Flight Safety Information September 13, 2012 - No. 186 In This Issue Air Force declined to upgrade F-22's oxygen system in 2005 Boeing Pilots Protest Use of Contractors to Train 787 Crews Nev. air race goes on 1 year after deadly crash Africa's Aviation Record: Death By Numbers PRISM Certification Support Government to purchase 8 Boeing aircraft to boost PIA operations 18 workers at JFK Airport charged in theft ring of airline mini-bottles of alcohol Focusing on Composites and Aviation Safety Pilots get 1st taste of new Berlin airport Jumbo Jet Manufacturers Looking For Comeback From Slump GRADUATE RESEARCH SURVEY - FDM Air Force declined to upgrade F-22's oxygen system in 2005 Despite investigation, safety concerns linger on F-22 Air Force generals will go before a congressional subcommittee today to testify about breathing problems that have affected F-22 Raptor pilots and possibly contributed to two fatal crashes. After the hearing before the House panel on tactical air and land forces, the Air Force will release a report prepared by its own Scientific Advisory Board, which was convened to investigate repeated breathing difficulties and disorientation among F-22 pilots in flight, Maj. Brandon Lingle, a spokesman, said in an e-mail. The breathing problems have become public knowledge in recent months, but the Air Force knew as early as 2000 that pilots suffered respiratory issues -- notably a dry, lingering cough -- after flying the aircraft. And documents obtained by the Star-Telegram indicate that the Air Force declined to make a fix to the plane's oxygen system in 2005. The so-called Raptor cough, according to scientific literature, is the result of a condition called "acceleration atelectasis." The pilot breathes in too much oxygen too fast while the jet is performing high-G-force maneuvers, partially collapsing the lungs. The condition may also cause pilots to become disoriented or black out. It was seen before the F-22 but not often, according to the literature. It didn't take long for the Air Force's medical experts to link the cough to the F-22's air supply system, which provides pressurized, high-oxygen air to the pilot. Kevin Divers, a former Air Force officer and physiology expert involved in early F-22 testing, said the medical experts and the engineering staffs of the Air Force and Boeing, which was providing the life support systems, reviewed the data and medical literature. Boeing prepared a detailed plan for the Air Force to equip the F-22 with a digitally controlled air supply system that would have better regulated oxygen flow to the pilot at the needed levels, depending on altitude. In 2005, the Air Force rejected that proposal, Divers said, because of the cost of changing a program already running billions over budget. The cost, primarily to test the new system and prove its usefulness, Divers said, would likely have been no more than $500,000. "The Air Force decided it's just an annoyance and we don't need to spend that much money just to make the pilots comfortable," Divers said in interview with the Star- Telegram. Divers provided a copy of a Boeing technical presentation to the Air Force, as well as an e-mail exchange between himself and other staffers discussing the problems. "It was going to cost a lot less than the millions they've spent so far" trying to explain the F-22 breathing problems, Divers said. Air Force leaders have said their studies of the breathing issues have found no substantial evidence of any problem with the aircraft, other than a valve that causes a pressure vest to inflate too soon and may make it hard for pilots to breathe properly. "The Air Force remains confident that the root cause of the issue can be attributed to the supply of oxygen delivered to pilots, not to contamination in or the quality of oxygen in the cockpit life support system," Lingle said in an e-mail. Lingle said that he did not know why the Air Force rejected changes in the oxygen system in 2005 but that he would forward the question to the program manager's office. The Air Force acknowledges that pilots may well experience acceleration atelectasis but says it does not pose a significant health or safety risk. In an earlier interview, Lt. Col. Jay Flottman, an F-22 pilot and a physician, said the symptoms should clear up within "minutes or hours." That view conflicts with a 2002 article written by Air Force medical experts for the service's Flying Safety magazine. The article describes a pilot who suffered atelectasis and was restricted from flying for several days until his symptoms cleared up. Other experts have said no studies have documented the impact of repeated incidents of atelectasis on the body. Divers, now a consultant, said the Air Force needs to take a hard look at the F-22 oxygen system and its effect on pilot health. "This will be a problem in the F-35 as well," Divers said. "It's just a matter of time until they get more flying time." Read more here: http://www.star-telegram.com/2012/09/13/4254288/air-force- declined-to-upgrade.html#storylink=cpy Back to Top Boeing Pilots Protest Use of Contractors to Train 787 Crews The union representing Boeing pilots have criticized the company for not informing new 787 customers of plans to use contractors to perform line assist. Six weeks after unanimously voting "No Confidence" in the management of Boeing's Training & Flight Services division, pilots employed by the company to deliver airplanes and help prepare