De : "Curt Lewis" 16 FEB 2009 _______________________________________ *Final descent was nearly 20 times faster than normal *757 lands safely at LAX after 1 engine dies *Audit team in Macau next month to ensure aviation safety *Northwest commuter flight diverted to Grand Rapids *Technology preventatives for EMS preservation *Plane that crashed near Buffalo was on autopilot *NTSB: Flight 3407 Was On Autopilot Before Accident *SWA Flight Returns To McCarran After Engine Fire Erupts *FAA Issues Icing Fact Sheet Following Colgan Accident *Dassault Falcon 100 Accident (Switzerland) *************************************** Final descent was nearly 20 times faster than normal Everything seemed normal for the first 59 minutes and 34 seconds of Flight 3407 from Newark to Buffalo. But the last 26 seconds launched a terrifying descent in which the crew tried to regain control of the plummeting plane as it was rolling and twisting, according to information retrieved from the two black box recorders of the ill-fated plane and released Sunday. A minute before the plane crashed, nothing appeared amiss. The autopilot was controlling the descent at 154 mph, the landing gear and flaps were lowered, and, at 1,650 feet above the ground, the plane was on course for landing on Runway 23 at Buffalo Niagara International Airport. But 34 seconds later, the plane suddenly went out of control and began a deadly roller-coaster descent that ended at 10:20 Thursday night. The pilot and first officer heard a warning tone, signaling that the autopilot had automatically disengaged. Instead of easing toward the landing strip at a gradual descent, the nose of the plane suddenly pitched up at a 31-degree angle, far steeper than what's normal for a plane during takeoff. At that point, it appears that the crew took over from the autopilot and rammed the throttles all the way forward, trying to prevent the plane from stalling. Seconds later, the nose of the plane dipped dramatically. At the same time, the plane rolled to the left, its left wing dipping and the right wing pointing up. Then the plane rolled even more dramatically to the other side. Inside the cabin, passengers and crew felt a gravitational pull of two Gs, twice the force of gravity. The wings then came back toward level flight. But the nose of the plane still pointed down, and the plane was pointed in the opposite direction from the airport. It had reversed direction. Continental Connection Flight 3407 also was dropping nearly 20 times faster than normal . falling 800 feet in 5 seconds. The last recorded data showed the plane 250 feet above ground level, at 115 mph, less than 5 seconds before impact. Finally, the plane hit flat on the ground, igniting a fireball that took the lives of all 49 people onboard and one in the Clarence Center house it struck. That is the terrifying sequence of events that federal investigators reconstructed for reporters Sunday evening in a hotel in Amherst. What caused the plane to pitch out of control and crash remains a question, according to representatives from the National Transportation Safety Board. But some of the details of the final moments of the flight have started coming to light. It is too early to determine what role icing played, said Steven R. Chealander, the NTSB member overseeing operations locally. The flight's crew had reported "significant" icing on the windshield and leading edge of the wings. "Significant," however, is not a technical term, but merely the words the crew chose to describe what they saw. Icing is categorized by the Federal Aviation Administration as light, moderate or severe. "We have not gotten reports yet suggesting it was severe icing," Chealander said. The takeoff of Flight 3407 was delayed for more than two hours from New Jersey on Thursday night, departing at 9:20. The delay, though, was related to winds as high as 57 mph in the metropolitan New York City area, Chealander said, not because of any weather conditions in the Buffalo area. "It really was not a bad weather day, and they chose to launch," he told reporters gathered at the Buffalo/Niagara Marriott in Amherst. The crew turned on the de-icing system 11 minutes after takeoff, and it remained on throughout the flight, he said. As in most routine flights, autopilot was engaged, controlling the plane's maneuvers prior to landing. But the autopilot shut off just half a minute after the landing gear was lowered, signaling to the flight crew that conditions were too extreme for autopilot to handle. As federal investigators continue to comb through the evidence, the level of icing is likely to become a key factor. The manufacturer of the twin-engine Bombardier Dash 8 Q400 turboprop recommends that in "severe" icing, autopilot be disengaged so the pilot can correct for weather conditions more efficiently, Chealander said. In general, the NTSB recommends that when icing occurs, "you might want to disengage the autopilot so you have a manual feel for what might be changing because of the ice," he said. "We suggest you take it off autopilot to better feel the airplane and stay ahead of changes as a result of the icing," he