17 JAN 2008 _______________________________________ *Beechcraft 1900C-1 Accident (Hawaii) *AAIB: final report on A319 electrical failure incident *It's Official... Boeing Delays 787 First Flight *Navy Helicopter Crashes in South Texas *'Wake turbulence' may be behind bumpy AC flight *FAA Updates Progress On Efforts To Improve Runway Safety *NTSB Releases Factual Report On Fatal 2006 UND IFR Accident *Hawker Beechcraft Appoints New VP Of Flight Operations *middle east civil aviation safety summit to provide global air safety roadmap *************************************** Beechcraft 1900C-1 Accident (Hawaii) Status: Preliminary Date: 14 JAN 2008 Time: ca 05:08 Type: Beechcraft 1900C-1 Operator: Alpine Aviation Registration: N410UB C/n / msn: UC-70 First flight: 1989 Engines: 2 Pratt & Whitney Canada PT6A-65B Crew: Fatalities: 1 / Occupants: 1 Passengers: Fatalities: 0 / Occupants: 0 Total: Fatalities: 1 / Occupants: 1 Airplane damage: Written off Location: 11 km (6.9 mls) S off Lihue, HI (United States of America) Phase: Approach Nature: Cargo Departure airport: Honolulu International Airport, HI (HNL/PHNL), United States of America Destination airport: Kauai Island/Lihue Airport, HI (LIH/PHLI), United States of America Flightnumber: 253 Narrative: Alpine Air flight AIP253 departed Honolulu (HNL) at 04:43 carrying about 4,200 pounds of mail on a regularly scheduled flight to Kauai (LIH). It was scheduled to arrive at Lihue at 05:15. The pilot was cleared to follow Aloha Airlines Flight 917, a Boeing 737, for a visual approach to Lihue Airport. The Beech came down in the sea off Lihue., Sources: > Search called off for missing pilot off Kauai (The Honolulu Advertiser 15-1-2008) (Aviation-safety.net) ************** AAIB: final report on A319 electrical failure incident The AAIB released their investigation report into the October 2005 incident to an Airbus A319-131. As the aircraft climbed to FL200 in night VMC with autopilot and autothrust engaged, there was a major electrical failure. This resulted in the loss or degradation of a number of important aircraft systems. The crew reported that both the commander's and co-pilot's Primary Flight Displays (PFD) and Navigation Displays (ND) went blank, as did the upper ECAM display. The autopilot and autothrust systems disconnected, the VHF radio and intercom were inoperative and most of the cockpit lighting went off. There were several other more minor concurrent failures. The commander maintained control of the aircraft, flying by reference to the visible night horizon and the standby instruments, which were difficult to see in the poor light. The co-pilot carried out the abnormal checklist actions which appeared on the lower ECAM display; the only available electronic flight display. Most of the affected systems were restored after approximately 90 seconds, when the co-pilot selected the AC Essential Feed switch to Alternate ('ALTN'). There were no injuries to any of the 76 passengers or 6 crew. After the event, and following discussions between the crew and the operator's Maintenance Control, the aircraft continued to Budapest. It was not possible to determine the cause of the incident due to a lack of available evidence, however, nine additional Safety Recommendations are made in this report. (AAIB) AAIB Report No: 2/2008: http://www.aaib.gov.uk/sites/aaib/publications/formal_reports/2_2008_g_euob. cfm (aviation-safety.net) *************** It's Official... Boeing Delays 787 First Flight First Delivery Now Expected In Early 2009, 'No Material Impact On 2008 Earnings Guidance' As noted previously by ANN, Boeing has admitted that first flight of the 787 has been moved from the end of the first quarter of this year to around the end of the second quarter to provide additional time to complete assembly of the first airplane. Deliveries are now expected to begin in early 2009, rather than late 2008. "The fundamental design and technologies of the 787 remain sound," said Scott Carson, president and CEO of Boeing Commercial Airplanes. "However, we continue to be challenged by start-up issues in our factory and in our extended global supply-chain." Carson said that while solid progress has been made on the assembly of Airplane #1, the rate at which jobs are being completed has not improved sufficiently to maintain the current schedule. "Our revised schedule is based upon updated assessments from the 787 management team of the progress we have made and the lessons we have learned to date. This includes our experience on the factory floor completing production work on the airplane that