Flight Safety Information August 4, 2011 - No. 161 In This Issue Pilots Cry Foul in Crash Probe Of Air France Jet French pilots halt cooperation with Rio-Paris probe Search continues for crashed Asiana 747-400F Stall warning controversy haunts AF447 inquiry FedEx donates MD-10-30F to non-profit ORBIS Worry Grows Over Delays in F.A.A. Pay CIAIAC publishes final report on fatal MD-82 takeoff accident Madrid Cessna 208B Accident (Brazil) New Boeing Jumbo Freighter Completes Certification Flight Testing The International Helicopter Safety Team strategically partners with Embry- Riddle Aeronautical University-Worldwide Pilots Cry Foul in Crash Probe Of Air France Jet By ANDY PASZTOR And DAVID PEARSON (WSJ) - Simmering industry disputes over the 2009 crash of an Air France jetliner into the Atlantic Ocean erupted Wednesday, with pilot-union leaders claiming that accident investigators have minimized alleged shortcomings of stall-warning systems on the Airbus plane. The latest dispute about possible contributing factors in the crash of the wide-body A330, which killed all 228 people aboard, prompted SNPL, the main Air France pilots' union, to take the unusual step of suspending participation in the ongoing probe. The French government's Bureau d'Enquetes et d'Analyses, or BEA, is leading the investigation. In a statement, the SNPL said its "confidence in the BEA is seriously eroded." The friction was heightened by French media reports that an update released by BEA investigators last week omitted preliminary recommendations for a review of the design of stall-warning systems, which are intended to alert pilots when planes are flying too slowly to maintain lift. So far, investigators have indicated the accident sequence started with malfunctioning airspeed indicators. Almost immediately, the co-pilot flying the aircraft pulled sharply back on the controls and then-contrary to standard practice-continued raising the nose of the plane and kept it in an aerodynamic stall for about three minutes. Investigators determined that at one point, automated stall warnings reverberated inside the cockpit and flashed on instrument screens for more than 50 consecutive seconds, without the crew realizing or dealing with their dangerous predicament. Due to a fluke in the A330's flight-control computers, however, the stall warnings ceased, as designed, once the Air France plane was flying slower than roughly 70 miles per hour-way outside its safety envelope and in a situation engineers never envisioned. But when the crew struggled to regain control by temporarily pointing the nose of the plane down, the jet suddenly gained some speed and the stall warnings briefly resumed. Since that was contrary to what the crew expected, pilot-union leaders argue the result was confusion in the cockpit that ended with the twin-engine jet plummeting into the water. Notwithstanding the public recriminations and news stories highlighting the charges and countercharges, there are increasing signs that investigators eventually may recommend modifications to stall-warning systems on Airbus A330 models. The BEA confirmed in a statement that the earlier recommendation had been removed from the July 29 report, adding that it would have been "premature at this stage of the investigation." The agency said it established separate study groups to examine onboard systems, including details of how stall warnings are triggered, and how pilots deal with automation. Jacques Rocca, a spokesman for Airbus, a unit of European Aeronautic Defence & Space Co., suggested the manufacturer is preparing for possible design changes. If the BEA asks regulators to look into modifications of the stall-warning system, he said, "we will of course take this into account." Given the high-profile crash, other industry officials predicted the BEA is bound to move in that direction. Yves Deshayes, president of the pilots' union, said in an interview Wednesday that the union "is not at all convinced by the BEA's explanation." The SNPL wants to know why the BEA chose to leave out the initial design recommendation. "Pilots aren't fleeing from their responsibility," Mr. Deshayes said, "but they won't accept that this investigation turns into a simple indictment of the flight crew." Officials at Air France-KLM weren't immediately available for comment. Separately, European air-safety regulators, in their latest move to combat the hazards of airspeed-sensor malfunctions on Airbus jets, on Tuesday proposed mandatory upgrades of flight-control computers on Airbus A330 and A340 models. The proposed safety directive, which covers roughly 1,000 aircraft, orders airlines to install new software designed to prevent pilots from routinely relying on autopilots during certain emergencies. The proposal follows earlier recommendations by Airbus, which uncovered the hazard as an offshoot of the Air France probe. Back to Top French pilots halt cooperation with Rio-Paris probe PARIS (Reuters) - France's pilots union suspended its cooperation with an inquiry into the 2009 crash of an Air France flight in protest at what it said was the authorities' decision to ignore problems with the plane's stall alarm and emphasise instead pilot