Flight Safety Information April 17, 2014 - No. 079 In This Issue Disaster in the Sky: Old Planes, Inexperienced Pilots-and No More Parachutes Jordanian fighter jet crashes; pilot killed F-35 fighter jet to make first trans-Atlantic flight in July Malaysia will not scale down search for missing airplane uFly fires flight instructor who appeared on CNN Nominations sought for aviation safety award PRISM SMS Does the US Navy have 10 or 19 Aircraft Carriers? Embry-Riddle Worldwide to offer UAS workshop in San Diego April 24, 25 International System Safety Annual Symposium Upcoming Events Disaster in the Sky: Old Planes, Inexperienced Pilots-and No More Parachutes A view shows wreckage of Boeing KC-135 Stratotanker plane near site of crash near Kyrgyz village of Chaldovar - Part of the tail of the doomed KC-135. Both pilots graduated from the Air Force Academy in 2008, shortly after the service decided it couldn't afford to keep parachutes on KC-135s. "A lot of time, manpower and money goes into buying, maintaining and training to use parachutes," the Air Force said in March 2008. "With the Air Force hungry for cost-saving efficiency under its Air Force for Smart Operations in the 21st Century Program, commonly known as AFSO 21, the parachutes were deemed obsolete." Captain Mark Tyler Voss, 27, Captain Victoria Pinckney, 27, and Technical Sergeant Herman "Tre" Mackey III, 30, were the first airmen killed in a KC-135 crash since the Air Force stripped the parachutes from the planes. Given the violent end of their mission, the parachutes may not have made any difference, according to the official Air Force investigation into the crash. "The [accident investigation] board sort of concluded, informally, in talking among themselves, that even if there had been parachutes, there would have been no way for them in this particular case for them to be used," Air Force Lieut. Colonel John Thomas, a spokesman for the service's Air Mobility Command, said Monday. Others aren't so sure. "Deploying aircrews to a combat zone without parachutes is an unconscionable risk," says Alan Diehl, who spent 18 years as an Air Force civilian investigating the safety of the service's aircraft. "The airmen aboard this KC-135 would have had to don their chutes, jettison the cockpit bailout hatch, and dive overboard-all in a matter of seconds. But to take away the option just seems wrong." The aerial tanker arrived in Kyrgyzstan the day before the accident. Earlier flight-control problems had reportedly been fixed. Pilot Tyler, co-pilot Pinckney and, Mackey, the refueling boom operator, boarded the aircraft early that afternoon at the Pentagon's transit hub at Manas, just outside Bishkek, the country's capital. A KC-135 refuels an F-15 fighter. They were the first crew to fly the 707-based aircraft toward Afghanistan, loaded with 175,000 pounds of aviation fuel, since its arrival at Manas. Tanker crews are the unsung heroes of the service, the so-called "global reach" that vastly extends how far Air Force aircraft can fly without landing to refuel. Voss had slightly more than 1,000 hours flying such tankers; Pickney had fewer than 600. Mackey was the most experienced member of the crew, with 3,350 KC-135 flight hours, but as the boom operator he had nothing to do with flying the airplane. Shortly after the flight, dubbed Shell 77, took off, a problem with the flight-control system triggered "rudder hunting," which caused the airplane to yaw, its nose turning from left to right and back again. Nine minutes into the flight, the plane entered a "dutch roll," which can happen as increasing yaw generates more lift on one wing than the other. That causes the plane to roll, until increased drag pulls the wing back and the process repeats itself with the other wing. "It's kind of waffling," the crew reported as they climbed above 20,000 feet. "The jet's bent." The pilots tried to bring the five-second-long dutch rolls under control by using the plane's rudder and auto-pilot. But that only made matters worse. "The cumulative effects of the malfunctioning [flight-control system], coupled with autopilot use and rudder movements during the unrecognized dutch roll, generated dutch roll forces that exceeded the mishap aircraft's design structural limits," the Air Force said in its investigation into the crash, released last month. "The tail section failed and separated from the aircraft, causing the mishap aircraft to pitch down sharply, enter into a high-speed dive, explode inflight and subsequently impact the ground." Voss's superiors described him as a "peerless aviator" who was "highly motivated and extremely dedicated." Pickney's commanders said she was "a superior leader with the drive and ability to succeed at any task." But despite their demonstrated skills, the investigation said that instead of trying to halt the dutch roll with the rudder and auto-pilot, they should have shut down the malfunctioning flight-control system and manually used the ailerons on the main wings to regain