was originally intended to be done by our suppliers," Carson said. Over the next several weeks, Boeing will be working with its customers and suppliers to assess the specific impacts of the schedule change on the 787's flight test program and entry into service. This effort will include an assessment of supplier progress in meeting their commitments to deliver more complete assemblies on subsequent airplanes. "We are deeply disappointed by what this delay means for our customers, and we are committed to working closely with them as we assess the impact on our delivery schedules," Carson said. Under 787 Vice President and General Manager Pat Shanahan, who assumed leadership of the 787 program last October, Boeing has provided additional resources to more effectively manage the 787 global supply chain. The company has assembled a team of experienced executives, business managers and planning specialists that will be based at the supplier partners, as well as in its own final assembly facility. "We have brought together the right skills and leadership from around the company to ensure a successful start-up of our global production system," said Shanahan. "We have put the people, structure and processes in place to execute our plan and we will take additional steps to strengthen our team if needed. We have made significant progress in reducing parts shortages, improving fastener availability and achieving static and systems test milestones. We are focused on getting the 787 flying, certified and delivered to our customers." Boeing reports that its, '2008 financial guidance will be updated with the impact of these changes when the company holds its fourth-quarter 2007 earnings conference call on January 30. There will be no impact from the schedule change on 2007 financial results and the company does not expect the impact on 2008 earnings guidance to be significant. Financial guidance for 2009 now will be provided when the company issues its first quarter 2008 earnings report in late April, which will follow the assessment of the impact of 787 schedule changes. The company continues to expect strong earnings per share growth in 2009. The outlook for the company's defense business and in-production commercial airplane programs remains very strong.' FMI: www.boeing.com aero-news.net *************** Navy Helicopter Crashes in South Texas CORPUS CHRISTI, Texas (AP) - A Navy helicopter carrying four people crashed in a field in rural South Texas late Wednesday. One person was rescued and taken to a local hospital and rescuers using spotlights and flashlights searched for the other three late Wednesday, said Ed Mickley, a spokesman for the Naval Mine and Anti-Submarine Warfare Command. The Navy MH-53 Sea Dragon helicopter exploded into flames after crashing about 8 p.m. Wednesday, authorities said. The helicopter assigned to the Helicopter Mine Countermeasures Squadron 15 was on a routine training mission from the Naval Air Station Corpus Christi when it went down in a farmer's field, Mickley said. J.D. Batten, who lives about two miles from the crash site, told the Corpus Christi Caller-Times that he was walking near his property's front gate when he heard a helicopter overhead. "Suddenly I saw a red-glowing fireball shoot hundreds of feet up into the air," he said. "I heard a giant boom a second later. It was then dead silent and I couldn't hear the helicopter anymore." Searchers set up a perimeter of about 200 yards around the crash site and were expanding beyond that in their search for other crew members. Mickley said debris was scattered but it was difficult to assess how far because of darkness. Firefighters battled high flames around the crash site, the Corpus Christi Caller-Times reported. ***************** 'Wake turbulence' may be behind bumpy AC flight Wake turbulence may have caused last week's bumpy ride that injured 10 people on an Air Canada flight. The Transportation Safety Board says they have yet to test the hypothesis, but it is possible that turbulence from the wake of another aircraft could have led to the incident. The AC190 flight was headed to Toronto from Victoria when it began to swing from side to side. It also took a sudden plunge over the Rockies before pilots were able to regain control of the aircraft. They cut their flight short and made a safe emergency landing in Calgary. "It could be that an external force may have caused the incident, but we haven't gotten to the stage yet where we are ready to test hypotheses," said the TSB's John Cottreau. "There are a world of hypotheses about what may have