Flight Safety Information July 25, 2013 - No. 153 In This Issue Asiana to Alaska Crashes Stretch NTSB as Bags Stay Packed Crash investigators trace UPS plane fire to batteries Kazairnavigation to work on air safety matters IndiGo employee dies after falling from stationary aircraft EC to decide Nepal's aviation safety status after ICAO audit Think ARGUS PROS Embry-Riddle Worldwide hosts online human factors course FAA releases new document on LSA education Record-Setting Electric Airplane Prepares for 250 MPH Flight GRADUATE RESEARCH REQUEST Military Aviation Safety Workshop Asiana to Alaska Crashes Stretch NTSB as Bags Stay Packed The U.S. National Transportation Safety Board and some of its 413 employees must keep "go bags" packed at all times so they can rush to the scene of a transportation accident with 90 minutes' notice. That wasn't a burden during the longest stretch in U.S. history without a passenger death in an airline accident. The board made work for itself by advocating for tougher drunken-driving laws and a ban on wireless phones in cars. NTSB Briefing on Asiana Airlines Flight 214 Crash54:09 July 11 (Bloomberg) -- Deborah Hersman, chairman of the National Transportation Safety Board, speaks at a news conference about the latest developments in the investigation into the crash landing of an Asiana Airlines Inc. Boeing Co. 777 at San Francisco International Airport on July 6. (Source: Bloomberg) Now, one of the smallest U.S. agencies is being stretched thin in what may be its busiest period since the mid-1990s. In addition to the Asiana Airlines Inc. (020560) accident in San Francisco on July 6, the first in the U.S. of a commercial airliner involving fatalities since 2009, the board is investigating a half-dozen private-plane crashes, train derailments affecting New York commuters, a Boeing Co. (BA) 787 fire in London and even a Maryland car wreck. It's asking a lot of an agency whose annual budget equals what the U.S. spends every 11 1/2 hours in Afghanistan. "Some of our investigators are going straight from one accident to another accident," Board Chairman Deborah Hersman said in an interview yesterday. "They really don't have recovery time. When you're trying to collect that perishable evidence, you really don't have a lot of time." Hersman said the board may have to tap its reserve fund before its fiscal year ends Sept. 30, after absorbing $5 million in cuts from the automatic budget reductions known as sequestration just before the streak of accidents began. The agency's annual budget before the cuts was $102 million. TWA, ValuJet So far this year, the board has worked on at least 16 accident investigations it calls major, about as many as it was involved in all of last year. Yesterday, it said it would look into a July 19 crash in which a car was flung over Maryland's Chesapeake Bay Bridge after being hit by a tractor-trailer. The 22-year-old driver survived by swimming to safety through a broken window. "This has been one of the more busy periods for the board," said Peter Goelz, a former NTSB managing director who's now a senior vice president with O'Neill and Associates in Washington. He said the last time the board was this busy was in 1996 and 1997, when it was dealing with the aftermath of TWA and ValuJet crashes that killed everyone on board. While last year's major incidents included a parasailing accident and a near-miss at Washington's Ronald Reagan National Airport, this year's have made headlines. 'Low-Hanging Fruit' It's looked into fires in Boeing 787 Dreamliners, a train crash in Connecticut involving about 700 passengers and two highway-bridge collapses, a rare occurrence in the U.S. The investigations have become more complex as technology proliferates across transportation modes and travel has become safer, Goelz said. "The low-hanging fruit of accident investigations are almost all gone," he said. "The accidents they're getting now are more complex and take longer, take greater skills." The safety board is required to investigate all general aviation accidents, including non- fatal ones, and plane crashes in other countries that involve U.S.-made aircraft or components. With planemaker Boeing and enginemaker United Technologies Corp. (UTX)'s Pratt & Whitney based in the U.S., that keeps the work flowing. When accident investigations come quickly and purse strings are tight, board members cut down on advocacy work and travel less to speak or meet with companies, said Mark Rosenker, a former NTSB chairman. Go Teams "I wasn't going to lose my people," Rosenker said. "They're the most important assets." To adjust to the sequestration-related budget cuts, the board is closing five regional offices around the U.S. Investigators based in those offices now work from home when not in the field. The board kept three offices in the West and its training center in Ashburn, Virginia, near Washington. One of the offices being kept open is in Alaska, where the board is investigating an air- taxi crash that killed 10 people - - the pilot and two entire families from South Carolina. The wreck occurred the day after the Asiana accident. "With fiscal constraints