said. But the FAA offers a different recommendation to pilots who encounter icing conditions. This federal agency encourages pilots to "use the autopilot to help you handle the workload in these highly intense weather situations. To say they shouldn't have been flying on autopilot is not correct," Chealander said. The FAA has not adopted the NTSB's guidelines. And that point, in the months ahead, may become a point of contention between the FAA, which regulates aviation, and the NTSB, which is charged with investigating various types of transportation accidents. "The FAA sees things a little differently than we do," said the NTSB's Chealander. Both organizations are federal agencies under the umbrella of the Department of Transportation. Neither has direct oversight of the other. Investigators are continuing to dig through the debris on Long Road in Clarence, still searching for the remains of victims, as well as pulling out plane parts. "The plane doesn't seem to have lost anything prior to impact," Chealander said. Crews have found all six blades to Engine 2, he said. Engine 1 was consumed by fire, but fragments of four blades, all badly burned, have been found. A crane is being used to lift the engines and put them on the road for investigators to examine, he said. In addition to its de-icing system consisting of pneumatic boots and electrically heated propellers, the plane also has a related, "sophisticated" system that helps deal with icing, Chealander said. If the pilot flips the "reference speed increase switch," the instruments add a margin to the "stall speed," or the speed at which the wings no longer create lift and the plane drops. "It basically adds 20 knots [about 23 mph] to everything you're doing to help protect you against a stall," he said. "From every indication that we've got right now off [the] flight data recorder and so forth, that switch was engaged." Chealander said airline representatives have told the safety board that all pilots received training in winter operations prior to this season. During that training, pilots were instructed they should activate de-icing systems before the planes enter icing conditions, he said. The NTSB will continue to piece together evidence and try to determine what caused the disaster. But that may require considerable time. http://www.buffalonews.com/home/story/580853.html ************** 757 lands safely at LAX after 1 engine dies SANTA ANA, Calif.(AP) - Officials say an American Airlines flight on its way to Chicago from John Wayne Airport in California's Orange County was diverted after one of its engines went out. American Airlines spokesman Billy Sanez says the engine on Flight 1236 died just minutes after takeoff at 3:21 p.m. Sunday. The 757, carrying 149 passengers and a crew of six, was diverted to Los Angeles International Airport, where it landed safely about 10 minutes later. Nobody on board was injured. The incident is under investigation. *************** Audit team in Macau next month to ensure aviation safety The International Civil Aviation Organisation (ICAO) will come to Macau early next month to ensure aviation safety, during an eight-day visit on systematic aviation assessment. The International Civil Aviation Organization safety oversight audit team will focus on Macau's aviation laws and regulations, organisational structure and safety, personnel licensing, aircraft operation and airworthiness, air navigation services, airport facilities, aviation accident prevention and investigation, safety of dangerous goods in air transport, as well as other areas related to civil aviation. The hindmost goal of the organisation's "Universal Safety Oversight Audit Programme", launched in January 1999 in response to widespread concerns about aviation safety, is to promote global aviation safety through the regular auditing of safety oversight systems in all of the organisation's Contracting States. Therefore, the Civil Aviation Authority, the Weather Bureau and all local aviation inter-departments and companies as well as maintenance organisations, airports and their operators have been included in the audit ambit. Specifically, the audits focus on the capability for providing safety oversight by assessing whether the critical elements of safety systems have been implemented effectively. The audit teams also determine the State's level of implementation on safety-relevant practices, associated procedures and guidance material. The Macau Civil Aviation Authority received an excellent score in both previous audit reports, thus proving that aviation safety is on top of their concerns. The mandatory programme entails some 40 safety oversight audits annually, with each Contracting State required to host an audit at least once every six years. The second cycle of audits started in January 2005 and will continue until December 2010. http://www.macaudailytimesnews.com/index.php?option=com_content&task=view&id =22861&Itemid=28 *************** Northwest commuter flight diverted to Grand Rapids GRAND RAPIDS, Mich. - A commuter plane operated by Northwest Airlines was diverted to Gerald R. Ford International