happened to upset Air Canada Flight 190. Right now we are still collecting the facts." Aviation analyst Mark Miller told CTV Newsnet that wake turbulence is disturbed air travelling from the top of the wing and the bottom of the wing. "(The air) comes back together as it leaves the wing and creates these sort of swirling tornadoes that trail behind the plane," Miller said. These "swirling tornadoes" can affect aircraft travelling behind the plane, even those that are several kilometers behind or at a lower altitude. Following last week's incident, the TSB asked the U.S. National Transportation Safety Board for air traffic flight data recordings for the northern Washington State area -- near the location where the Air Canada flight confronted problems. The requested information included flight path data on civilian and military aircraft in the area. Speculation that wake turbulence led to flight problems began shortly after last week's incident. "The theory was that (wake turbulence) could have come from an airplane that was several miles ahead and perhaps at a higher altitude -- 2,000 feet above this Air Canada flight," said Miller. Miller said the wake turbulence could have drifted down and into the path of the aircraft. "The Air Canada flight now has to fly through this little mini-tornado for a second or for a few seconds, and that causes the little bit of wing upset and that's potentially what we saw," he said. TSB officials, however, emphasize that a variety of other external forces may have been responsible for the flight's problems. Another possibility is that the plane hit a "mountain wave." That's when air goes up one side of a mountain and descends on the other side. That could cause waves of standing air to flow for several kilometres and they may have strayed into the plane's flight path. Ten of the flight's 88 passengers were injured in the incident. They were treated at hospital and released. Some passengers later said they feared for their lives in the seconds before pilots were able to regain control of the plane. http://www.ctv.ca/servlet/ArticleNews/story/CTVNews/20080116/air_canada_0801 16/20080116?hub=SciTech *************** FAA Updates Progress On Efforts To Improve Runway Safety Says Industry Has Responded To Call To Action The Federal Aviation Administration says the US aviation community has initiated and completed significant short-term actions to improve safety at US airports... but also notes recent close calls at some of the nation's busiest airports show further action must be taken to reduce the risk of runway incursions and wrong runway departures. Led by Acting FAA Administrator Bobby Sturgell, more than 40 aviation leaders from airlines, airports, air traffic control and pilot unions, aerospace manufacturers, agreed on August 15 to an ambitious plan focused on solutions in cockpit procedures, airport signage and markings, air traffic procedures, and technology. The following is a summary, released by the FAA Wednesday, of what the agency considers to be the aviation industry's short-term accomplishments. Work continues on mid- and long-term goals. Upgrade Airport Markings at Medium and Large Airports Action: All airports with more than 1.5 million enplanements to voluntarily accelerate the enhancement of new markings that were originally required by the FAA by June 30, 2008. Status: As of today, 53 of the targeted 75 airports have completed painting, 18 airports are planning to complete enhanced markings by the end of the year, and 4 have committed to complete the upgrade prior to the deadline. Regional offices continue to track the progress with airport sponsors and provide assistance. Upgrade Airport Markings at Smaller Airports Action: All airports certificated under Part 139 to develop plans to voluntarily upgrade existing markings, even though it is not required. Status: As of today, 28 airports have upgraded their markings, 50 airports plan to complete the work by the end of the year, 173 airports plan to upgrade markings by June 2008, 29 airports plan to enhance markings in 2009, and 28 airports have expressed interest but have not yet provided a target completion date. This means 308 airports are at some stage in voluntarily adopting the enhanced markings, and we expect that number to increase. Regional offices continue to track the progress with airport sponsors and provide assistance. The FAA is taking steps to propose extending the enhanced taxiway centerline requirement to all certificated airports. A draft change to Advisory Circular (AC) 150/5340-1J, Standards for Airport