9/11,” with a shift to theoretical risk mitigation and a focus on events outside the aircraft in addition to those inside.

Dorn talked about the Federal Flight Deck Officer (FFDO) program, stating, “The efficiency speaks for itself.” The FFDO program, he said, has averaged roughly a million missions per year in its history, with an average cost per mission of around $25.

The panel also discussed the need to continue evolving to keep the industry safe, including ongoing collaboration and advocating for the budgets necessary to maintain and improve the programs in place.

The Changing Landscape of Medical Certification

Medical certification is an important consideration for airline pilots as they’re routinely examined to determine whether they’re fit to fly. “In the aeromedical world, we often say that it’s not a matter of if you have a medical issue, it’s a matter of when you have one,” said F/O Ellen Brinks (Delta), the ASO Aeromedical Group chair, during her opening remarks as moderator for a panel discussion titled “Maintaining Your Medical Certification—What You Need to Know.” Talking about medical issues for airline pilots, she added, “They’re more likely to come up as you get older.”

In recent years, North American pilot medical certification has taken a more progressive approach to pilot fitness. One example has been the development and expansion of the Guide for Aviation Medical Examiners (AMEs), which now provides greater direction to AMEs while giving them a higher level of authority to make decisions. Among its many features, the guide provides a number of decision-making tools to help physicians reach the proper conclusion without having to seek federal guidance.

Panelists included Dr. Daniel Danczyk, the Psychiatric Branch manager for the FAA’s Medical Specialties Division, who spoke about some of the recent positive changes in medical certification, including the use of MedXPress. This online application expedites the processing of pilot requests for certification, provides status updates, and shortens office visits with AMEs.

Danczyk also mentioned the impact of the FAA’s recent Mental Health and Aviation Medical Clearances ARC, which ALPA cochaired, in expediting processes, providing greater flexibility, and operating with greater transparency. Regarding the ARC’s suggested use of safety management systems (SMS) to improve program focus and efficiencies, he acknowledged the merit of the suggestion, adding, “We were already looking at SMS and trying to move away from a diagnostic system.”

Dr. James Daniel, a Transport Canada civil AME and a U.S. AME, talked about his new role as the recently appointed aeromedical consultant for ALPA Canada. “Due to some of the requirements north of the border, we had to fashion a unique program different from what you have here, primarily due to the legality of some of the things we deal with and the reporting component as well,” he said.

Daniel compared the processing of medical certification in Canada to that of the United States, observing, “A difference in Canada is an initial medical has to go up to the Transport Canada level while at the FAA we can issue the medical on the spot. Transport Canada has been progressive in its policies, including introducing a digital platform and using telemedicine renewals in certain cases.”

Throughout the discussion, panelists reviewed trends, processes, and best practices. Dr. Quay Snyder, ALPA’s aeromedical advisor, stressed the importance of establishing a long-term relationship with an AME “who’s thorough and knowledgeable, and who’ll go to bat for you.” He added, “If you go to an AME who just collects your money and issues a certificate but isn’t familiar with what’s in the AME guide or isn’t willing to call the analyst at the FAA to explain on your behalf what’s going on, then you don’t really have an advocate.”

A member of the recent pilot mental-health ARC, Snyder talked about its findings as well as 24 recommendations for the FAA’s Office of Aerospace Medicine. He highlighted the recent allowance of certain antidepressant medications accompanied by a special-issuance certificate, based on recent studies and practices in other countries, as another example of the new direction and progressive view of North America’s pilot medical certification agencies.

Mental Health Is Physical Health

New attitudes about airline pilot mental health have emerged as North American aviation regulators revisit medical certification policies and practices while ensuring that safety remains the top priority for the airline industry. The FAA and Transport Canada are both encouraging pilots to seek help if and when they need it, emphasizing that properly treated mental-health conditions don’t necessarily disqualify pilots from flying.