errors. The SNPL airline pilots' union said it would play no further part in the investigation until the BEA air accident investigation agency explained its decision to drop from an interim report last week a recommendation concerning the Airbus A330's stall alarm. The BEA said last week the pilots of the Air France flight from Rio to Paris, which crashed into the Atlantic off the coast of Brazil killing all 228 people onboard, failed to respond to repeated stall warnings and outlined actions that appeared to defy the textbook response to an aerodynamic stall. Its 10 recommendations included better training for pilots to fly aircraft manually, particularly at high altitudes. "Why ignore in the official report the recommendation on the stall alarm? Were other significant modifications made to the report?" the SNPL said in a statement, noting that BEA's reputation had been "seriously shaken". Following reports in the French press on Wednesday, the BEA acknowledged it had removed a recommendation on the stall alarm from its report because investigations on the subject did not appear exhaustive. A BEA spokesperson said the issue would be studied by a working group ahead of a final report due this year. An association for families of the victims of the crash also said the recommendation's removal had undermined the credibility of the investigation and it called for its immediate publication. According to information from the black box flight recorder, the plane's stall alarm sounded 11 times during its four-minute plunge from 38,000 feet. The recording shows the crew were unable to determine from their instruments if the plane was gaining or losing altitude, but at no point did they discuss the stall warnings. In a statement after the BEA report last week, Air France (AIRF.PA) said there was no evidence its pilots lacked training and argued that confusing signals from the stall alarm had complicated their task in working out what was happening. Pilots have complained of a stall warning "trap" due to a design feature under which the computers stop calculating the stall once the speed drops below 60 knots, well below normal. The alarm comes back on when the speed picks up above the threshold, which is the opposite of what unions say pilots would expect. Airbus declined to comment but planemaker officials say the 60-knot threshold falls below any speed that could have been imagined for such a large jet or anything tried by test pilots. Back to Top Search continues for crashed Asiana 747-400F Bad weather has prevented search teams from pinpointing the exact location of the Asiana Boeing 747-400F that crashed into the sea last week following an on-board fire. The aircraft, registration HL-7604, went missing off Jeju Island while en-route from Seoul to Shanghai's Pudong International airport on 28 July. The crew had reported "control problems" at an altitude of 7,600ft and that there was a fire in the hold, said the South Korean Ministry of Land, Transport and Maritime affairs (MLTMA). It had diverted to Jeju International airport when it crashed, it added. Asiana contracted Japan's Nippon Salvage Company on 2 August to aid in the search efforts. The search team includes officials from the ministry and Asiana. The US National Transportation Safety Board (NTSB) has also dispatched a team to aid the investigation. NTSB has designated safety investigator John Lovell as the US accredited representative in the investigation, and he will be assisted by NTSB staff and advisors from the US FAA and Boeing. "We have not found the exact location of the crash, and Asiana does not know how deep the water is," said the airline. Local media reported that the Jeju coast guard found parts of the aircraft, including the cockpit seats and sections of wing, about 122km (76mi) southwest of Jeju. The search mission was halted due to bad weather on 3 August, said the carrier, with a typhoon projected to hit the country today. It is not clear when the search operation will resume. MLTMA said on 29 July that while the "fire probably caused the crash", its exact role in the incident has not yet been determined. The aircraft was carrying cargo that included lithium batteries, paint and other potentially dangerous materials. While there is no immediate evidence that the cargo contributed to the accident, lithium batteries are considered a potentially hazardous because they pose the risk of in-flight fire. A UPS 747-400F, which crashed in Dubai in September 2010, was transporting lithium batteries when the aircraft suffered a fire in cruise and attempted to divert. Source: Air Transport Intelligence news Back to Top Stall warning controversy haunts AF447 inquiry Air France has formally submitted concerns over the stall warning system in the ill- fated Airbus A330-200 lost over the South Atlantic, after further clarity over the crash of flight AF447 prompted fierce defence of the aircraft's pilots. The carrier said it had put its concerns to the European Aviation Safety Agency on 1 August, having condemned the "misleading stopping and starting" of the stall warning which, it said, was "contradicting the actual state of the aircraft". French investigation agency Bureau d'Enquetes et