Markings, was published in late December 2007. Comments are due by February 26, 2008. The change to the AC would adopt the enhanced markings as standard signage at all certificated airports. Further decisions will be made after the agency has the opportunity to review the comments the public and industry comments. Airport Surface Analysis Action: Complete a runway safety review of 20 airports based on runway incursion data and wrong runway departure data. Status: Reviews of all 20 airports are complete and have resulted in more than 100 short-term and numerous mid- and long-term initiatives. Many of the short-term initiatives identified have already been completed. The agency has evaluated lessons learned from the initial surface analysis and have modified the format for future Runway Safety Action Team (RSAT) meetings and incorporated evaluation of the wrong runway risk factors identified by the Commercial Aviation Safety Team (CAST) into the RSATs. We are currently evaluating the next tier of airports to be included in the "Call to Action" surface analysis effort. The first tier included: Atlanta: Hartsfield-Jackson Atlanta International Atlanta: Dekalb Peachtree Boston: Logan International Chicago: O'Hare International Dallas: Dallas/Ft. Worth International Denver: Denver International Ft. Lauderdale: Ft. Lauderdale-Hollywood International Las Vegas: McCarran International Las Vegas: North Las Vegas Long Beach: Long Beach/Daugherty Field Los Angeles: Los Angeles International Miami: Miami International Milwaukee: General Mitchell International New York: John F. Kennedy International Orlando: Orlando International Philadelphia: Philadelphia International Reno: Reno-Tahoe International San Francisco: San Francisco International San Jose: Norman Y. Mineta San Jose International Santa Ana: John Wayne Airport (Orange County) Santa Ana Airport Recurrent Training Action: All other certificated airports to voluntarily develop plans to require annual recurrent training to all individuals with access to movement area. Status: All of the 569 certificated airports in the United States require initial and recurrent training for airport employees such as airport police and airport maintenance workers. As a result of the Call To Action, there are now 385 airports that now require recurrent training for non-airport employees such as Fixed-Based Operators or airline mechanics. Additionally, 97 airports plan to adopt this requirement. Regional offices continue to track the progress with airport sponsors and provide assistance. The Office of Airport Safety and Standards issued a draft change to AC 150/5210-20, Ground Vehicle Operations on Airports, in late December 2007. Public comments are due by February 26, 2008. The draft AC strongly recommends regular recurrent driver training for all persons with access to the movement area and ramp apron areas. Air Carrier Pilot Training Action: Air carriers to provide pilots with simulator or other training that incorporates realistic scenarios from pushback through taxi. Status: Of the 112 active air carriers, all have reported that they are in compliance. Air Carrier Cockpit Procedures Action: Air carriers to review cockpit procedures to identify and develop a plan to address elements that contribute to pilot distraction during taxi. Status: Of the 112 active air carriers, all have reported that they are in compliance. Air Carrier Employee Training Action: Air carriers to establish mandatory recurrent training for non-pilot employees who operate aircraft or vehicles on the airfield. Status: The FAA reviewed existing videos, posted FAA Notice No. 0988 containing visual depictions (FAASafety.gov), and is developing a new DVD to be distributed to air carriers to be used in training programs. Air Traffic Taxi Clearances Action: Review current policies for issuing taxi clearances, conduct a safety risk analysis of a procedure to issue specific taxi instructions for each operation. Status: The FAA has completed an analysis of ATC procedures pertaining to taxi clearances and found that more explicit taxi instructions are needed. The FAA has forwarded preliminary results to stakeholders for a 30-day review. An analysis of Multiple Landing Clearances has begun. FAA Air Traffic Organization (ATO) Voluntary Reporting Action: Work with labor unions on an Aviation Safety Action Program (ASAP) for air traffic controllers. ASAP is already used successfully by 67 air carriers to encourage voluntary reporting of safety by pilots, dispatchers, flight attendants or mechanics. Status: A partnership agreement between the