Airport after the pilot reported smoke in the cockpit. Flight 2125, a Northwest Airlink flight operated by Northwest subsidiary Pinnacle Aviation, had taken off from Minneapolis and was headed for Cleveland when it landed in Grand Rapids about 6 p.m. Sunday. The 39 passengers were immediately transferred to another flight to continue on to Cleveland. Airport spokesman Phil Johnson tells The Grand Rapids Press that the airport experiences "a number of diversions throughout the year." The plane was being inspected to determine the source of the smoke. A message was left with Northwest media representatives. http://www.chicagotribune.com/news/chi-ap-mi-planediverted,0,5101653.story *************** Technology preventatives for EMS preservation Safety technologies are likely to play a key role in combating what US National Transportation Safety Board officials say is an "unacceptable" increase in the accident rate for helicopter emergency medical services (HEMS), a transport mode used to move severely ill patients or donor organs between hospitals or from accident sites. The most deadly year so far in the USA was 2008 for the roughly 835 helicopters serving the US market, with 13 accidents claiming 29 lives. A comprehensive analysis of data compiled by the University of Chicago Medical Centre shows that the sector experienced three accidents per 100,000 fight hours flown in 2008, with two of every three accidents proving fatal. As a whole, the helicopters averaged 575h flight time and transported 426 patients, says the study. Not only is the rate higher than in any other general aviation sector, but crews in 2008 would be considered to be in the highest risk occupation for fatal injuries by far when stacked against US Bureau of Labor Statistics metrics for other careers. Aside from the statistical proof that there is a problem, public and political pressures have increased in light of high-profile accidents last year, exemplified by the crash of a Maryland State Police HEMS aircraft that hit trees after attempting to divert to an airport with an instrument approach as ceilings and visibility dropped en route from the accident scene to the hospital. Four were killed, including the pilot, flight paramedic, one local fire department emergency medical technician and one patient. A second patient survived. Although the investigation continues, a prime suspect is controlled flight into terrain. PREVENTING ACCIDENTS Experts say technology, among other preventatives, could play a major role in reining in the accident rate. In a seminal special investigation conducted in 2006, the NTSB determined that 29 of the 56 accidents reviewed could have been prevented if recommendations made to the US Federal Aviation Administration as far back as 1988 had been implemented. Included was a plea to equip all HEMS craft with terrain awareness and warning systems (TAWS), an add-on with which the Maryland State Police Eurocopter AS365N1 was not equipped. T K Kallenbach, vice-president of marketing and programme management for Honeywell Aerospace, says about one-third of the helicopters in the USA have some form of TAWS on board - devices that carry a 3D database of terrain and obstacles 100ft (30m) and higher above the surface and warn pilots of impending collisions both visually on a display and aurally. Honeywell builds a helicopter-specific version of its enhanced ground proximity warning system for fixed-wing aircraft. The company's branded TAWS takes into account the low altitude, flight speeds and unique manoeuvrability of helicopters to reduce nuisance alerts and the system is available from $25,000 installed. For the longer term, Kallenbach says a combination of helicopter EGPWS and helicopter-specific synthetic vision system (SVS) is a more comprehensive solution for situational awareness. Already certificated for high-end business jets, the SVS draws a 3D image of the terrain and obstacle database, overlaid with head-up display-like flight parameters on the primary flight display. The company had previously tested the technology on a Eurocopter AS350 and is now perfecting the system on its corporate AW139. Honeywell is also researching the use of millimetre-wave radar as a means to identify cables and wires, obstacles not recorded in databases, in real time. Bell Helicopter, meanwhile, is planning to gain supplemental type certificates for helicopter models in the second or third quarter of this year for a low-cost, non-intrusive, retrofittable video monitoring system that will aid investigations of otherwise non-equipped helicopter accidents and incidents and allow operators to participate in flight operations quality assurance (FOQA) programmes. The 1.8kg (4lb) system uses four cameras mounted behind the pilots to take images of the floor pedals, collective and cyclic controls, instrument panel and the pilot's hands - but not his or her body. It comes complete with an internal global positioning system engine. For playback, Bell uses custom software to merge the pictures from the four cameras into one overall image and plots the flightpath using Google Earth. Dave Downey, former head