F/O Carrie Braun (JetBlue), the ASO Pilot Peer Support (PPS) Group chair, moderated a panel discussion titled “Mental Health Is Physical Health; New Perspectives on Pilot Fitness,” examining the current mental-health environment, ongoing barriers to seeking help, and the use of peer support to initiate engagement. Joining Braun were F/O Marion “Sonny” Ruff (United), the PPS vice chair; Danczyk; and Jessica Auslander, the owner of Professional Wellness Management and a licensed clinical mental-health counselor.

“There’s been a renewed spotlight on mental health in aviation and the need for mental-health parity,” said Braun. “What this means is that we should look at mental health the same way that we look at physical health and offer the same protections.” She cited examples including sick-leave policies, disability insurance, and preventative care. Braun asserted, “It’s important that we have conversations out in open forums like this to reduce the barriers and stigmas to pilots seeking help.”

Ruff explained that ALPA’s PPS is a network of pilot volunteers who answer a 24/7 hotline and offer confidential support to members dealing with any kind of stress or anxiety. He noted that PPS was founded on several key principles, including mutual respect between the caller and the volunteer and shared responsibility—meaning the caller needs to be forthright about their circumstances and needs, and the volunteer must listen nonjudgmentally and recommend appropriate resources.

In addition, the two parties must reach a mutual agreement of what will be helpful. “Again, the pilot volunteer brings those resources to the forefront, but this is a self-directed program. The pilot in need has to take those steps,” said Ruff.

“Peer support programs are incredibly vital to not just the pilot side—the aviation side—but also to many other professions,” Auslander observed. “They’re critical because so much of mental health starts with a connection to others. So having a conversation with a peer removes a lot of what you have to explain.” She added that there’s an instant connection and that you’re more relaxed, open, and likely to expeditiously get to the root of the concern.

Auslander remarked that the issues pilots are seeking help for are the same as those of everyone else, including sleeping and nutritional concerns, caregiver issues, and work-life balance stress. “Pilots are people, too,” she commented.

Danczyk acknowledged that peer support helps destigmatize the act of seeking help and isn’t required to be reported to the FAA. “Across the board, we encourage people to seek help and get counseling,” he noted. “It will actually hurt an individual on the backend if they’re not seeking it when we think they should have, or they stop it when they think we’re not going to allow it. That’s when it can hurt a certification decision the most because we see it as a positive coping mechanism to seek that counseling.”

Danczyk also talked about the recent report from the Mental Health and Aviation Medical Clearances ARC and the 24 recommendations that were outlined. He mentioned the eight antidepressant medications that the FAA recently approved for use and the anxiety, depression, and related conditions disposition tables updated in June.

Maintaining Safety with the Integration of New Technology

“The numbers of aircraft in our skies are increasing on a daily basis,” stated Capt. Vas Patterson (United), the ASO Aircraft Design & Operations Group UAS director. “Unmanned aircraft systems—UAS—are starting to become more commonplace.”

In moderating the panel discussion “Examining the Impact of Emerging Unmanned Aircraft Technology,” Patterson explored with panelists how to ensure the safe integration of these new entrants—such as recreational drones, unmanned aircraft for package delivery, electric vertical takeoff and landing aircraft, and more—into the national airspace system.

Patterson referenced a recent Massachusetts Institute of Technology paper that showed aviation is in the safest period that it’s ever been. “Our industry has grown exponentially safer over the years,” he declared, emphasizing the importance of maintaining that high level as UAS are integrated into the system.

“We’re always going to put safety number one,” stated Jimmy Smith, the National Air Traffic Controllers Association (NATCA) UAS representative. “We’re there to protect” the public.

The newness of this technology was a common factor in the discussion. Pamela Gomez, the director of Safety and Integration at the FAA, likened the current state of UAS as being in the “crawl” stage of a “crawl-walk-run” and discussed the need for adapt-and-evolve oversight and regulation as growth continues.

Gomez also pointed out the variables that must be accounted for, both in different actions from diverse UAS and wide-ranging abilities of their operators, commenting that variability is one of the biggest challenges in integration.

Shivanjli Sharma, an aerospace research engineer at NASA, also focused on the need for study and research in the introduction of UAS. “For technology to really be successful,” she remarked, “understanding the operational implications of that technology and how it will function in a realistic operational environment is essential.”