FAA and the National Air Traffic Controllers Association (NATCA) was recently signed. The agreement covers all ATO employees. The FAA and NATCA will work together to develop and implement the voluntary reporting system. Next Steps On January 15, Sturgell convened a teleconference with the chief executive officers of US commercial carriers to reinforce the need for improved pilot training and cockpit procedure, citing concern over recent high-visibility runway safety events. Sturgell called for meetings with all carriers and top FAA safety officials to take place by Friday, January 25. The meetings will include each airline's director of operations, director of safety and chief pilot and will examine ways to enhance situational awareness on the runway. A runway incursion is an incident on a runway involving an aircraft, vehicle, person, or object that creates a collision hazard or results in loss of required separation with an aircraft preparing to take off or land. In 2007, there were 24 serious runway incursions (A&B events), eight of which involved commercial air carriers. FMI: www.faa.gov/news/fact_sheets aero-news.net *************** NTSB Releases Factual Report On Fatal 2006 UND IFR Accident The NTSB has updated its investigation of a fatal 2006 Cessna crash that took the lives of 2 University of North Dakota students. The factual report, a prelude to the ultimate finding of a probable cause notes that IFR conditions appear to have been a significant factor in the accident that took the lives of pilot Jacob Rueth (18), and passenger Jacob Sundblad (19). Despite launching into IMC that had deteriorated to a mile visibility, the pilot had yet to log any actual flight time in IFR conditions. No mechanical problems have been mentioned as a potential cause of the accident. NTSB Identification: CHI07FA032. The docket is stored in the Docket Management System (DMS). Please contact Records Management Division 14 CFR Part 91: General Aviation Accident occurred Friday, December 01, 2006 in Crookston, MN Aircraft: Cessna 172L, registration: N9850G Injuries: 2 Fatal. History Of Flight On December 1, 2006, about 1830 central standard time, a Cessna 172L, N9850G, piloted by a private pilot, was destroyed when it impacted terrain near Crookston, Minnesota. The 14 CFR Part 91 personal flight was operating in instrument meteorological conditions without a flight plan. The local flight originated from the Crookston Municipal Airport-Kirkwood Field (CKN), about 1815. A witness reported seeing two people removing the accident airplane from a hangar at 1800. He stated that he saw the accident airplane outside of the hangar and that the two people were pushing another airplane back into the hangar. He reported that he did not see the people board the airplane, nor did he see the airplane take off. At 1850, an emergency locator transmitter signal was detected by the Air Force Rescue and Coordination Center. The Civil Air Patrol, local authorities, and the CKN airport manager were contacted regarding the ELT signal. A ground search was begun and the airplane was located about 0300 on December 2, 2006. The aircraft was located in a harvested farm field about 1 mile southwest of CKN. Personnel Information The pilot held a private pilot certificate with a single engine land rating issued on July 1, 2006. The pilot also held a third class medical certificate that was issued on December 23, 2004. No limitations were listed on the medical certificate. Examination of the pilot's flight logbook revealed that he had accumulated 102.5 total hours of flight experience including 30.3 hours in Cessna 172 airplanes, 19.7 hours in the previous 90 days and 5.0 hours in the previous 30 days. The pilot's logbook showed that he had accumulated 4.6 hours of simulated instrument flight time and no flight experience in actual instrument conditions. The right seat passenger held a student pilot certificate and first class medical certificate issued on July 27, 2006. Examination of the passenger's flight logbook revealed that he had accumulated 42.9 hours of total flight experience. No flight time in Cessna aircraft was listed in the passenger's logbook. Aircraft Information The airplane was a 1971 Cessna 172L airplane, serial number 17259750. It was a single engine, strut braced, high-wing monoplane of predominately aluminum construction. The airplane had a fixed tricycle landing gear. It was powered by a Lycoming O-320-E2D engine, serial number L-36326-27A, rated to produce 160 horsepower. This engine had been installed on the airplane in accordance to a supplemental