Flight Safety Information May 28, 2014 - No. 108 In This Issue Data Provide Evidence That Malaysian Plane Crashed Into Indian Ocean How Statisticians Found Air France Flight 447 Two Years After It Crashed Into Atlantic After Private Pilots Complain, Customs Rethinks Intercept Policy Brazil prosecutors want American pilots in prison Crash report details flaws at Macon airport American Airlines prepares for its first Dreamliner FAA Recategorizes Wake Turbulence Separations PRISM SMS IJAAA Article Submissions Gulf Flight Safety Council to meet in Doha, Qatar..22nd of June 2014 IS-BAO for Business Aviation in Jeddah ERAU Unmanned Aircraft Systems Short Course, Seattle Campus Upcoming Events Data Provide Evidence That Malaysian Plane Crashed Into Indian Ocean HONG KONG - Raw satellite transmission data from the vanished Malaysia Airlines Flight 370, released Tuesday by the Malaysian government, provided further evidence that the plane crashed into the Indian Ocean after flying south and running out of fuel. Malaysia and Inmarsat, the global satellite communications company, released the data after weeks of pressure from relatives of the mostly Chinese passengers and from the Chinese government. The Malaysian Department of Civil Aviation released the data as the country's prime minister, Najib Razak, was on his way to China for an official visit. The final satellite transmission was an automated request from the aircraft for another "electronic handshake." "This is consistent with satellite communication equipment on the aircraft powering up following a power interruption," the Australian Transport Safety Bureau said in a separate statement. "The interruption in electrical supply may have been caused by fuel exhaustion." One of the Chinese relatives, Wang Le, whose mother was on the plane, was unimpressed with the release of the data. "What help will publicizing this data provide toward finding the airplane?" he said in Beijing. "This kind of data is too technical for family members. We cannot understand it, and we also don't know whether it's real or fake." The Malaysian authorities say the investigation has become a criminal matter because the jet appears to have been deliberately diverted. The plane's first turn off course, to the west, was executed using an onboard computer, probably programmed by someone with knowledge of aircraft systems. The authorities say two passengers were Iranians who boarded using stolen European passports, but no links to terrorist groups are found. Tim Farrar, a satellite communications consultant in Menlo Park, Calif., said that the raw data appeared to support calculations, by Inmarsat and by governments involved in the search, that the missing plane, a Boeing 777-200, had crashed into the eastern Indian Ocean. These calculations have determined that the lost plane turned south after it did a U-turn over the Gulf of Thailand, flew west across Peninsular Malaysia and then disappeared from radar just north of the Indonesian island of Sumatra. When Inmarsat and government agencies realized that the plane kept flying for six hours after its communications gear was turned off over the Gulf of Thailand, they suggested arcs of possible locations for the aircraft either to the north in Central Asia or to the south in the eastern Indian Ocean. But the data released Tuesday showed that small changes in the position of Inmarsat's satellite relative to the Earth meant that the plane must have flown south, not north, Mr. Farrar said. In a series of statements released late Monday, the Australian Transport Safety Bureau said the mapping of the ocean floor, already underway, would take at least three months to complete, in water that could be as deep as 20,000 feet. Once this survey of ocean depths has been completed, the bureau said, it can take a year to finish the deep-sea search of the ocean floor for debris from the Boeing 777. The bureau's chief commissioner, Martin Dolan, said that the complexities surrounding the search "cannot be underestimated," but that he remained "confident of finding the aircraft." The satellite signaling, referred to as a handshake, was between an Inmarsat ground station in Perth, Australia, an Inmarsat satellite and the plane's satellite communications system. Diplomatic relations between Malaysia and China have been strained since the loss of Flight 370. Chinese officials and particularly the Chinese state news media have been critical of Malaysia's efforts to find the plane, and Chinese tourism to Malaysia has dropped by a third in the past two months. http://www.nytimes.com/2014/05/28/world/asia/malaysia-airlines-flight-370.html?