of the FAA's rotorcraft directorate and new vice-president of flight safety at Bell Helicopter, says determinations are difficult or impossible to make in 20% of accidents - one in every five - as there is no data available. "We will be amenable to retrofitting almost anything in the cockpit that gets us past the one-in-five figure," says Downey. LIGHTWEIGHT RECORDER Appareo Systems is working with Eurocopter to certificate in 2010 a lightweight flight data recorder for its popular AS350B2 and AS350B3 light single-turbine helicopters. The prototype unit, which weighs only 300g (10.6oz), will include cockpit imaging and sound recording capabilities and is projected to cost less than $10,000, says Dave Batcheller, director of quality, process and programme management at North Dakota-based Appareo. With its own internal micromechanical gyros and accelerometers, the Vision 1000 is platform-agnostic, says Batcheller, and software applications, developed with the Bristow Group, will allow operators to use data for FOQA programmes. Batcheller says product development with Eurocopter is "well under way", with the STC on schedule to be complete in the third of fourth quarter this year and forward-fit installations on new helicopters as standard equipment starting in 2010. Appareo has seen marked behavioural changes when its existing data recorder products have been installed on helicopters, a finding early adopters of helicopter FOQA systems also saw in the North Sea trials in the late 1990s. According to Batcheller, one operator noted a 95% drop (from more than 500 a month down to about 10) in the incidents of pilots flying below standard operating procedure altitudes within six months of having the recorders installed. "It was a profound reduction in risk," he says. http://www.flightglobal.com/articles/2009/02/16/322537/technology-preventati ves-for-ems-preservation.html **************** Plane that crashed near Buffalo was on autopilot BUFFALO, N.Y. - The commuter plane that crashed near Buffalo was on autopilot until just before it went down in icy weather, indicating that the pilot may have violated federal safety recommendations and the airline's own policy for flying in such conditions, an investigator said Sunday. Federal guidelines and the airline's own instructions suggest a pilot should not engage the autopilot when flying through ice. If the ice is severe, the company that operated Continental Flight 3407 requires pilots to shut off the autopilot. "You may be able in a manual mode to sense something sooner than the autopilot can sense it," said Steve Chealander of the National Transportation Safety Board, which also recommends that pilots disengage the autopilot in icy conditions. Automatic safety devices returned the aircraft to manual control just before it fell from the sky, Chealander said. During a Sunday briefing, Chealander described the flight's frantic last moments, which included a steep drop and rollercoaster-like pitching and rolling. http://news.yahoo.com/s/ap/20090215/ap_on_re_us/plane_into_home *************** NTSB: Flight 3407 Was On Autopilot Before Accident Practice Violated Company Policy For Icing Conditions A National Transportation Safety Board official confirmed Sunday that downed Continental Express flight 3407 was being flown on autopilot at the time of the crash, contrary to normal procedures. In conjuction with FAA recommendations, NTSB spokesman Steve Chealander said Colgan Air, the plane's operator, recommends that pilots manually fly during all conditions... and requires them to do so when there's evidence of severe icing. "You may be able in a manual mode to sense something sooner than the autopilot can sense it," Chealander told the Associated Press, emphasizing the need to hand-fly the airplane to better feel how it's really flying when conditions are critical. An autopilot will trim out an aircraft, within its capabilities, to compensate for changing conditions -- including airflow disturbances caused by icing -- without the flight crew necessarily becoming aware of any abnormalities. Other information about the crash suggests the plane may have stalled, even going into a flat spin prior to impact. Popular conjecture that icing was a major factor in the crash would seem to support the theory, but at this point is still speculation. As ANN reported, the Bombardier Dash 8-Q400 twin-engine turboprop airplane went down at approximately 10:15 pm (EST) Thursday, February 12, crashing into a house during an instrument approach to Buffalo International Airport (BUF). Flight 3407 impacted a residential area about 4.4 miles short of the runway at BUF, in what investigators have described as a nearly flat attitude with little forward motion. Radar returns indicate the aircraft fell from 1,800' MSL to 1,000' within five seconds, at which time the aircraft disappeared from radar. The last hit plotted on the aircraft's flight data recorder showed the Q400 at 900' MSL, with the aircraft descending at 100 knots in a right bank, nose-down attitude. The accident site is approximately 650' MSL. All aboard the aircraft -- 44 passengers, two