type certificate. Examination of the aircraft maintenance records indicated that the airplane had been inspected in accordance with an annual inspection on July 17, 2006, at a recording tachometer reading of 6,099.6 hours. The records also showed that the airplane was inspected in accordance with a 100 hour inspection on October 26, 2006, at a recording tachometer time of 6,196.6 hours. The records indicated that the airplane had accumulated 10,495.8 hours total time, and the engine had accumulated 1,304.3 hours since its most recent overhaul as of the date of the 100 hour inspection. The engine's most recent overhaul was performed on January 7, 2003. Meteorological Information The automated weather observing system (AWOS) located at CKN recorded the weather conditions on the evening of the accident flight as follows: At 1755, winds 340 degrees at 7 knots, 10 statute miles (sm) visibility, light snow, scattered clouds at 1,000 feet above ground level (AGL), broken clouds at 2,200 feet AGL, overcast clouds at 2,600 feet AGL, temperature -6 degrees Celsius (C), dew point -8 degrees C, altimeter setting 29.88 inches of mercury (in-Hg). At 1815, winds 320 degrees at 9 knots, 5 sm visibility, light snow, scattered clouds at 1,300 feet AGL, broken clouds at 1,900 feet AGL, overcast clouds at 3,400 feet AGL, temperature -6 degrees C, dew point -9 degrees C, altimeter setting 29.89 in-Hg. At 1835, winds 320 degrees at 11 knots gusting to 16 knots, 1 sm visibility, snow, overcast clouds at 200 feet AGL, temperature -7 degrees C, dew point -8 degrees C, altimeter setting 29.90 in-Hg. At 1855, winds 330 degrees at 9 knots, 2 sm visibility; light snow, broken clouds at 400 feet AGL, overcast clouds at 800 feet AGL, temperature -7 degrees C, dew point -9 degrees C, altimeter setting 29.91 in-Hg. Weather radar images for the Grand Forks Doppler radar site showed precipitation near CKN at the time of the accident. The images showed the base reflectivity of the radar returns near CKN of 5-10 dBZ at 1702 which increased to 20-25 dBZ at 1732, and then to 25-30 dBZ at 1825. Communications At 1602, on the day of the accident, a call was placed to the Princeton, Minnesota, Automated Flight Service Station. The caller requested a standard weather briefing for a local flight from CKN, and identified N9850G as the aircraft. The briefer informed the caller of an approaching frontal boundary and scattered snow showers near CKN. The forecast for Grand Forks, North Dakota, that the briefer gave the caller was for ceilings of 6,000 feet broken for one hour followed by 4,000 feet overcast with areas of light snow. The briefer stated that the forecast was expected to run through the night and that visibilities were expected to remain 7 miles or better. The briefer continued with the area forecast for northwestern Minnesota, which called for 1,500 feet scattered clouds, 5,000 foot broken ceilings with occasional visibilities of 5 miles and snow development. No records of radio communications with the accident airplane during the accident flight were found. Airport Information CKN is an uncontrolled airport located in northwestern Minnesota and is served by three intersecting runways. Runway 13/31 is 4,300 feet by 75 feet, asphalt; runway 17/35 is 2,978 feet by 202 feet, turf; and runway 6/24 is 2,089 feet by 202 feet. Wreckage And Impact Information The airplane came to rest at coordinates 47 degrees, 49.760 minutes north latitude, 96 degrees, 38.229 minutes west longitude. An impact mark was located about 170 feet and 60 degrees from the main wreckage. All aircraft components were located along a line extending 240 degrees from the initial impact mark. The main wreckage consisted of the fuselage, empennage and wings. All flight control surfaces remained attached to the main wreckage with the exception of the outboard section of the right aileron. The detached portion of the right aileron was found about 20 feet from the main wreckage. The fuselage was crushed rearward and the aft fuselage was buckled aft of the main cabin. The aft fuselage was folded up over the cabin section. The empennage remained attached to the aft fuselage. The elevators and rudder remained attached to their respective surfaces. The wings remained partially attached to the cabin section. The engine was separated from the fuselage and was found about 40 feet from the main wreckage. The propeller was detached from the engine and was found between the initial impact mark and the main wreckage. The airplane was moved to a hangar at CKN where a layout of the aircraft components