control. So why didn't they? "The mishap crew appears to not have been adequately trained for the dutch roll recognition and recovery; they experienced a condition they had not encountered in training," the investigation concluded. "The mishap crew received a total of 10-15 minutes of recognition and recovery training several years prior to the mishap," during initial pilot training. Such training "appears to be insufficient," the probe added. "The mishap crew was a qualified, but minimally experienced, crew" whose "inexperience led them to rely on the autopilot to make timely inputs in an unstable flight regime. Although the Inflight Manual does not explicitly prohibit autopilot use in dutch roll, the system is incapable of making the precisely timed inputs that are required to counteract dutch roll. Both times the mishap aircraft engaged the autopilot the oscillations grew worse." Shouldn't KC-135 pilots train for such predicaments in their simulators? They can't. "Insidious onset of dutch roll is impossible to replicate in KC-135 simulator training due to mechanical limitations," the probe said. Nor can the simulator replicate more serious forms of the roll: "A former KC-135 Instructor Pilot and current simulator operator, who experienced severe dutch roll in flight, confirmed the current simulator training does not reproduce a severe dutch roll." Can't pilots practice it, carefully, while actually flying? No. "The Inflight Manual prohibits pilots from practicing dutch roll recognition and recovery in the aircraft, specifically stating `intentionally-induced dutch roll and aerobatics of any kind are strictly prohibited'" the investigation noted. Once their plane lost its tail, was the crew's fate sealed? "Egress was not possible," the accident report said. "The KC-135R is not equipped with parachutes, ejection seats, or any other means of inflight egress." The report didn't mention that parachutes had been on the planes until 2008. The crew "made no comment on the flight data recorder that `We need to get out of here' or `This is going down,'" Thomas, the Air Force spokesman, said (the recorder shut down when the plane was at 21,760 feet). "The indications were that they continued to fight to regain control of the aircraft until probably they lost consciousness." And how did that happen? "There is some surmising that goes on," Thomas explained. "But [the accident board] had several experts to address this point directly, and their best understanding of what probably happened-because they have to put together their best guess based on the flight data-is that when the tail broke off, the aircraft that remained pitched, and because it was in the middle of a dutch roll it probably pitched up first, because as the tail section broke off it probably gained altitude as part of the physics of it swinging back and forth, they probably experienced negative G-forces that would have probably blacked them out." That 2008 Air Force news article detailed the logic of getting rid of the KC-135's parachutes: By design, parachutes slow things down. Crew members forced to evacuate in-flight aircraft with parachutes, for example, have much gentler impacts with the ground than those without chutes. But the only thing being slowed by parachutes aboard KC-135 Stratotankers, Air Force leaders recently decided, was the mission. So they got rid of them. Removing parachutes from military aircraft may sound peculiar, but KC-135s are not like other aircraft. They seldom have mishaps, and the likelihood a KC-135 crew member would ever need to use a parachute is extremely low. "The [accident investigation board's] technical experts didn't recall that there's ever been an attempted, successful or otherwise, egress from a tanker aircraft," the Air Force's Thomas said. But the technical experts are wrong, according to former airman Joseph Heywood. He bailed out of a KC-135 over Michigan-along with three other airmen-as their plane ran out of fuel in August 1969 (the pilot landed the plane short of the runway, but safely, at the now- closed K.I. Sawyer Air Force Base). "If they were in a dutch roll, I think it'd be almost impossible for them to get out," he said. But removing the parachutes "doesn't make any sense-it's just another way of saying that money is more important than people." Bailing out used to be a key part of the KC-135's Cold War mission. "Our job was to fly up and plug B-52s up near Greenland," he says. "And if they demanded it, to give them all of our fuel, and then to bail out onto the ice pack and make our way back on foot to Billy Mitchell field in Milwaukee." The missing parachutes don't bother Heywood now. "It doesn't cause me any heartburn, because I'm not one of the people flying them," he says. But the former Air Force captain well remembers when he needed one. "The day after I bailed out I took a bottle of booze-I think it was Chivas Regal, actually-to the guy who packed mine," he recalled. "I'd rather have a slim chance than no chance." The