d'Analyses withdrew a safety recommendation on the stall warning before publishing its latest interim report into the accident, stating it was "premature". But the decision generated suspicion, with French cockpit union SNPL demanding an explanation and threatening to withdraw assistance until it could be assured the BEA was not simply setting up the crew as scapegoats. The BEA has determined that the crew had not been trained to handle a high-altitude loss of airspeed data and risk of stall, and a partial transcript detailed the confusion in the cockpit over the twinjet's behaviour. Detailed recorder traces from AF447 show that the aircraft's elevators remained at pitch-up throughout the final 3min of the 1 June 2009 flight, never falling below 15°, in line with primarily nose-up inputs from the flying pilot - despite automated voice warnings that the jet was stalling. Movements of the elevators and the trimmable horizontal stabiliser, which adjusted to the fully-up position in response to the A330's angle of attack, were "consistent with the pilot's inputs" throughout the flight, said the BEA. While the stall alarm sounded continuously for 54s the captain, urgently called back from a rest break, re-entered the cockpit just as it ceased. The warnings then became intermittent, owing to A330 logic that cuts out the alarm if airspeeds become invalid. The cockpit transcript shows the captain asked the crew what they were doing, to which the non-flying pilot responded: "What's happening? I don't know what's happening." BEA said its recommendation focused on functioning of the stall warning in extreme angles of attack, one which is "never encountered in flight tests, or even considered". It added that a human factors working group will analyse why the stall warning on AF447 sounded continuously "without provoking any appropriate reaction from the crew". While the BEA highlighted the crew's actions and training, both Air France and SNPL stressed the technical failings experienced by the A330 - notably the formal finding that icing probably caused an unreliable airspeed indication. SNPL president Jean-Louis Barber said the pitot failure "constituted the trigger" and the pilots then faced a "delicate, unexpected" and "totally novel" situation. It insists the design of the stall warning "misled" the pilots. "Each time they reacted appropriately the alarm triggered inside the cockpit, as though they were reacting wrongly. Conversely each time the pilots pitched up the aircraft, the alarm shut off, preventing a proper diagnosis of the situation." SNPL's argument essentially suggests the on-off alarm might have incorrectly been interpreted by the crew as an indication that the A330 was alternating between being stalled and unstalled, when it was actually alternating between being stalled with valid airspeed data and stalled with invalid airspeed data. The recorder traces for the last 3min of flight show preliminary evidence of a correlation between the reduction in elevator deflection and the sounding of the stall alarm. Air France said: "At this stage there is no reason to question the crew's technical skills." BEA has recommended introducing specific manual flying training for such situations. Source: Air Transport Intelligence news Back to Top FedEx donates MD-10-30F to non-profit ORBIS FedEx is donating an MD-10-30 cargo aircraft to ORBIS International to be the non- profit organization's third-generation Flying Eye Hospital. The aircraft, which replaces a 1970-built McDonnell Douglas DC-10-10, like its predecessor will house a fully functioning eye hospital on board. This time, however, the hospital suite will utilize a modular design. "It is the first time such modular units have been designed for an aircraft, and building them presents an enormous engineering challenge to meet the demanding technical requirements for both aviation and medical certification," said ORBIS, noting that Vermont-based Mobile Medical International Corp is under contract to design and manufacture the modules. ORBIS works to eliminate preventable blindness throughout the world. In addition to donating the MD-10-30 to the organization, FedEx has made a new $5.375 million commitment in the form of cash and in-kind gifts. "FedEx has supported ORBIS for almost three decades, one of our longest running relationships with a nonprofit," said James Parker, executive vice president, FedEx air operations. "Today, we're taking our work together to the next level by creating the next generation Flying Eye Hospital, which will significantly improve the lives of millions of people who otherwise would have been blind, but now will experience the gift of sight." The announcement came as the Flying Eye Hospital kicked of a North American goodwill tour in Los Angeles. The Flying Eye Hospital will also visit Burlington, Vermont; Dallas/Fort Worth, Memphis; and Toronto and Ottawa in Canada between August and November to raise public awareness of the need to eliminate avoidable blindness. Source: Air Transport Intelligence news Back to Top Worry Grows Over Delays in F.A.A. Pay WASHINGTON (NYT) - Airport operators said Wednesday that a prolonged delay in restoring federal funds for airport