pilots, two flight attendants, and one off-duty pilot -- lost their lives. There was one ground fatality, a person inside the home impacted by the plane. FMI: www.ntsb.gov aero-news.net *************** SWA Flight Returns To McCarran After Engine Fire Erupts With 118 Passengers Aboard, Plane Lands Safely A Southwest Airlines 737-700 enroute from Las Vegas' McCarran International Airport (LAS) to New York's Long Island Islip MacArthur Airport (ISP) last Thursday returned to its point of departure after developing engine trouble on climbout. Federal Aviation Administration spokesman Ian Gregor said that soon after takeoff, the 737's right engine caught fire. The flight crew shut down the engine and returned to LAS, where the plane with 118 passengers aboard landed safely and taxied to the gate. By the time the aircraft landed, there was no visible smoke or fire coming from the engine, Southwest spokesman Paul Flanigan said. The plane was escorted to parking by airport fire and rescue crews. Clark County Fire Department spokesman Karl Lee told the Las Vegas Sun no one was injured in the incident. Passengers were placed on another flight and departed for the second time, delayed about three hours by the ordeal. The original plane was towed to a Southwest maintenance hangar on the airport for investigation, and ultimately, repair. FlightAware.com online flight tracking shows the flight departed LAS at 3:09 pm, headed for ISP. Upon reaching an altitude of about 7,000 feet, the Boeing 737-700 began to descend and reversed course in a sweeping right turn back to the west - and LAS. Witness Jeff Kinney is an assistant professor in the Department of Psychology at UNLV, near McCarran's north-south flight path. Kinney described being in his office, hearing "popping sounds" and seeing small flames shooting from a Southwest jet's engine as it climbed out of McCarran Thursday afternoon. "It was probably a couple hundred feet lower than most of them and it was making a different sound so it caught my attention," Kinney said. The FAA and the National Transportation Safety Board are investigating. FMI: www.southwest.com, www.faa.gov, www.ntsb.gov aero-news.net ************** FAA Issues Icing Fact Sheet Following Colgan Accident Agency Says Numerous ADs And SAFOs Increased Air Safety In Recent Years In the wake of Thursday's crash of Continental Connection flight 3407 into a Buffalo, NY suburb, and in particular the speculation regarding the role icing may have played in the tragedy, the Federal Aviation Administration on Friday released a summary of numerous short-and long-term safety actions it has taken over the past 15 years to improve safety of aircraft that encounter icing conditions on the ground and in flight: Background Since 1994, the FAA has issued more than 100 airworthiness directives to address icing safety issues on more than 50 specific aircraft types. These orders cover safety issues ranging from crew operating procedures in the icing environment to direct design changes. The FAA also has changed airplane flight manuals and other operating documents to address icing safety, and issued bulletins and alerts to operators emphasizing icing safety issues. In addition to many short-term initiatives, the FAA has issued one final rule, has another in final executive coordination, and two proposed rules under development that address NTSB recommendations. FAA Actions The following FAA actions have reduced icing-related accidents: In 1996, the FAA mandated (AD 96-09-25) an Airplane Flight Manual (AFM) revision to limit or prohibit the use of various flight control devices and provide flight crews with recognition queues and procedures for exiting from severe icing conditions. In 1999, the FAA issued an Airworthiness Directive (AD 99-19-18) that mandated revisions to AFM to advise flight crews to activate airframe pneumatic de-icing boots at the first sign of ice accumulation. The FAA has issued ADs on aircraft such as the Mitsubishi MU-2 and the Cessna 208, given their history of icing-related accidents and incidents. On March 29, 2006, the FAA issued Safety Alert for Operators (SAFO 06002) on ground deicing practices for turbine airplanes in nonscheduled Part 135 and Part 91 service. On October 6, 2006, the FAA issued a Safety Alert for Operators (SAFO 06014) to warn against the hazards posed by polished frost. On November 11, 2006, the FAA issued a Safety Alert for Operators (SAFO 06016) to increase awareness of in-flight icing dangers for pilots flying turbo-propeller powered airplanes. On November 30, 2007, the FAA issued Safety Alert for Operators (SAFO 07009) to inform owners, operators, and FAA entities of training requirements for pilots of CE-208 (Cessna Caravan 1) and CE-208B (Cessna Grand Caravan) airplanes for flight into icing conditions. In December 2007, the FAA issued Advisory Circular (AC 91-74A) on the affect of ice crystals on turbine engines. On May 8, 2008, the FAA proposed a rule to remove language from its regulations that allowed some operators - not commercial airplanes - to operate with polished frost. Unlike commercial airplanes which must have a clean