combination of an aging aircraft, poorly-trained young pilots, and the need to save money that led the Air Force to remove the parachutes, shows a force frayed by ever- tightening, and perhaps misallocated, budgets. "The various problems surfaced by this mishap-overlooked maintenance issues on older aircraft, limited crew experience and training, poor flight simulator fidelity, and no parachutes-are all driven by funding limitations," former Air Force crash investigator Diehl says. "The Pentagon and our Congress need to stop sequestering safety." The Air Force recently detailed changes it is taking following the crash. KC-135 crews will be getting more training to help them deal with dutch rolls. The service is revising flight manuals, beefing up maintenance, and improving rudder controls for the 396 KC-135s still flying. The fleet is also in the middle of a $1 billion refurbishment. But restoring parachutes to the planes-slated to fly until at least 2040-isn't on the list of improvements. http://time.com/62584/disaster-in-the-sky-old-plane-inexperienced-pilots-and-no-more- parachutes/ Back to Top Jordanian fighter jet crashes; pilot killed AMMAN, Jordan (AP) - A Jordanian military official says one of its fighter jets has crashed during a training flight, killing the pilot. The official says the crash took place on Thursday morning near the town of Safawi, in the northeastern desert region of Jordan toward the Iraqi border. He says the crash was due to a technical failure on the F-5 fighter jet. At the time, several fighter jets were taking part in the training flight. The official spoke on condition of anonymity in line with military regulations. http://www.kansascity.com/2014/04/17/4965128/jordanian-fighter-jet- crashes.html#storylink=cpy Back to Top F-35 fighter jet to make first trans-Atlantic flight in July A Lockheed Martin F-35B Lightning II joint strike fighter flies toward its new home at Eglin Air Force Base, Florida in this U.S. Air Force picture taken on January 11, 2011. REUTERS/U.S. Air Force/Staff Sgt. Joely Santiago/Handout (Reuters) - The U.S. Defense Department has approved the first trans-Atlantic flight of Lockheed Martin Corp's F-35 fighter jet in July to take part in two international air shows near London, U.S. and British officials said Wednesday. The new warplane will make its international debut at the Royal International Air Tattoo, or RIAT, an annual military air show held outside London in July, followed by appearances at the show, held every other year, said the officials. "The U.S. and the UK have worked closely together on the F-35 project from the beginning. This fifth generation stealth combat aircraft will be a major boost to British combat air power and it is entirely fitting that the F-35's first stop outside the United States will be in the UK," British Defense Secretary Philip Hammond said in a statement. Lockheed is the Pentagon's No. 1 supplier. The jet's appearance will be closely watched by potential buyers, including Canada and Denmark, which helped fund the plane's development but are rethinking their procurements. F-35 backers say the decision reflects growing confidence in the $392 billion program, the Pentagon's costliest weapons program, but skeptics say the plane still faces challenges with completing the software needed to integrate weapons on the jet. Britain, which contributed $2 billion to the development of the new radar-evading fighter jet and plans to buy 138 F-35s in coming years, asked for the jet's participation to help showcase the increasing maturity of the new radar-evading plane. Britain was also the first international partner on the program. Aerospace analyst, Richard Aboulafia with the Virginia-based Teal Group, said the F-35's first overseas appearance marked the start of a more aggressive drive to lock in foreign orders at a time when the U.S. military has repeatedly delayed its own. "What they really need to do is transform the program's economics by getting above that 30-something (annual production) plateau they're on," he said. "They need to get to a virtuous cycle where numbers go up and costs go down ... the opposite of a death spiral." Pentagon officials say they expect the plane's costs to fall to the mid-$80 million range by 2018 or 2019 from around $112 million now, and are working closely with the industry to drive the price down further. But the Pentagon warned on Tuesday it would have to postpone orders for 17 more F-35s from fiscal 2016-2019 unless Congress reverses mandatory spending cuts due to resume in 2016. Lockheed is developing three models of the F-35 for the U.S. military and eight international partners: Britain, Australia, Canada, Denmark, Norway, Italy, Turkey and the Netherlands. Israel and Japan have also placed orders, and South Korea has said it plans to order F-35s later this year. Current plans call for several F-35s to participate in the air shows, including at least one of the three F-35 B-model jets already built for Britain, with a UK pilot at