construction projects would eventually endanger airport safety and lead to more passenger delays. While airline passengers are unlikely to see any immediate effects of the partial shutdown of the Federal Aviation Administration, federal officials ratcheted up pressure on Congress to break the impasse that has temporarily put 4,000 F.A.A. employees out of work. Members of Congress have mostly left for their August break, but some leaders continued to point fingers across the aisle, each party blaming the other for failing to restore funds to the agency provisionally. The shutdown, which was in its 12th day on Wednesday, has left 40 F.A.A. airport safety inspectors working without pay and having to pay their own expenses to travel between airports. The transportation secretary, Ray LaHood, praised their dedication while personally guaranteeing that passengers had no reasons to worry about the safety of air travel in the United States. "I can say, without equivocation, safety will never be compromised. Flying is safe. And passenger schedules should not be compromised by this issue," Mr. LaHood told reporters at a White House briefing. Mr. LaHood, President Obama and even members of the House and Senate urged Congress to act during its recess to pass a bill that would restore F.A.A. funds. The shutdown is costing the government $30 million a day in forgone taxes on airline tickets. Before meeting with his cabinet to discuss the issue, Mr. Obama called it "a lose-lose- lose situation that can be easily solved if Congress gets back into town and does its job." "And they don't even have to come back into town," he added, noting that both the House and the Senate are in pro forma session this month, and each could agree to adopt a compromise bill by unanimous consent. Not everyone agrees, however, that safety "will never be compromised," as Mr. LaHood said. Officials of the Airports Council International, a trade group representing nearly 300 airports in North America, said in interviews that safety at some airports could be affected if airports miss the peak summer construction season. "Passengers may not be seeing the impact immediately, but it will be felt eventually," Deborah McElroy, executive vice president of the council's North American branch, said. "Airports will not be able to proceed with projects that enhance safety, enhance efficiency and reduce delays for passengers." The F.A.A. has shut more than 200 of its projects, including new control towers, airport runway lighting projects and security enhancements. In addition, airports in 19 states are facing delays in runway construction projects, screening checkpoint expansions and aircraft parking areas. Roughly 43,000 of the F.A.A.'s 47,000 employees, including air traffic controllers and the safety officials who inspect airplanes, are being paid and remain on the job because their salaries are covered by the agency's general fund. That, Mr. LaHood said, has let the F.A.A. maintain near-normal operations and leave passenger schedules untouched. The 4,000 furloughed employees, including the federal airport safety inspectors, are paid through the Airport and Airways Trust Fund, which is financed by taxes on passenger airline tickets. The F.A.A.'s authority to continue collecting those taxes expired on July 22. The airport inspectors oversee the safe operation of taxiways and runways and certify airports for operation. Mr. LaHood said those employees were working without pay because they were deemed essential a under federal law that allows some government workers to work in the event of a government shutdown. Democratic senators and representatives accused Republicans of "holding hostage" the legislative process by refusing to pass a "clean" bill that would permit temporary funds for the F.A.A. - that is, one not encumbered with provisions like cutting elements of subsidized air service to rural airports. Republicans pointed out that the House had passed a bill reauthorizing the F.A.A. three days before the agency had to shut down. The Senate never voted on the bill, although the bill would most likely have failed if it had been brought to a vote. Both houses of Congress have approved long-term extensions but so far have been unable to agree on a conference to resolve their differences. Democrats also asserted that Republicans were using the immediate funds issue to advance their position on a labor issue. Senator John D. Rockefeller IV of West Virginia said Republicans were specifically doing favors for Delta Air Lines. Delta, one of the few large airlines that is largely nonunion, has beaten back recent efforts by the International Association of Machinists and Aerospace Workers to organize 13,000 Delta baggage handlers and other fleet service workers and 15,000 ticket agents and other passenger service workers. In November, the Association of Flight Attendants failed in its effort to be recognized as the union representing 20,000 flight attendants at Delta. That effort failed even though the National Mediation Board, which oversees airline and railroad labor matters, a few months earlier changed a 76-year-old rule, making it easier for unions to win a representation election. Under