wing, corporate aircraft were permitted to fly with smooth or "polished frost." That practice has been deemed unsafe. The comment period closed August 6, 2008. On May 20, 2008, the FAA issued Safety Alert for Operators (SAFO 0812) on aircraft taxi operations during snow and ice conditions. On February 11, 2009, the FAA issued Safety Alert for Operators (SAFO 09004) to emphasize preflight and in-flight planning for winter airport operations for taxi, takeoff, and landing. It also elaborates on SAFO 0812. Proposed New Rule Mandates Icing Detection On April 26, 2007, the FAA proposed a rule to require an effective way to detect ice buildup or let pilots know that icing conditions exist, and produce timely activation of the ice-protection system. It would help avoid accidents and incidents where pilots are either completely unaware of ice accumulation or think the icing is not significant enough to warrant turning on their ice-protection equipment. This rule would mandate that future airplane designs use one of three methods to detect icing and activate the ice-protection system: An ice-detection system that automatically activates or alerts pilots to activate the ice-protection system A definition of visual signs of ice buildup on a specified surface (e.g., windshield wiper post or wings) combined with an advisory system that alerts the pilots to activate the ice-protection system Identification of temperature and moisture conditions conducive to airframe icing that would be used as a cue by pilots to activate the ice-protection system. The rule would further require that after initial activation of the ice-protection system, the system must operate continuously, automatically turn on and off, or there must be an alert to tell pilots when the system is to be cycled. The comment period closed July 25, 2007. The rule is currently in the final stages of executive review. Final Rule Introduces New Airworthiness Standards On August 8, 2007, an FAA final rule introduced new airworthiness standards for the performance and handling characteristics of transport airplanes in icing conditions. The new rule improves the level of safety for new airplane designs when operating in icing conditions, and will harmonize the U.S. and European airworthiness standards for flight in icing conditions. The rule adds a comprehensive set of airworthiness requirements that manufacturers must meet to receive approval for flight in icing conditions, including specific performance and handling qualities requirements, and the ice accretion (size, shape, location, and texture of ice) that must be considered for each phase of flight. These revisions will ensure that minimum operating speeds determined during the certification of all future transport airplanes will provide adequate maneuvering capability in icing conditions for all phases of flight. Rules Under Development The FAA is developing a proposed rule change under which air carrier airplanes are operated that would require either the installation of ice detection equipment or changes to the procedures for activating the ice-protection system to ensure timely activation of the ice-protection system. This proposed rule would apply to all current and future airplanes in service with air carriers whose maximum takeoff weight is less than 60,000 pounds. The FAA is also developing a proposed rule to address supercooled large drop icing, which is outside the icing envelope considered by the current icing certification requirements. The proposed rule would improve safety by taking into account supercooled large-drop icing conditions for transport category airplanes most affected by these icing conditions, mixed-phase and ice-crystal conditions for all transport category airplanes, and supercooled large drop, mixed phase, and ice-crystal icing conditions for all turbine engines. An economic analysis is currently being prepared. FMI: www.faa.gov/other_visit/aviation_industry/airline_operators/airline_safety/s afo/all_safos/ aero-news.net **************** Dassault Falcon 100 Accident (Switzerland) Status: Preliminary - official Date: 12 FEB 2009 Time: 16:14 Type: Dassault Falcon 100 Operator: Laret Aviation Registration: VP-BAF C/n / msn: 210 First flight: Crew: Fatalities: 2 / Occupants: 2 Passengers: Fatalities: 0 / Occupants: 1 Total: Fatalities: 2 / Occupants: 3 Airplane damage: Written off Airplane fate: Written off (damaged beyond repair) Location: St. Moritz-Samedan Airport (SMV) (Switzerland) Phase: Landing (LDG) Nature: Executive Departure airport: Wien-Schwechat International Airport (VIE/LOWW), Austria Destination airport: St. Moritz-Samedan Airport (SMV/LSZS), Switzerland Narrative: The Falcon 100 took off from Vienna (VIE) at 15:06 on a flight to Samedan (SMV). The aircraft touched down left of centreline with the right wing first, then with right main gear. The aircraft drifted to the left and touched with the left wing a snow wall at the runway edge. The aircraft nose hit the snow wall frontally. The aircraft turned to the left and broke into two parts. (aviation-safety.net) **************** Curt Lewis, P.E., CSP CURT LEWIS & ASSOCIATES, LLC