customer crews to fly them have decided to go public with their displeasure with Boeing's decision to hire contract pilots to perform 787 training. The Airplane Manufacturing Pilots Association (AMPA), which is a bargaining unit of the Society of Professional Engineering Employees in Aerospace (SPEEA), represents the 28 Boeing pilots who voted for the measure. Two other AMPA pilots had taken scheduled vacation during the August 1 vote. None of the temporary pilots have flown the 787 and many have not piloted a commercial aircraft in two years, according to SPEEA. Hired through Cambridge Communications Limited (CCL), a company based offshore on the Isle of Man, the pilots receive none of the extra training and flight time Boeing pilots must accumulate before they can fly with customer crews during a process called line assist, the union claims. "They're supposed to, but Training Flight Services management has waived those requirements," SPEEA Ray Goforth told AIN. "It's a requirement that had been in place for about fifty years." A Boeing spokesman characterized the charges as "mudslinging and incorrect." They come as Boeing and SPEEA prepared to meet on September 13 over a new labor contract for the company's 23,000 engineers and technicians. Although Boeing hasn't yet presented a full proposal, preliminary negotiations have proved contentious. "Pilots that we hire third-party get the exact same training and are Boeing qualified," asserted the Boeing spokesman. "They are as experienced and qualified as Boeing- employed trainers if not more so." Although the spokesman said that Boeing has used contract pilots for training for some 10 years, he acknowledged they had never performed line assist. "That part is new for Boeing, so yes, we haven't had contract pilots line assist yet," he said. Nevertheless, he insisted the some 15 so-called purchase service pilots Boeing has hired through CCL to perform line assist all have received the same training as the AMPA pilots, as have the 200 or so purchase service instructor pilots (PSIPs) that help train customer pilots on simulators at some 20 campuses around the world. "We wouldn't put a Boeing uniform on somebody that isn't qualified to the exact same standards," said the spokesman. The SPEEA director rejected Boeing's claims, and characterized the company's failure to inform 787 customers of the use of contract pilots as deceptive. "There's always been some amount of work that has been contracted out," conceded Goforth. "But what really pushed [the AMFA pilots] past the breaking point was when it was announced that the 787 work was going to be contracted out, and that customers were going to be getting trainers who had never even flown in the 787. That was such a degradation of standards and, frankly, a fraud on the customer, that the pilots couldn't stay silent." Goforth expressed bemusement at senior management's refusal to negotiate over the matter. "After the vote we went to [senior vice president for commercial aviation services] Lou Mancini and asked for a meeting and he referred us back to training and flight services management-the same people we just voted no confidence in," said Goforth. Neither the Boeing spokesman nor Goforth knew exactly when the first contract pilot would begin flying, but union official said delivery rates exceed the capacity of the 30 AMPA pilots to perform the promised line assist in November. http://www.ainonline.com/aviation-news/2012-09-12/boeing-pilots-protest-use- contractors-train-787-crews Back to Top Nev. air race goes on 1 year after deadly crash Furias, a Hawker Sea Fury piloted by Matt Jackson of Van Nuys, Calif., makes its qualifying run at the Reno National Championship Air Races on Tuesday, Sept. 11, 2012 in Reno, Nev. Minutes later, the plane made a hard emergency landing at Reno-Stead Airfield, when the right landing gear collapsed. Jackson was unhurt. RENO, Nev. (CBS NEWS) - The vintage World War II fighters roaring out of the Valley of Speed are as loud as ever, their colorful paint jobs as bright as the enthusiasm of the loyal aviation buffs who fill the grandstands in Reno. But it's not exactly business as usual at the 49th annual National Championship Air Races, which kick off this week. The element of danger persists despite new safety measures put in place after a P-51 Mustang took a deadly plunge into spectators last year. Pilots will still be flying souped-up muscle planes wingtip to wingtip, sometimes exceeding 500 mph. "We never thought this would happen, but we know it's not knitting," said Marilyn Dash, a biplane pilot from the San Francisco Bay area. "It's not bowling. "Nobody ever was killed bowling, were they?" Race organizers adopted a half dozen changes recommended by the National Transportation Safety Board following the crash last September that killed 11 people, including pilot Jimmy Leeward, and injured more than 70 others. A reminder of the danger came Tuesday during qualifying heats for the fastest planes when the pilot of a vintage Hawker Sea Fury was forced to make an emergency landing. He escaped uninjured after the hard landing kicked up a cloud of dust visible from the grandstands. The qualifying heat resumed in the unlimited class, where two-time national champion Steve Hinton Jr. posted the top speed of 493 mph earlier in the day. But there are differences from last year. The course is now more than 1,000 feet from the grandstand, instead of 850; fuel trucks are set