and the cuts that we've seen in the sequester, we can't do it all and we can't do it all quickly," Hersman said. When an accident happens, the NTSB communications center contacts the chairman, who makes the call on whether to send a so-called go team to the scene. "When you get the phone call at 2 or 3 in the morning, you know it's never good news," Rosenker said. Little Sleep Some cases are clear cut. Others aren't. Last week, the board sent two investigators to the Bronx after a CSX Corp. (CSX) train hauling trash derailed. The accident snarled commutes yet caused no injuries. Investigators must work quickly while not missing evidence at crash sites. In San Francisco, airport operators were eager to clear away the crashed Asiana plane and reopen the runway, Hersman said. As the board member in charge at that scene, Hersman said she got about 20 hours of sleep over six days. "Our investigators work in very challenging conditions," she said. "They are working in the middle of a hot summer at a railroad accident scene where the temperatures are very high. They're working out in the desert in Afghanistan or on a cruise ship where there's been a fire and there's no air conditioning." "But to an investigator, they believe the work they do makes a difference," she said. "They will face difficult circumstances, harsh conditions and long hours because they believe the work they do is important and saves lives." http://www.bloomberg.com/news/2013-07-25/asiana-to-alaska-crashes-stretch-ntsb- as-bags-stay-packed.html Back to Top Crash investigators trace UPS plane fire to batteries STORY HIGHLIGHTS Both crewmembers were killed when the 747-44AF crashed in 2010 near Dubai, United Arab Emirates Report recommends better firefighting standards and equipment for cargo planes Crash investigators in the United Arab Emirates traced the fire that destroyed a UPS plane in 2010 to the cargo of lithium batteries, and found that smoke-detection equipment took too long to alert the crew, according to a report released Wednesday. That country's General Civil Aviation Authority found that heat from the fire disabled the crew's oxygen system and that toxic smoke filled the cockpit within three minutes of the first alarm, obscuring the view of controls and terrain. Both crewmembers were killed when the 747-44AF crashed Sept. 3, 2010, near Dubai. The authority recommended in its 322-page report that the Federal Aviation Administration and its European counterpart develop better firefighting standards and equipment for cargo planes, with visual warnings about where a fire is located. The crash highlighted the risks of lithium batteries, which are being investigated in more recent incidents. The U.S. National Transportation Safety Board held a two-day meeting in April to learn more about the batteries that are embraced for being smaller and recharging faster than other batteries, but that carry the risk of overheating. Batteries that power the 787 Dreamliner - and overheated aboard two planes -- prompted the FAA to ground the planes for months earlier this year while Boeing developed better insulation within the batteries and a metal shell to contain any potential fire. And British investigators traced a fire this month aboard a Dreamliner at Heathrow airport to an emergency transmitter powered by a lithium battery, although it was unclear whether the battery or a short-circuit outside it sparked the fire. The FAA has already banned lithium batteries as cargo on passenger planes, but they are allowed on cargo planes. UPS said it has already developed fire-containment covers for cargo, adopted full-face oxygen masks that are easy to put on and enhanced emergency training. The company said it has ordered 1,821 fiber-reinforced plastic shipping containers to withstand intense fires for up to four hours, giving pilots more time to land. "UPS has a long history as an aviation safety leader," spokesman Malcolm Berkley said in a statement. The president of the Independent Pilots Association, the union representing UPS pilots, encouraged the FAA and UPS to quickly implement technology for suppressing and containing fires. "We tragically lost two of our best pilots in the Dubai crash," said Robert Travis, the union president. "As UPS pilots, we are determined to do everything in our power to minimize the risk associated with on-board smoke and fire events." The crew in Dubai reported a fire about 22 minutes into the flight and tried to return to the airport to land. But smoke obscured the pilot's view of flight-control instruments and radios. The captain's oxygen supply stopped working five minutes after the initial fire warning, at about 21,000 feet in the air, leaving him incapacitated for the rest of the flight. "I got no oxygen I can't breathe," the captain said, according to a transcript of the cockpit-voice recorder. "You fly." With the first officer unable to see outside the cockpit or the controls within it, the plane flew past the airport and crashed while trying to circle the airport. http://www.usatoday.com/story/news/nation/2013/07/24/ups-crash-dubai- lithium/2582213/ Back to Top Kazairnavigation to work