the old rule, workers who did not vote were counted as "no" votes; under the new rule, only those casting ballots count. Industry officials immediately condemned that change and said the Obama administration, which appointed two of the mediation board's three members, was doing a huge favor for organized labor. Republicans in Congress have picked up that claim. Delta has spent $1.6 million this year lobbying on airline issues, including a bill that includes a Republican-proposed change in the voting rule. Gina Laughlin, a Delta spokeswoman, said in a telephone interview, "We've been consistent in our opposition to the rule change since it was proposed back in 2009." She noted that JetBlue, SkyWest and FedEx have also opposed the rule change. Ms. Laughlin also disputed Mr. Rockefeller's statements and said Delta had tried to persuade Congress to agree on an F.A.A. extension. "Delta is disappointed that Congress was unable to reach an agreement to extend the authorization of the Federal Aviation Administration's funding," the company said in a statement. "Congress has previously extended the F.A.A.'s funding 20 times without allowing its authorization to expire." Back to Top Report: CIAIAC publishes final report on fatal MD-82 takeoff accident Madrid, Spain After almost three years the Spanish investigators of the Comisión de Investigación de Accidentes e Incidentes de Aviación Civil (CIAIAC) have published the final report of their investigation into the cause of the fatal accident involving a Spanair MD-82 at Madrid, Spain. The MD-82 passenger plane, registered EC-HFP, was destroyed when it crashed on takeoff at Madrid-Barajas Airport (MAD), Spain on August 20, 2008. Of the aircraft's occupants, 154 were killed, including all six crew members, and 18 were seriously injured. The MD-82 aircraft operated Spanair flight JKK5022 from Madrid-Barajas (MAD) to Gran Canaria (LPA). The CIAIAC has determined that the accident occurred because *): The crew lost control of the aircraft as a result of a stall immediately after takeoff, when the plane was not configured correctly, with the flaps / slats not being deployed, following a series of failures and omissions, with the absence of a warning of the incorrect takeoff setting. The crew did not identify the lack of warnings nor correct the situation after takeoff -momentarily retarding engine power levers, increasing the pitch angle and failure to correct the roll- deteriorating the flight conditions. The crew did not detect the configuration error by not properly using the checklists containing items to select and check the position of flaps / slats in the work of flight preparation, namely: * Failure to conduct the action of selecting flaps / slats (in the "After Start Checklist"); * No cross-checking was made of the position of the lever and the status indicator lights for flaps and slats during the "After Start" checklist; * Omission to check the flaps and slats under "Take Off Briefing" in the taxi checklist; * The visual inspection of the position of the flaps and slats at the point "Final Items" of the "Take Off Imminent" checks was not made, as shown by the instruments of the cockpit. As contributory factors CIAIAC determined: * The absence of a notice of the incorrect takeoff configuration because the TOWS did not work and therefore did not alert the crew that the takeoff configuration of the aircraft was inappropriate. It was not possible to determine conclusively the cause why the TOWS system did not work. * Inadequate crew resource management (CRM), which did not prevent the diversion of procedures in the preparation of the flight. *) The final report is currently available in Spanish. An English translation is being prepared by CIAIAC. In case of conflicting text, the Spanish text is valid. More information: * ASN Accident description * CIAIAC Report A-032/2008 www.aviation-safety.net Back to Top Cessna 208B Accident (Brazil) Status: Preliminary Date: 02 AUG 2011 Time: 13:27 Type: Cessna 208B Grand Caravan (C-98A) Operator: Força Aérea Brasileira - FAB Registration: FAB2735 C/n / msn: 208B-2130 First flight: Engines: 1 Pratt & Whitney Canada PT6A-114A Crew: Fatalities: / Occupants: Passengers: Fatalities: / Occupants: Total: Fatalities: 8 / Occupants: 8 Airplane damage: Destroyed Airplane fate: Written off (damaged beyond repair) Location: near Bom Jardim da Serra, SC (Brazil) Phase: En route (ENR) Nature: Military Departure airport: Porto Alegre-Canoas Air Base, RS () (SBCO), Brazil Destination airport: Rio de Janeiro-Galeão International Airport, RJ (GIG) (GIG/SBGL), Brazil Narrative: A Cessna 208B (C-98A) Grand Caravan, serial FAB2735, was destroyed in an accident near Bom Jardim da Serra, Brazil. All eight people aboard died. The Brazilian Air Force plane took off from Porto Alegre-Canoas Air Base at 11:45 on a flight to Rio de Janeiro-Galeão (GIG). It came down on the slope of a small hill between the villages of Bom Jardim da Serra and São Joaquim. The Cessna was operated by the 5° ETA (Esquadrão de Transporte Aéreo). Back to Top New Boeing Jumbo Freighter Completes Certification Flight Testing Newest Member Of The 747 Family On Track For Certification, Delivery The new Boeing 