away from the landing strip; and the final turn of the race is less sharp. Some changes are more noticeable than others. The impact crater from last year's crash on the edge of the tarmac that has been paved over with asphalt, and the race officially changed its name to "TravelNevada.com National Championship Air Races and Air Show presented by Breitling." The new name is the result of a one-time, $600,000 sponsorship the state tourism commission extended as necessary to keeping the event alive in the face of soaring insurance premiums. Race organizers hope the most significant changes will be behind-the-scenes, in training classes intended to better prepare pilots for intense gravitational pull and wake turbulence, and along pit row, where mechanics will be subject to a new inspection process that requires follow-up confirmation that ordered repairs actually get done - a possible contributor to Leeward's demise. "It really seems about the same," Eric Zine, a pilot from Van Nuys, Calif. "There's increased focus on safety. But we're doing stuff people don't do. It's not normal to try to make a plane go faster than it's designed to go." The Reno Air Racing Association also established a new position of safety czar who has the authority to shut down the competition immediately if concerns arise. NTSB chairwoman Deborah Hersman commended race organizers for steps that place more emphasis on making the event safe for competitors and spectators alike. Reno Mayor Bob Cashell and Sparks Mayor Geno Martini plan to help lead a special opening ceremony before the six classes of championships begin Thursday and run through Sunday. Thursday's tribute will focus on first responders with another on Sunday honoring victims and family members. "The last year has been a true test to our organization, our fans, both the northern Nevada and aviation communities," said Mike Houghton, president and CEO of the Reno Air Racing Association. "We will truly never forget the incredible display of courage that was shown in a moment of tragedy last year by the first responders, victims and fans," he said. Advance ticket sales for the races have been off, but Houghton said he's heard a number of people are making last-minute plans to attend and he expects swift walk-up sales. Dr. Anne Coatney, an emergency-room specialist from Seattle who was at the races last year and helped treat the wounded, didn't think twice about returning. "We are going to be sitting there in our same box seats we've been in now for the last 20 years. It's kind of like a big reunion. I have no apprehension whatsoever," she said. Coatney was in her seat on the edge of the tarmac about 4:15 p.m. on Sept. 16, 2011, when Leeward's Galloping Ghost surged into the air, then turned over and slammed nose first into the box seats on the edge of the grandstand. Despite the changes, critics remain dissatisfied with what they call continuing safety deficiencies at the air races. One of the most vocal, Mark Daniels, wants the pilots in the fastest planes to be required to wear anti-gravity suits like they do in the military to keep them from blacking out, as Leeward did. The former Army helicopter mechanic and air traffic controller also thinks it would be safest to have the grandstand in the infield because the centrifugal force of planes sends them toward the crowd when they lose control. Daniels has been banned from the grounds and believes it is because of the criticism - something he's suing over in federal court. Houghton said the ban is based on threats Daniels has made to him and others and has nothing to do with the criticism. Daniels said he understands why last year's tragedy hasn't dampened many fans' fascination with the only event of its kind in the world. "They don't think it could happen again - that lightning could strike twice," Daniels said. "And they love air racing. It's the air racing bug. When it bites you, there is no quitting it." Back to Top Africa's Aviation Record: Death By Numbers Despite global improvements in airline safety, parts of Africa remain a cause for concern. Sudan Airways Boeing 737-200 landing on London Heathrow airport. Globally, airline safety is improving. Over the past few years, the number of crashes has been reduced incrementally. Between 2010 and 2011, the number of airlines involved in accidents decreased from 2.6 to 2.4 incidents per every one million departures. According to the senior vice president for Safety, Operations and Infrastructure at the International Air Transport Agency (IATA), Günther Matschnigg, the region with the largest improvement in safety performance over the last few years was sub-Saharan Africa with 61%, followed by the Middle East & North Africa with 25%. Broadly speaking, however, Africa still remains an area for concern. Its safety record is nine times worse than the rest of the world. Africa had the fewest scheduled commercial flights between 2001 and 2010, according to the International Civil Aviation Organisation (ICAO), yet an accident rate that is four to five times higher than other continents. Although some of the reasons for Africa's lagging performance are related to poverty, others are connected to politics. Many hope that a summer summit hosted by the IATA will encourage further improvement. Sudan: A prime example Sudan has a poor aviation record. In its history there have been a total of 24 fatal accidents in Sudan, killing a total 464 people. A helicopter crash in Sudan