on air safety matters The operations of Kazairnavigation and the Flight Safety Assessment Center have been merged, Deputy Minister of Transport and Communication of Kazakhstan Roman Sklyar said on Wednesday. "By a government decision dated 23 July 2013, Kazairnavigation and the Flight Safety Assessment Center are united under one Republican State Enterprise, Kazairnavigation," Sklyar said. He noted that the enterprises were reorganized to increase safety. The new company is the legal successor of all obligations of Kazairnavigation and the Flight Safety Assessment Center "Kazairavigation will consolidtate its staff and open a professional training center, which in the future will create a modern aviation training center and train industry workers," he noted. Sklyar said issues regarding improvement of the civil aviation medical center, including the transition to European standards will also be solved. According to him, the acting-CEO of the combined entity will be Serik Shulembekov, who has so far served as the Deputy Director General Kazairnavigation. The enterprise was reorganized based on a law "On amendments and additions to some legislative acts of the Republic of Kazakhstan on Transport Matters" dated July 5, 2013. According to the legislation, the certification of aviation services and civil aviation were transferred to the Flight Safety Assessment Center of the Committee for Civil Aviation of the Ministry of Transport and Communications of Kazakhstan. http://www.azernews.az/region/57299.html Back to Top IndiGo employee dies after falling from stationary aircraft Debasis Dev (30), an executive of IndiGo airlines, died after falling down from a stationary aircraft at Kolkata airport in the wee hours of Wednesday. The incident occurred between 2.40am and 3.15am. Dev was on night shift and was supervising the ongoing cleaning process inside the aircraft. He fell down from the rear entry and exit door of the aircraft. According to sources at the airport, generally, a ladder is supposed to be attached to any door of an aircraft if it is opened. But on this occasion that did not happen. Questions are being raised as to why no ladder was attached to the door from where Dev fell down in spite of the door being open. Sources added that Dev was reportedly taking photographs on the aircraft. His back was turned towards the open door, and since no ladder was attached, he overstepped, fell down, and died. But the police are not treating the incident as a simple accident. "We are not ruling out foulplay. We have started a case of causing death by negligence under Section 304(A) of the Indian Penal Code (IPC)," Santosh Nimbalkar, additional deputy commissioner of police (ADCP) airport, of Bidhannagar Commissionerate, said. Police said that Dev sustained major head injuries and his skull was broken. "He was taken to Charnok Hospital where he was pronounced dead. Then his body was taken to RG Kar Medical College and Hospital for a postmortem," the ADCP airport said. "At present, we are interrogating four employees, including a couple of managers of the airline, and two employees who were with Dev on the night shift," Nimbalkar said. "We have also seized the airline's register and duty chart," the ADCP said. "All mobile phone details of the deceased are being checked," he added. The Director General of Civil Aviation (DGCA) has also started an investigation. The airline has submitted detailed information on the incident to the DGCA on Wednesday morning, said sources. The DGCA would look into why a ladder was not attached to the door. It would also try to find out whether a ladder was attached earlier and then removed which Dev might not have noticed. If necessary, agency officials would interrogate other employees. "Dev was a resident of Santoshpur. We will ensure that the employee's family gets all benefits and the dependent gets a job," Pradip Sikdar, general secretary of Airports Authority of India Staff and Workers Union said. IndiGo airlines said in a statement, "We regret to inform the demise of Debasis Dev, customer service executive (ramp) in Kolkata in the early hours today. Debasis was associated with IndiGo for almost 6 years and his role was to ensure safe, secure and timely ramp operations and supervision of cabin grooming." It also said according to their records, Dev entered the aircraft at 2.49am to inspect its cleaning. At 3.06am, they got information that he had fallen from the left side rear (L2) door of VT-IED registration aircraft parked on bay 23. http://www.hindustantimes.com/India-news/Kolkata/IndiGo-employee-dies-after-falling- from-stationary-aircraft/Article1-1097966.aspx Back to Top EC to decide Nepal's aviation safety status after ICAO audit KATHMANDU, JUL 25 - The European Commission (EC) will wait for the results of an audit by the International Civil Aviation Organization (ICAO) before completing its assessment of the safety situation in Nepal as blacklisting of Nepali airlines looms large amid a high number of accidents in the country. In a report published last week, the EC said that if the results of the ICAO audit or any other relevant safety information