747-8 freighter successfully completed its certification flight test program Tuesday, with two airplanes landing at Paine Field in Everett, WA. Flight test airplane RC522 completed testing of the flight management computer (FMC) and RC523 completed function & reliability (F&R) testing. "This is such a great day for the new 747-8 and for all the employees who played a part in designing, building and testing this incredible, game-changing airplane," said Elizabeth Lund, Boeing vice president and general manager, 747 program. "We are in the home stretch in delivering this airplane to our customers." The first 747-8 Freighter is scheduled to be delivered to launch customer Cargolux in September after certification from the FAA. The 747-8 freighter has flown more than 1,200 flights and 3,400 hours since its first flight Feb. 8, 2010. During that time, the five-airplane test fleet was used to gather data for more than 1,700 FAA certification requirements. Boeing tested the capabilities of these airplanes far beyond what they are expected to encounter in normal service. Tests concluded with F&R testing, a final phase in which an airplane must accrue 300 FAA-approved flight hours in its final delivery configuration. "My team and I had the pleasure of spending hundreds of hours in these airplanes," said 747 Chief Pilot Mark Feuerstein. "We can truly say this airplane is a joy to fly, and our customers are going to love it. It flies like a 747, but one from the 21st century." The 747-8 Freighter is the new high-capacity 747 that will give cargo operators the lowest operating costs and best economics of any freighter airplane while providing enhanced environmental performance. It is 18 feet and 4 inches (5.6 m) longer than the 747-400 Freighter. The stretch provides customers with 16 percent more revenue cargo volume compared to its predecessor. That translates to four additional main- deck pallets and three additional lower-hold pallets. The 747-8 Freighters will be powered with GE's GEnx-2B engines. FMI: www.boeing.com Back to Top NEWS RELEASE The International Helicopter Safety Team strategically partners with Embry- Riddle Aeronautical University-Worldwide IHST has set an aggressive goal of reducing the worldwide civil and military helicopter accident rates by 80% in 10 years. During the 2011 Heli-Expo in Orlando, International Helicopter Safety Team (IHST) Executive Committee member Fred Brisbois established a working relationship with members of the helicopter academic program from Embry-Riddle Aeronautical University-Worldwide. Several projects are currently underway to support the new IHST mission of drastically reducing helicopter accidents worldwide. One of the supporting projects is in the form of research, while the other comes from ERAU-W's Helicopter Operations and Safety Discipline Chair, Assnt. Prof. Scott Burgess. The first order of business for Burgess will be submitting an operational safety analysis for publication to the IHST. Embry-Riddle has been developing its helicopter programs since 2002 at the Prescott Campus, which now has a flight program, and at the Worldwide campus since 2008. ERAU-W is currently working closely with the Helicopter Association International (HAI), the IHST, and with other major components of the industry in this effort. The research project offers another opportunity for industry involvement from ERAU- W. Executive Vice President, John Watret, recently allocated $30,000 to support academic excellence and assist ERAU-W's scholars in their research by funding Worldwide's fourth Research Award Competition. The award allocation was earmarked for Faculty, while another portion is available to graduate student applicants. Recently, Ms. Katherine Hilst, an enterprising Graduate Student in the Master of Aeronautical Science degree program, acquired a research grant under this competition. Hilst will evaluate the analysis of the detailed safety research conducted by the IHST with emphasis on identifying and recommending the best method and format to impart the findings to the ultimate users of the information (aircrews). The IHST research will be compartmentalized, and aligned with the most effective communication and training methodologies and prepared for further production into a product that will be distributed industry-wide. The ultimate goal of Hilst's research will be to identify the best possible method to communicate helicopter safety research information to the industry and prepare the IHST for the next phase of production. ### Embry-Riddle Aeronautical University, the world's largest, fully accredited university specializing in aviation and aerospace, offers more than 30 undergraduate and graduate degree programs in its colleges of Arts and Sciences, Aviation, Business, and Engineering. Embry-Riddle educates students at residential campuses in Daytona Beach, Fla., and Prescott, Ariz., through the Worldwide Campus at more than 150 locations in the United States, Europe, Asia, Canada, and the Middle East, and through online learning. For more information, visit www.embryriddle.edu. Contact: S. Burgess, Assnt Prof., 940-232-1179, and burgesco@erau.edu Curt Lewis, P.E., CSP CURT LEWIS & ASSOCIATES, LLC