on 19 August killed all 32 passengers on board, and proved a further reminder of Africa's worrying aviation record. It was the second helicopter crash in Africa this year, causing the death a number of government ministers, two army generals, and the leader of the Peace and Justice Party. In 2003, a Sudan Airways Boeing 737 on its way to Khartoum from Port Sudan crashed just after take-off, killing 115 with only one survivor - a baby. Two years later, a helicopter crash occurred on the Uganda-Sudanese border, killing former Vice President of Sudan and President of the Government of Sudan, John Garang, as well as thirteen others. This sparked four days of riots across Sudan, in which 96 people were killed. There have been a total of 14 airline crashes in the history of Sudan Airways. Its turning point finally came after the 2008 crash of Flight 109 from Damascus, which crashed upon landing and burst into flames, killing 30. The gravity of this incident was acknowledged by the state and Sudanese Airlines was suspended for a month to conduct a major overhaul and undertake greater safety measures. Causes of crashes But the key factors resulting in these aviation crashes apply for much of Africa: poor infrastructure, electricity cuts, limited technology, bad weather, poor policing and a lack of political will. According to William Voss, President of the Flight Safety Foundation: "frequently, the authorities that are charged with overseeing aviation have very little authority." In May 2012, Africa's poor aviation safety record prompted an IATA Summit in Johannesburg. Initiatives including supporting African governments, addressing the causes of "runaway excursions", introducing auditing for non-IATA member airlines and monitoring flight data in Africa were agreed upon. Even with these new initiatives, leaders of the civil aviation community and African governments have been slow to address the continent's aviation record. Other concerns have taken political priority and some states have accepted the causes as inherent to poor countries and blaming poor aviation records on a lack of know-how or training can hardly be seen as justifiable. For instance, the crew manning the August helicopter crash in Sudan had 17 years of experience between them. The politics of improvement These malfunctions are not entirely down to technical or pilot failures - they have political roots. Of the 25 total countries with airline carriers on the European Union's ban list, due to safety concerns, 18 of them are African. Yet some speculate that this may be due to the market dominance of airlines like Air France. However, in spite of the marked improvements the region has made, no African airline has ever been removed from the list. In 2009 in Sharjah, United Arab Emirates, a leased cargo plane lost altitude, leaving the pilot to deliberately crash into a desert to avoid the airport. The plane belonged to Azza Air Transport Company - a civil aviation company that leases aircrafts to the Sudanese government for carrying defence equipment. For this reason, it was among a list of companies included in U.S. economic sanctions, accused of "transferring small arms, ammunition and artillery to Sudanese government forces and Janjaweed militia in Darfur". Today, Sudanese air fleets still consist of second-hand planes, Antonovs, Fokkers and older Boeings. Carriers and airways such as Sudan Airways and Azza Air that own Boeing planes cannot purchase spare parts needed for repairs due to these American sanctions. As a result, Sudanese carriers and the government must purchase poorer quality planes from second rate carrier producers. The IATA Summit held in Johannesburg was an important step in acknowledging that improvements must be made and steps must be taken. It is now up to African governments to follow through by making greater efforts in implementing international civil aviation codes and regulations, as well as investing in greater quality aircrafts and maintenance. http://thinkafricapress.com/sudan/africa-aviation-record-death-numbers-crash Back to Top Back to Top Government to purchase 8 Boeing aircraft to boost PIA operations, National Assembly told (Pakistan) The government is going to purchase eight Boeing aircraft on lease, three 777 and five 737 to improve the operation of Pakistan International Airline (PIA). This was stated by Minister for Defence, Syed Naveed Qamar in the National Assembly during question-hour session responding to questions of the members. Naveed Qamar said that Boeing 777 would be inducted in the PIA fleet by November 2012 and 737 by December 2012. The minister said that various measures have been taken to improve the operation of PIA and induction of Boeing would ensure timely arrival and departure of flights during routine and Hajj season. Naveed Qamar said that presently PIA is operating on 38 international and 24 domestic routes with a fleet of 38 aircraft. The minister informed the House that PIA has introduced ten new domestic routes during the last four years and arrangement for a separate lounge were made to ensure timely arrival and departure of PIA flights during 2012 Hajj operation. He said that an agreement has been singed between PIA and Trans World regarding purchase of additional equipment. Replying to a question, Parliamentary Secretary for Petroleum and Natural Resources Shahnaz Shaikh said steps are being taken to overcome the shortage of sui gas in the country. Giving details, she