indicate that air safety risks in Nepal are not adequately contained, the commission would be forced to take action against Nepal in accordance with regulation (EC) No 2111/2005. This means that Nepali air carriers will be subject to an operating ban within the EU and that air passengers will be informed about the airlines in which they could travel in Nepal. The results of an ICAO audit in May 2009 found Nepal not to be in effective compliance with a majority of international safety standards. The audit showed that the Civil Aviation Authority of Nepal (CAAN) was not capable of ensuring effective implementation of international safety standards. It had pointed out weakness in the areas of air operations, airworthiness and accident investigation, primary aviation legislation and civil aviation regulations, civil aviation organisation and personnel licensing and training. CAAN had invited ICAO's coordination and validation mission to Nepal this July to validate the corrective measures Nepal has adopted to address and resolve deficiencies the ICAO had pointed out in 2009. The mission carried out an on-site audit from July 10- 16. "Right now, we cannot assess our outcome unless the audit report is published," said Ratish Chandra Lal Suman, director general of CAAN. "However, Nepal has made good progress on ensuring air safety so far." According to him, ICAO's report on Nepal's aviation safety status will be published on August 3. The commission in its report said that five fatal accidents involving a number of EU citizens have occurred in Nepal involving Nepal registered aircraft over a period of two years (August 2010 - September 2012). In addition, there were three more accidents in 2013. According to the report, consultations with CAAN started in October 2012 on the basis of safety-related deficiencies identified by the ICAO Universal Safety Oversight Audit Programme (USOAP) audit in May 2009 and the high number of fatal accidents over a short period. It said the commission received documentation of the oversight activities planned and carried out by CAAN for the years 2012 and 2013. "The examination of this documentation indicated that there remained some safety deficiencies, and that the oversight activities seemed to be insufficient with regard to controlling the identified safety risks," the report said. The commission, assisted by the European Aviation Safety Agency (EASA), held technical consultations with CAAN in Brussels on 30 May 2013. During these consultations, CAAN explained the situation in detail and provided information related to the control of safety risks. The explanations provided by Nepal indicated that the oversight activities were more complete than revealed in the preceding documentation sent by Nepal. CAAN also provided information on the follow-up of recommendations from accident investigation reports and several safety initiatives. "The information provided by CAAN at the meeting will be verified by a further documentation review," the report said. Sita Air also participated in the technical consultation where it provided information on its safety related activities and interaction with CAAN. Sita Air suffered a fatal accident in September 2012 and explained the "lessons learned" from this accident, the commission said in the report. It added that several challenges remained for CAAN and the aviation industry of Nepal, including factors such as recruiting and keeping sufficient and competent staff at CAAN. http://ekantipur.com/2013/07/25/business/ec-to-decide-nepals-aviation-safety-status- after-icao-audit/375329.html Back to Top Back to Top Embry-Riddle Worldwide hosts online human factors course Embry-Riddle Aeronautical University-Worldwide has opened registration on an online aviation human factors course that is free and open to the public. The Massive Open Online Course (MOOC) is the first of a series of free courses that the university plans to offer. "Our first MOOC covers a particularly timely subject, The Human Factor in Aviation," Embry-Riddle Worldwide Chancellor John R. Watret said. The crash of Asiana Airlines Flight 214 in San Francisco has definitely made the industry and public more aware of the intricacies of aviation safety, he added. The five-week course will focus on the psychological or physiological elements related to aviation disasters. Its instructor is Dennis Vincenzi, department chair of undergraduate studies in the College of Aeronautics at Embry-Riddle Worldwide. Registration opened July 19, and the class begins Aug. 19. Class size is limited to 500 students. For more information, see the website Back to Top FAA releases new document on LSA education The FAA has released a new document on its website entitled "Light-Sport Aircraft Airworthiness Certification - Special Considerations for Special Airworthiness Certificates." The document covers issues and topics potential buyers should know about when purchasing a special light sport aircraft (SLSA) or experimental light sport aircraft (ELSA). "It is important for members to understand the differences between light sport aircraft and type certificated aircraft," said David