was conducted. The right wing exhibited upward and rearward crushing from a position outboard of the fuel tank to the tip. The upward crush angle was about 45 degrees relative to the longitudinal axis of the airplane. Examination of the right aileron control system confirmed control cable continuity from the aileron to the cockpit yoke assembly and to the left aileron. The left wing exhibited upward and rearward crushing from about mid-span to the wing tip. The upward crush angle was about 45 degrees relative to the longitudinal axis of the airplane. Examination of the left aileron control system confirmed control cable continuity from the aileron to the cockpit yoke assembly and to the right aileron. The vertical tail and rudder remained attached to the aft fuselage. Control cable continuity was confirmed from the rudder to the cockpit rudder pedals. The horizontal tail and elevator remained attached to the aft fuselage. The left stabilizer and elevator were bent upward at about mid-span. The elevator trim tab remained attached to the elevator. Control system continuity was confirmed from the elevator to the cockpit yoke assembly. Examination of the engine confirmed rotation and continuity of the accessory section and valve train. When rotated, the engine produced suction and compression in each cylinder. One magneto remained attached to the engine and produced spark from each position of the plug wire cap when rotated by hand. The other magneto was not located during the investigation. The upper spark plugs were removed and no defects were noted. The oil screen was removed and was found to be free of contaminants. Examination of the dry vacuum pump revealed that the core was fractured, and the drive coupling was intact. No anomalies were found with respect to the airframe, engine, or airplane systems that could be determined to have existed prior to impact. The recording hour-meter that was in the airplane read 4,166.8 hours, and the recording tachometer read 6,226.9 hours during the wreckage examination. A flight log sheet that was found showed that the accident pilot signed out the airplane on the day of the accident and that the starting hour-meter and recording tachometer readings were 4,166.6 hours 6,226.7 hours respectively. Medical And Pathological Information An autopsy was performed on the pilot by the Ramsey County Medical Examiner's office. The Federal Aviation Administration (FAA) prepared final Forensic Toxicology Fatal Accident Reports for the pilot and passenger. The results for both were negative for all tests performed. Additional Information The FAA, Cessna Aircraft Company, and Textron Lycoming were parties to the investigation. The wreckage was released to a representative of the insurance company. FMI: www.ntsb.gov aero-news.net **************** Hawker Beechcraft Appoints New VP Of Flight Operations Robert Blouin Will Oversee All Domestic, Int'l Flight Ops Hawker Beechcraft Corporation (HBC) announced the appointment Wednesday of Robert (Bob) Blouin as vice president, Flight Operations. In this newly-created role, Blouin will be responsible for all of Hawker Beechcraft's domestic and international flight operations, including: Customer Demonstrations, Company Transportation, Airfield Services, and Commercial and Government/Military Aircraft Production Flight Test for the Wichita, KS and Little Rock, AR HBC facilities. During his previous role as president and founding partner of Sky Group Associates, Inc. -- a privately-held aviation consulting firm in Washington, D.C. -- Blouin was responsible for the acquisition, administration and execution of contracts, and provided management, safety, security and flight operations consulting services to the aviation community. "Bob is well known and respected in the aviation industry and his counsel is sought after by many. His extensive experience in flight operations management and audits, introducing safety systems and interfacing with leaders of top aviation groups will be a major asset to the company," said Bill Brown, president of Global Customer Service and Support. Blouin was also the president and founder of the Greater Washington Business Aviation Association (GWBAA), where he helped provide a voice and forum for the local business aviation community in Washington D.C., Virginia and Maryland. >From 1997 to 2004, Blouin held senior executive positions at the National Business Aviation Association (NBAA) in Washington, D.C., including vice president and senior vice president of Operations. Prior to NBAA, he worked at Bombardier Aerospace for 13 years in