said that import of LNG and promotion of LPG air mix is being given due consideration and efforts are being made to enhance domestic gas production. Shehnaz Wazir Ali said that distribution of Natural Gas Load Management Programmes is also being reviewed from time -to-time. The Parliamentary Secretary informed about ban on industrial and commercial connections as well as on the establishment of CNG stations. She said that the Oil and Gas Regulator Authority (Ogra), and not the Petroleum Ministry, was taking any decision about the increase or decrease in diesel price. She said that Ogra was determining price of diesel as per the government approved formula. To a question, Minister for National Heritage and Integration Samina Khalid Ghurki informed the House that the government took a number of steps to preserve the Islamic heritage in the country. She said although the departments of the Ministry have been devolved to provinces and Islamic Heritage was preserved in the concerned provinces where they were located but at the federal level a full-fledged display has also been made at the National Museum in Islamabad. Raza Hayat Hiraj of PML-Q urged the Speaker National Assembly to take up adjournment moved by him regarding debate in the National Assembly over ongoing visit of UN working group on human rights and the consequences the visit may have on sovereignty and integrity of the country. http://www.brecorder.com/business-a-economy/189/1236386/ Back to Top 18 workers at JFK Airport charged in theft ring of airline mini-bottles of alcohol Prosecutors say 15 employees of LSG pilfered bottles of alcohol left over from various American Airlines flights and sold them. New York (CNN) -- It was a security breach at one of the country's busiest airports conducted on a tiny scale. Eighteen workers at New York's JFK Airport were arrested on Wednesday and accused of stealing more than 100,000 mini-bottles of alcohol from LSG Sky Chefs, which provides food and beverages for American Airlines. The arrests capped off a nine-month investigation, dubbed "Operation Last Call" by the Port Authority's Office of Inspector General. Most of the accused were employed by LSG, but three were security guards hired by private contractors to guard JFK Airport and American Airlines. The guards are charged with taking bribes to look past the thefts and for receiving stolen property. A speedier trip through airport security could come within a decade "The defendants arrested in Operation Last Call violated and sold out their position of trust and access to the secure areas of the airport, including access to commercial aviation, all for personal greed," said Robert Van Etten, inspector general for the Port Authority of New York and New Jersey, which operates JFK Airport. Prosecutors allege that 15 employees of LSG pilfered bottles of alcohol left over from various American Airlines flights and sold them on the underground market to local liquor stores and bodegas. Taking place over many months, these thefts yielded an estimated retail value of $750,000. Law enforcement sources said the ring revolved around Domingo Duran, a retired LSG Sky Chefs employee. An early morning raid on Duran's home in Queens uncovered more than 50,000 mini- bottles of alcohol and $34,000 in cash. Duran faces 15 years in prison on charges of grand larceny and criminal possession of stolen property. CNN's attempts to reach Duran for comment were unsuccessful. Two of the three security guards worked for FJC Security Services, which has responsibilities for guarding the facilities at JFK Airport. The third security guard was employed by SCIS Air Security, which has a contract to guard airline property. U.S. watchdog to review airline safety program An FJC spokesman said that the firm had been alerted to the alleged activity by an anonymous tip in November 2011, a half year after taking over the security contract at JFK. FJC immediately turned over the information to the Port Authority, which commenced a formal investigation. The case culminated when the LSG workers were summoned to an early morning meeting, where they were arrested in their uniforms. "They were engaged in the widespread theft and distribution of liquor and other duty free items," Van Etten said. "These arrests will serve notice that the Port Authority of will not tolerate criminal activity at its facilities." LSG Sky Chefs declined comment. The accused each face between seven and 15 years in prison. Back to Top Focusing on Composites and Aviation Safety The University of California, San Diego, has become the home of a major facility dedicated to studying all aspects of full-scale composite material aircraft structures, located in the new Structural and Materials Engineering building. The Composite Aviation Safety Center will allow engineers to design and manufacture test specimens representing aircraft parts made from composite materials- for example, fuselage sections, landing gear and wings. These specimens can be outfitted with embedded sensors to detect damage and monitor their structural integrity while being tested under various types of loading, for example simulating the impact of everything from hailstones to baggage loaders. Finally, the data provided by the tests and sensors will be used to build models to predict damage and provide insight and methodologies that enable engineers to develop improved designs. This cradle-to-grave approach is unique to the Jacobs