Oord, AOPA's manager of regulatory affairs. "They can sometimes appear to look similar but their design and certification basis is different." AOPA is an active participant in light sport certification, serving on the executive committee of ASTM F37 on light sport aircraft and chairing its terminology subcommittee. AOPA is committed to the success of the light sport category, the use of industry consensus standards, and their effect on increasing safety while reducing costs and complexity of certification. The FAA document covers several areas of light-sport certification through a Q&A format, asking questions like, "What do I need to consider before purchase of an SLSA?" "What are my specific responsibilities as an owner of an SLSA?" and "Who can perform maintenance and inspections on SLSA?" These are all questions a potential buyer must fully understand before purchasing any aircraft, regardless of certification. "It's important for members to understand the role a light-sport manufacturer has regarding the continued operational safety (COS) of its aircraft," Oord said. "Unlike type certificated aircraft, the FAA does not review, test, or approve a light sport aircraft design, does not provide continued operational safety oversight, and does not issue airworthiness directives. Although this increases the responsibilities of the manufacturer, the certification process for light-sport aircraft affords them the needed latitude to innovate with new designs and equip them with safety enhancing technology more easily while significantly reducing the costs and complexities of certification." http://www.aopa.org/News-and-Video/All-News/2013/July/23/FAA-releases-new- document-on-LSA-education.aspx Back to Top Record-Setting Electric Airplane Prepares for 250 MPH Flight Electric vehicle pioneer Chip Yates is back in the air with his record-setting airplane. He spent much of the past year refining and working on his electric Long-EZ for a series of flights planned for next month, with the hopes of breaking his own speed records. And at the same time Yates is testing new equipment for his grand plan of flying across the Atlantic in an electrified plane. During his record-setting flight last July, Yates managed to be the first pilot to top 200 mph in an electric airplane. But he fried the battery in the process. It was an old battery, and Yates told us last year he knew its death was a likely outcome of pushing the lever that far forward for the fast flight. The new battery from EnerDel is a 450-volt, 80 amp-hour pack capable of 600 amps continuous output, the equivalent of 258 horsepower, and twice the output of the old battery pack. It weighs 525 pounds and takes up the entire back seat. If he were patient, Yates could leisurely cruise at around 100 miles per hour drawing only 40 amps, giving him two hours range. But as always. Yates has speed on his mind, and during the first flight with the new pack he managed 175 miles per hour, though he wasn't at full power. "Fifty percent throttle, I swear," Yates told us after the flight. But he was exaggerating. The electric Long-EZ was able to hit 175 mph with the new system on just 41 percent power. Last year Yates went from being a newly minted pilot, to setting the electric airplane speed record in a matter of days. He experienced his first dead stick landing after frying his battery in his second flight in the Long-EZ. This year, with a few hundred hours of flying experience under his belt and a year of planning and preparation, he's taking things a bit more slowly in an effort to meet his multiple goals of setting records and testing new designs. "Our new EnerDel pack can go up to 450 Volts," Yates says. "But we started it at 416.8 Volts to be conservative for these early flights." Yates uses custom built software to control the electrical system that powers his airplane, and he keeps track of it all with the data logger that records more than 150 channels of data. He shared a few of those channels with us, along with the video from his most recent test flight last Saturday. The highest throttle setting Yates used during the flight was just under 53 percent, which translates to 4,909 RPM for the motor. Because the electric motor can spin much faster than would be efficient for a propeller, Yates uses a gearbox with roughly a 2:1 reduction. The propeller is a critical component of Yates' record setting attempts. On an average airplane, the propeller is designed for a wide range of speeds, and because of that, isn't particularly good at any specific speed. The propeller on the electric Long-EZ was designed by Craig Catto specifically for the speed flights. Catto is a legend in the aviation community and his propellers are found on everything from the fastest airplanes at the Reno Air Races, to the slowest airplanes capable of leaping off the ground. The carbon- fiber prop on Yates' airplane is designed specifically to operate at maximum efficiency at 3,100 RPM, about 20 percent faster than a typical propeller found on your average Cessna. During the test flight the propeller reached a maximum of about 2,500 RPM while pulling just 211 of the 600 