Kirk Vining, director of Research Flight Operations at Boeing, highlighted that even with unmanned aircraft, “there are still people in the system.” He posed an example of an operator in Cincinnati, Ohio, with an aircraft in Sacramento, Calif., and asked how responsibilities such as a preflight walk-around and other tasks will be delegated. “Distribution of the pilot-in-command function needs to go somewhere,” he said.

Vining added that people in the UAS industry aren’t experienced with the aviation environment, its processes, and its safety culture, pointing out the need for education and coordination.

Smith touched on this as well. “It’s a culture change,” he said. “You have technology companies coming into the aviation world.” He explained that members of the aviation industry may be in competition for business, “but when it comes to keeping people alive, we’re not in competition. I think you have technology companies that need to buy into that before they’re going to be ultimately successful in the national airspace system.”

“As pilots, we assess and manage risk on a daily basis,” stated Patterson. However, he said, these new entrants are a risk pilots aren’t used to seeing. But continued study, more data, and ongoing collaboration by all parties can help ensure safer integration.

Assessing Aviation Safety Program Effectiveness

“We’re going to be assessing the aviation safety program effectiveness with this panel, discussing it, talking about what benchmarks were put forward, and what we’ve done as an industry to try to solve some of the problems and issues that were identified about a year and a half ago,” said Capt. Steve Jangelis (Delta), the ASO Aviation Safety Group chair, who moderated a panel titled “Assessing Aviation Safety Program Effectiveness.” He noted that in February 2023, former FAA Acting Administrator Bill Nolen issued a Safety Call to Action with a goal of assessing the health of the U.S. aerospace system and its approach to safety mitigations.

While some of the challenges that arose during the COVID-19 pandemic have subsided, Matthew Cabak, the FAA’s acting director for the Accident Investigations and Safety Recommendations Division, pointed out that new concerns have taken their place. “We’re now seeing some ground-collision issues. We’re seeing some low-altitude approach issues, so it just starts to open the door for a different discussion, and now we’ll have to look at more data and see where we can mitigate the next challenges.”

Dana Schulz, managing director for the NTSB, noted two recent incident investigation safety reports involving runways. From these evaluations, the board is now working with other aviation industry stakeholders to consider the installation of direct-warning alerting systems on the flight deck to highlight runway traffic. “It looks like in today’s world, in 2024, that technologies are maturing and coming along, so we’re looking to advocate and move that needle sooner than later,” she observed.

In addition to government activities, airlines are taking measures to ensure that pilots are receiving critical safety messaging and are aware of these and other recent trends. “As far as communication goes, you’re trying to cut out the noise in communications to pilots because we’re communicating a lot of information across a global fleet,” said Robert Thomas, United Airlines managing director of Flight Standards. He said that his carrier is packaging safety data in a manner to make it stand out from other company communications for its pilots. “Getting them the information they need in real time and then communicating with them in new ways is how we’re trying to do that,” he remarked.

Capt. Brad Sheehan, Delta Air Lines vice president of Flight Operations, discussed ways his carrier is taking data and making it more digestible for pilots. He highlighted the airline’s use of the FlightPulse flight data review platform, an app that provides an immersive, high-resolution view of nearly every detail within a pilot’s control. Sheehan described it as “situational awareness tools in a world of complexity. Hopefully, it actually starts deconflicting some of what a pilot has to deal with.”

From an air traffic controller standpoint, dated infrastructure continues to be a problem. John Murdock, NATCA’s Safety chair, noted that newer controllers have “never lived in a world without an iPhone and then they come into our world and we have a rotary phone on our wall.” He talked about steps his organization is taking to update training and roll out new tower simulations to ensure that older and newer controllers are on the same page and adequately prepared to work within a system based on the promotion of safety.

Tearing Down Barriers

“Opportunities like this forum allow us to tear down any barriers and concentrate on the goal of ensuring that our industry never experiences another tragedy,” Ambrosi remarked. “I’ll admit, this is a lofty goal, but we’ve had remarkable success as an industry in achieving it and there’ll always be more to accomplish. We must continue to fight for safety and security improvements in everything we do.”