the controls. U.S. and UK officials agreed on the need to bring over a number of aircraft to avoid any technical flight disruptions. In 2011, Airbus' delayed and over-budget A400 military transport plane was forced to curtail its debut appearance at the Paris Air Show after the plane suffered a gearbox problem in one of its powerful turbo-prop engines. U.S. defense officials said the overseas flights would be used for additional training and would help the F-35 program office learn how the plane's logistics, maintenance, aerial refueling, and security systems work overseas. Pratt & Whitney, a unit of United Technologies Corp, builds the single engine that powers the plane. Britain's Rolls Royce Group builds the lift fan that enables the B-model of the F- 35 to land like a helicopter. Other major contractors on the F-35 program include Northrop Grumman Corp and Britain's BAE Systems. http://www.reuters.com/article/2014/04/16/us-lockheed-martin-fighter- idUSBREA3F12120140416 Back to Top Malaysia will not scale down search for missing airplane The massive air, sea and underwater search for flight MH370 was continuing almost 2 000 km off the coast of Perth. Malaysia's Acting Transport Minister and Defence Minister Hishammuddin Hussein said on Wednesday the country will not scale down the search for the missing Malaysia Airlines plane, if some of the other countries helping in the search do so. The massive air, sea and underwater search for flight MH370 was continuing almost 2 000 km off the coast of Perth, where all eyes are on the Blue-fin 21 autonomous underwater vehicle. Australia authorities on Monday have said the search is now focusing underwater and considering scaling down the air and surface search. But Malaysia insisted it would continue, even as some Middle East countries have stepped forward to offer their help on the mission. "We will not scale down. This is the promise that I made to the families of the passengers and we will continue. But as we move forward, there might be occasions where some of the countries might want to scale down. There are other countries that have come forward, and we just have to find creative ways to do that," said Malaysia Acting Transport and Defence Minister Hishammuddin Hussein during the sideline news conference at a defence exhibition. Officials searching for a missing Malaysia Airlines jetliner were on Wednesday waiting for the results a US Navy underwater drone's first full mission, after it was forced to abort its maiden deployment because it had exceeded its depth limit. Malaysian authorities have still not ruled out mechanical problems as causing the plane's disappearance, but say evidence suggests it was deliberately diverted from its scheduled route from Kuala Lumpur to Beijing. According to a survey from local media, more than half of the people from 1 029 people who took part in the survey believed the ruling government is hiding some information. Hishammuddin said a panel will be set up to show transparency. "With regards to the expert panel of inquiry that is going to be set up, this is a part of ongoing process for transparency to show to the world that actually Malaysia does not have anything to hide in respect of MH370." said Hussein. An aircraft's black box records data from the cockpit and conversations among flight crew and may provide answers about what happened to the missing plane. The search for the missing plane is on track to be the most difficult and expensive search and recovery operation in aviation history. http://www.sabc.co.za/news/a/7364410043a8de158b6fdb239b19c088/Malaysia-will-not- scale-down-search-for-missing-airplane-20141604 Back to Top uFly fires flight instructor who appeared on CNN Mitchell Casado was featured heavily on CNN over the course of their Malaysia Airlines Flight 370 coverage TORONTO (AP) - A Canadian flight simulator business fired an instructor who figured prominently in CNN's coverage of missing Malaysia Airlines Flight 370, saying he showed up late to his regular job and "shamed Canadians" by dressing like a teenager. uFly company owner Claudio Teixeira said he fired Mitchell Casado on Wednesday in part for refusing to dress professionally and making Canadians "look very bad all over the world." Casado's relaxed style of jeans and plaid shirts attracted wide attention during CNN's constant coverage of the search for the missing flight. CNN's Martin Savidge and Casado logged many hours reporting from the fake cockpit located at the company's office in near the Toronto airport, which has a simulator that is the same model of the lost plane. Teixeira said Casado didn't come to work Tuesday when customers had the simulator booked. "This is not the first time. He's been warned before," he told The Associated Press. Teixeira says he received many email complaints about the instructor's way of dressing during the time he appeared on CNN. "Even though I let him be on TV he shamed us Canadians and shamed my company with the way he was dressing like he was 