available amps from the battery. Catto calculates that at 3,100 RPM, the propeller should be pushing Yates along at 250 miles per hour. If his calculations are correct, and Yates can keep all the other parts on the airplane flying together in formation, he plans on breaking his own record some time next month, and maybe set a few more while he's at it. http://www.wired.com/autopia/2013/07/yates-250mph-electric/ Back to Top GRADUATE RESEARCH REQUEST A fellow aviator of 40 years is continuing to conduct doctoral research study on pilot decision-making. The study - which examines why otherwise competent and certified pilots make mistakes that result in the need to repeat a simulator check-ride - will be the first qualitative research study to generate emergent new theory based on the erring pilot's perspective. Although many quantitative studies have looked at what pilots do wrong, researchers have not previously sought pilot input on why the erring pilots made substandard mistakes. Pilot volunteers interested in participating must have had to repeat a recurrent training simulator proficiency check ride. Pilot volunteers must also hold a current Federal Aviation Administration medical certificate and must be currently qualified and in an active flying bid status. All pilot interviews are confidential, and pilot participants will have an opportunity to review a draft of the study before results are submitted to the dissertation committee. The study has the support of both organized labor and the commercial aviation flight departments. The research is being conducted across the United States. Professional pilots are loath to discuss performance shortcoming, however the importance of pilot perspective must not be left in the closet. Help us help the profession - please participate. Click here for more information or email the researcher directly at PHDpilotstudy@conflictcounts.com With deepest appreciation! Captain Gary Boettcher PhD Candidate Doctoral Researcher Sullivan University PHDpilotstudy@conflictcounts.com 540-287-7817 (M) Back to Top Military Aviation Safety Workshop August 19, 2013 Vancouver, Canada In association with the 44th Annual Seminar of the International Society of Air Safety Investigators (ISASI) Representatives of military forces, associated contractors, educators, and researchers from all nationalities are invited to participate in the international Military Aviation Safety Workshop which is offered as a tutorial in association with the 2013 ISASI annual seminar. The workshop planning committee is very pleased with the finalized list of speakers and topics. It was our desire to tap the vast wealth of global expertise in military aviation to address a range of hot topics for military air safety investigators. Presentations were selected from proposals covering human factors, proactive detection of hazards, and safety culture, in addition to more traditional accident investigation topics. A diverse group of international speakers will perform 10 presentations during the workshop, which is open to all interested participants and will be particularly valuable for manufacturers of military aircraft and equipment, support contractors engaged in military operations, military air safety investigators and safety program managers. Dress code for participants is business casual, no neckties. The workshop planning committee consists of Dave Harper and Tony Cortés of the U.S. Air Force Safety Center, Bret Tesson and Jim Buse of Boeing, and Davy Thorn of Lockheed Martin. ISASI 2013 website: http://www.isasi.org/isasi2013.html WORKSHOP SCHEDULE TIME EVENT PRESENTER 0700 Continental Breakfast 0800 Opening Remarks Mr. Dave Harper U.S. Air Force Safety Center 0815 When the Exercise Became Reality - The Last Flight of HAZE01 Mr. Agne Widholm and Mr. Jens Olsson Swedish Accident Investigation Authority 0910 Inherent Hazards of a Government-Funded, Contractor-Lead, Flight Test Program, i.e. 'The Humans Factor' Mr. Michael Buran Lockheed Martin 0940 Refreshment Break 1010 The Organizing of a Common Helicopter Command from a Flight Safety Perspective Lt Col Robert Persson Swedish Armed Forces 1040 Military Air Safety Investigation Down Under WGCDR Alf Jonas Royal Australian Air Force 1115 It's Unmanned, How Much Risk Can There Be? Col Mike Smith UK MAAIB 1200 Lunch 1300 Implementation of Flight Data Monitoring for Flight Safety in the Dutch Air Force Mr. Rombout Wever NLR Air Transport Safety Institute 1345 Target In Sight: Leading Indicators & Risk Analysis Dr. Mark Friend, Embry-Riddle Aeronautical University 1420 The Day Bobby Died - Preventing Mishaps through Personal Intervention Mr. Pat Daily, Convergent Performance 1500 Refreshment Break 1530 Immediate Risk Management - Is it Worth the Time? LCDR Natalee Johnston, Royal Australian Navy 1605 A Just Culture in the Swedish Air Force Mr. Hans Sjöblom, Saab Aeronautics 1640 Workshop Wrap-Up Mr. Dave Harper, U.S. Air Force Safety Center; Mr. Bret Tesson, Boeing For further information please contact the U.S. Air Force Safety Center (GMT - 0600): +1.505.846.5277 antonio.cortes@us.af.mil +1.505.846.0996 david.harper@kirtland.af.mil Curt Lewis