School of Engineering at UC San Diego. "What makes us unique is that we will be researching the entire product development process from design, to computational analysis with improved low-cost fabrication and full-scale testing, and failure analysis after testing," said John Kosmatka, a professor of aerospace and structural engineering at the Jacobs School and one of the lead researchers for the new facility. "We are able to embed sensors into the structural components during fabrication to improve our understanding of critical features and monitor the deterioration of structural performance over their operational life. We have the capability to go from micro-scale composite material development to full-scale aircraft components." This kind of research is becoming increasingly important as aircraft manufacturers move away from aluminum alloy outer skins and toward composite materials to build their primary structural components. One major concern is that composites can undergo damage that's not visible to the naked eye from the outside of the aircraft. In the airline industry, the first line of defense to detect damage resulting from a severe event, such as an impact, is a visual inspection, which might not be able to detect damage to an aircraft's composite skin and internal structure. A single hit is unlikely to have significant consequences as aircraft are required to withstand exceptional levels of damage and still be able to execute extreme maneuvers that would happen only once in the lifetime of the plane. But researchers are trying to understand how repeated impacts, wide-spread impacts, and other kinds of severe events and loading affect aircraft over their lifespan. They are working on better understanding the underlying phenomena and seeking to establish better ways to detect, predict and avoid damage. This ultimately leads to improvements to make structures lighter and safer. http://www.onlineamd.com/aerospace-composites-safety-091312.aspx Back to Top Pilots get 1st taste of new Berlin airport BERLIN (AP) - Aircraft makers and airline pilots are getting their first taste of Berlin's new airport a year before the much-delayed prestige project on the outskirts of the German capital is now due to open. Exhibitors at the ILA Berlin Air Show have been granted special permission to use one runway of the new Willy Brandt airport, whose scheduled opening has been postponed from June of this year to Oct. 27, 2013. The cost of the project has doubled to more- than €4 billion ($5.1 billion). Organizers expect more-than 200,000 visitors to come to the world's longest-running air show - the third biggest in Europe after Paris and Farnborough - through Sunday. Among the exhibitors displaying their latest models Tuesday was Boeing's commercial division, which returned to Berlin after a 10-year absence. Back to Top Jumbo Jet Manufacturers Looking For Comeback From Slump Berlin, who is constructing an airport that is over budget and not appreciated, is hosting 2 aircraft to match. Boeing Co. (NYSE:BA) and Airbus SAS put their flagship jumbo jets on display this week at the Berlin air show next to the not-yet-opened airfield. While the sparkling white aircraft are please the crowds at any event, they are not getting as much affection from the people that matter the most: airlines. Airbus has been able to snag orders for only four A380 superjumbos in 2012, and sales chief John Leahy stated yesterday his time is running out to get to his goal of 30. Boeing's last deal for its 747-8 was in July 2011, raising the idea that this year would be the first shutout since the plane's initial buy in 1966 reigned in the age of intercontinental travel. Airbus abd Boeing are the only commercial planemakers that offer 4-engine jets. The 747-8 is the longest airliner in the world, measuring 250 feet (76 meters) from nose to tail, while the A380 brags a full-length double-decker cabin. The 2 manufacturers, which are presenting their largest planes at the same venue for the first time in over a year, are staying confident they will overcome the slump, and that the success of aircraft programs is measured in decades. http://galaxystocks.com/24805/headline/jumbo-jet-manufacturers-looking-for- comeback-from-slump-ba/ Back to Top GRADUATE RESEARCH SURVEY The purpose of the present survey is to gather information about the implementation of Flight Data Monitoring (FDM) programs in the military and civilian aviation sector. The information gathered will serve to highlight the different challenges with implementing such programs as well as identify any differences between the two sectors (i.e. military and civilian sectors). In the 21st century it is becoming more and more difficult to find new ways to further improve safety of flight. Additional benefits can be drawn from optimizing the current safety measures. This way, not only we minimize the costs coming from new initiatives, but we also get the most from the already implemented and ongoing safety programs. Our research rests on your responses to the survey and we thank you in advance for taking the time to answer each of the questions to the best of your knowledge of your respective organization. The survey should take approximately 30 minutes to complete. The survey is open until 30 Sept 2012. https://www.surveymonkey.com/s/FDM-Survey If you have any question about the present research and/or survey, please send your queries to leblanc.martin@videotron.ca Curt Lewis