15 years old," he said. "People were complaining that it wasn't professional at all ... If you go to any plane you don't see them in shorts and sandals." Casado declined to comment when reached by AP, saying "I'm not interested in talking to you." In a tweet earlier, Casado wrote "My boss had me training a new guy the last few days, and now that he can do my job, and CNN left, he fired me. That's Ufly." CNN spokeswoman Bridget Leininger noted Casado is an employee of uFLY, not CNN. She said CNN will not broadcast from the simulator on Thursday but may do so in the future. Savidge and Casado spent 12-to18-hour days in the cockpit, using the machine to simulate what might happen under certain scenarios. They logged so much airtime reporting from the fake cockpit that the hashtag #freemartinsavidge appeared on Twitter. Although CNN has been criticized for its blanket coverage, its viewership rose 84 percent last month over what it had been before the plane went missing, the Nielsen company said. When the cameras were off, Savidge took some informal flying lessons from Casado. Teixeira called Casado a nice guy and wished him luck but said a change had to be made. "I am the boss. I am the owner. I put in the money. It has to be my rules. If you don't agree with them you have to find another job," he said. He said he gave Casado two-weeks pay. http://www.usatoday.com/story/life/tv/2014/04/17/ufly-fires-flight-instructor-who- appeared-on-cnn/7814079/ Back to Top Nominations sought for aviation safety award The memory of a passenger who perished in an April 1945 airline accident continues to drive an effort to recognize notable achievements in aviation safety. Nominations are being sought for the 2014 Laura Taber Barbour Air Safety Award, conferred by the Laura Taber Barbour Air Safety Foundation and Flight Safety Foundation for achievement in "method, design, invention, study or other improvement" in aviation safety. The 2014 award will be presented Nov. 11 at the sixty-seventh annual International Air Safety Summit in Abu Dhabi, United Arab Emirates, the foundations said in an announcement. The recipient will be selected "for a significant individual or group effort contributing to improving aviation safety, with emphasis on original contributions," and a "significant individual or group effort performed above and beyond normal responsibilities," the organizations said. They urged special consideration for nomination of "mechanics, engineers and others outside of top administrative or research positions." The contribution to safety "need not be recent, especially if the nominee has not received adequate recognition." The award board will meet in June to review the nominations and select the 2014 recipient. Nominations may be submitted until the June 15 deadline by completing this online nomination form. On April 14, 1945, Laura Taber Barbour was aboard a Pennsylvania Central Airlines DC-3 after visiting family in Pittsburgh when the aircraft struck Cheat Mountain near Morgantown, W. Va., killing all aboard. In 1956, Laura Taber Barbour's husband, Dr. Clifford E. Barbour, and son, Cliff, established the Laura Taber Barbour Air Safety Award in her memory. The 2013 Laura Taber Barbour Air Safety Award was presented to Robert Key Dismukes, recently retired chief scientist in the Human Systems Integration Division of NASA's Ames Research Center. In 2013, the Laura Taber Barbour Air Safety Foundation was formed from members of the Award Board, the aviation community and the Barbour family. With airline flights predicted to grow rapidly in the coming years, "continued advancements in flight safety will be imperative for assuring future years of air safety," the awarding organizations said. http://www.aopa.org/News-and-Video/All-News/2014/April/14/Nominations-sought-for- aviation-safety-award.aspx Back to Top Back to Top Does the US Navy have 10 or 19 Aircraft Carriers? The U.S. Navy operates 19 ships that could be called aircraft carriers, but only considers 10 to be actual carriers. Last week the U.S. Navy accepted USS America, first of the America-class amphibious assault ships, into service. Unlike most recent amphibious assault ships, USS America and her sister USS Tripoli lack well-decks, instead focusing on aviation facilities. When fully operational, America and Tripoli will operate as many as 20 F-35Bs, potentially playing a critical role in what the Navy projects as the future of air superiority. Inevitably, the delivery of USS America rekindles the ongoing conversation over what, precisely, constitutes an aircraft carrier. In the United States, we endure the polite fiction that the USN's 45,000 ton aircraft carriers are not aircraft carriers, but rather some other kind of creature. USS America is roughly the same size as the French Charles De Gaulle and the INS Vikramaditya, although a bit smaller than the RFS Admiral Kuzetsov or her Chinese sister, the Liaoning. America is considerably larger than recent aircraft-carrying ships constructed