executive positions in Flight Operations and Technical Operations. "During Bob's tenure at Bombardier, he was responsible for many international assignments. His expertise will be instrumental as Hawker Beechcraft's global footprint continues to expand," said Brown. Blouin is rated as an Airline Transport Pilot (ATP) and is a certified flight instructor. In his career, he has logged more than 7,500 flight hours. He holds a Bachelor of Arts degree from Loras College in Dubuque, IA. FMI: www.hawkerbeechcraft.com aero-news.net *************** middle east civil aviation safety summit to provide global air safety roadmap Conference to be hosted by the UAE General Civil Aviation Authority and Abu Dhabi Airports Company (ADAC) and held under the patronage of H.H Sheikh Hamdan Bin Zayed Al Nahyan, deputy prime minister of the UAE The Middle East Aviation Safety Summit to be hosted by the UAE General Civil Aviation Authority (GCAA) and Abu Dhabi Airports Company (ADAC) in Abu Dhabi next week will kick off a Global Safety Roadmap and provide a blueprint for international air safety initiatives around the world. The Summit, held under the patronage of HH Sheikh Hamdan Bin Zayed Al Nahyan, deputy prime minister of the UAE, will be held at the Al Raha Beach Hotel in Abu Dhabi on 21 and 22 January 2008. Prominent international and regional aviation officials and experts who have confirmed their participation include HE Sultan bin Saeed Al Mansoori, Minister of Development for Government Sector and chairman of the UAE General Civil Aviation Authority (GCAA); HE Khalifa Al Mazrouei, chairman and managing director of co-sponsors Abu Dhabi Airports Company (ADAC); Dr Taieb Sherif, secretary general of the International Civil Aviation Organisation (ICAO); William Voss, president and CEO of the Flight Safety Foundation (FSF); Ambassador Edward Stimpson, chairman of the FSF; James Filippatos, assistant administrator for international aviation of the US Federal Aviation Administration (FAA); and Claude Probst, director of regulations of the European Aviation Safety Agency (EASA). "The purpose of the summit is to develop a prioritised action plan that integrates existing efforts with crucial safety needs. It brings together all the concerned partners including regulators, airport and aircraft operators, engine manufacturers, safety agencies and international organizations. The Summit is based on the parameters of the Global Aviation Safety Roadmap, a global initiative by ICAO, IATA, ACI, IFALPA CANSO, FSF, Airbus and Boeing," said HE Sultan bin Saeed Al Mansoori, Minister of Development for Government Sector and chairman of the UAE General Civil Aviation Authority (GCAA). The first day of the conference will introduce delegates to the Global Aviation Safety Roadmap (GASR), a new aviation safety initiative pioneered by the International Safety Strategy Group (ISSG). The GASR supersedes earlier safety initiatives and following its Middle East launch will be rolled out in Africa and South America. In the afternoon there will be reports updating delegates on current initiatives in the region to enhance aviation safety. The second day will focus on key areas for enhancing aviation safety including the implementation of international standards, consistent use of safety management systems, reporting and analysing errors and incidents, using technology to enhance safety, finding training and assessing qualified personnel and alignment of safety strategies. HE Khalifa Al Mazrouei, chairman and managing director of ADAC who are co-hosting the event said: "The Summit recognises the commitment of the UAE to pioneering aviation safety initiatives in the region and beyond. It brings together all the concerned parties - regulators, the aviation industry and safety agencies - with the mutual goal of launching a new era in aviation safety. We are pleased to co-host this milestone event with the GCAA and the world aviation industry and we look forward to rolling out the global safety plan of action from the UAE capital." Jalal Haidar, the UAE representative on the council of the ICAO, added: "It is an honour for the UAE to be chosen as the launch pad for this global safety initiative and reflects the high standards of practice attained here. The Summit will include presentations on the Safety Management Systems employed by the US and European civil aviation authorities and it will be very informative for the attendees to be able to compare and contrast their best practices and safety philosophies." http://www.albawaba.com/en/countries/UAE/221081 ****************