for the Korean, Japanese, and Australian navies. As an educator, I can attest to some frustration in relating to students that the United States operates ten aircraft carriers, plus another nine ships that we would refer to as aircraft carriers if they served in any other navy. And while I appreciate the desire of analysts to differently categorize the capabilities of Wasp and Nimitz-class carriers, I wish that people had a firmer grasp on the abject silliness of claiming that a 45,000 ton flat- decked aircraft-carrying warship is not, in fact, an aircraft carrier. Think of the children. The distinction between aircraft carrier and amphibious assault ship began when the typology of USN flattops was considerably more complex than today. The Iwo Jima-class amphibious assault ships entered service in 1961, sharing the sea with Forrestal-class supercarriers, Midway class semi-supercarriers, and a variety of configurations of Essex- class carriers. Unfortunately, the name stuck even as amphibs gained the capacity for launching VSTOL fighters, and as the number of carrier variants dwindled. But today, no one benefits from an accurate characterization of the Navy's amphibious flat- top fleet. The USN prefers to fight its budgetary battles on the basis of the 11 carrier fleet, not the much more impressive sounding 19 carrier fleet. Naval aviation advocates are surely correct when they point out that the America and Wasp-class carriers fall far short of their Nimitz-class counterparts, even if they sometimes grudgingly grant that the smaller ships can carry out many of the same roles as their nuclear cousins. And so what's the problem? Who cares if the United States effectively disguises nearly half of its carrier fleet? The deception may not hold forever. At some point, skeptical legislators may choose to acknowledge the existence of the USN's other nine carriers, and consequently the overwhelming superiority of USN aviation over any potential foe. It would be better to get ahead of this game, and develop a more appropriate way of talking about the USN's light carrier fleet. The best choice might be to skip "light carrier" or "sea control ship" and go straight to "assault carrier," a term that is sometimes used in British naval circles to describe HMS Ocean and her predecessors. Such a designation would make for a considerably more intelligible naval vocabulary. http://thediplomat.com/2014/04/does-the-us-navy-have-10-or-19-aircraft-carriers/ Back to Top Embry-Riddle Worldwide to offer UAS workshop in San Diego April 24, 25 Daytona Beach, Fla., - Professionals looking to gain a better understanding of the emerging unmanned aircraft systems (UAS) industry can take advantage of a two-day course being offered in San Diego April 24 to 25 by Embry-Riddle Aeronautical University - Worldwide. Topics to be discussed include: introduction and impact of UAS; UAS designs; legislation, certification and regulation; industry concerns; applications; operational profiles; business opportunities; and the future of UAS. The course is developed and taught by Embry-Riddle Worldwide faculty with UAS operations and research experience. The cost of the course is $550, and continuing education units are available. For more information, click here or email training@erau.edu. About Embry-Riddle Aeronautical University Embry-Riddle Aeronautical University, the world's largest, fully accredited university specializing in aviation and aerospace, is a nonprofit, independent institution offering more than 60 baccalaureate, master's and Ph.D. 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., and through the Worldwide Campus with more than 150 locations in the United States, Europe, Asia and the Middle East. The university is a major research center, seeking solutions to real- world problems in partnership with the aerospace industry, other universities and government agencies. For more information, visit www.worldwide.erau.edu , follow us on Twitter (@ERAUworldwide) and www.facebook.com/EmbryRiddleWorldwide , and find expert videos at http://www.YouTube.com/EmbryRiddleUniv. Back to Top http://issc2014.system-safety.org Back to Top Upcoming Events: Flight Safety Foundation Business Aviation Safety Summit 2014 April 16-17, 2014 San Diego, CA http://flightsafety.org/files/doc/2014FSF_Prospectus.pdf Embry-Riddle Worldwide to offer UAS workshop San Diego April 24, 25, 2014 www.erau.edu Airport Show Dubai May 11-13, 2014 Dubai International Convention and Exhibition Centre (DICEC) www.theairportshow.com/portal/home.aspx International Humanitarian Aviation Summit 12-14MAY Toledo, Spain wfp.org National Safety Council Aviation Safety Committee Annual Conference Savanah, GA - May 14-15, 2014 Contact: tammy.washington@nsc.org http://cwp.marriott.com/savdt/artexmeeting/ Asia Pacific Aviation Safety Seminar 21-22 May 2014, Bangkok, Thailand http://bit.ly/APASS2014 International System Safety Society Annual Symposium 04-08AUG2014 - St. Louis, MO http://issc2014.system-safety.org Curt Lewis