_r=0 Back to Top How Statisticians Found Air France Flight 447 Two Years After It Crashed Into Atlantic After more than a year of unsuccessful searching, authorities called in an elite group of statisticians. Working on their recommendations, the next search found the wreckage just a week later. "In the early morning hours of June 1, 2009, Air France Flight AF 447, with 228 passengers and crew aboard, disappeared during stormy weather over the Atlantic while on a ?ight from Rio de Janeiro to Paris." So begin Lawrence Stone and colleagues from Metron Scientific Solutions in Reston, Virginia, in describing their role in the discovery of the wreckage almost two years after the loss of the aircraft. Stone and co are statisticians who were brought in to reëxamine the evidence after four intensive searches had failed to find the aircraft. What's interesting about this story is that their analysis pointed to a location not far from the last known position, in an area that had almost certainly been searched soon after the disaster. The wreckage was found almost exactly where they predicted at a depth of 14,000 feet after only one week's additional search. Today, Stone and co explain how they did it. Their approach was to use a technique known as Bayesian inference which takes into account all the prior information known about the crash location as well as the evidence from the unsuccessful search efforts. The result is a probability distribution for the location of the wreckage. Bayesian inference is a statistical technique that mathematicians use to determine some underlying probability distribution based on an observed distribution. In particular, statisticians use this technique to update the probability of a particular hypothesis as they gather additional evidence. In the case of Air France Flight 447, the underlying distribution was the probability of finding the wreckage at a given location. That depended on a number of factors such as the last GPS location transmitted by the plane, how far the aircraft might have traveled after that and also the location of dead bodies found on the surface once their rate of drift in the water had been taken into account. All of this is what statisticians call the "prior." It gives a certain probability distribution for the location of the wreckage. However, a number of searches that relied on this information had failed to find the wreckage. So the question that Stone and co had to answer was how this evidence should be used to modify the probability distribution. This is what statisticians call the posterior distribution. To calculate it, Stone and co had to take into account the failure of four different searches after the plane went down. The first was the failure to find debris or bodies for six days after the plane went missing in June 2009; then there was the failure of acoustic searches in July 2009 to detect the pings from underwater locator beacons on the flight data recorder and cockpit voice recorder; next, another search in August 2009 failed to find anything using side- scanning sonar; and finally, there was another unsuccessful search using side-scanning sonar in April and May 2010. The searches all took place in different, sometimes overlapping areas, within 40 nautical miles of the last known location of the plane. These areas were calculated on the basis of how far debris and bodies were thought to have drifted due to wind and currents. And the search that listened for the acoustic pings from the aircraft's data recorders almost certainly covered the location where the wreckage was eventually found. That's an important point. A different analysis might have excluded this location on the basis that it had already been covered. But Stone and co chose to include the possibility that the acoustic beacons may have failed, a crucial decision that led directly to the discovery of the wreckage. Indeed, it seems likely that the beacons did fail and that this was the main reason why the search took so long. The key point, of course, is that Bayesian inference by itself can't solve these problems. Instead, statisticians themselves play a crucial role in evaluating the evidence, deciding what it means and then incorporating it in an appropriate way into the Bayesian model. The end result, in this case at least, was the discovery of the wreckage along with the flight data recorder and cockpit voice recorder, which provided vital evidence about the aircraft's final moments (although there are still some dispute about exactly what caused the disaster). It also led to the discovery of many more bodies that were then reunited with grieving families. This story of the statistical search for a missing aircraft is hugely relevant now because of the ongoing search for Malaysia Airlines flight MH 370 which disappeared en route from Kuala Lumpur to Beijing on March 8. Nothing has been seen or heard from it again. The lesson from the search for Air France flight AF 447 is that Bayesian inference is a powerful tool in searches of this kind but that the way it is applied is crucial too. In other words, statisticians are going to have to play an important role in this search too. Let's hope that the assumptions used to update future searches for MH 370 are ultimately as successful as those that Stone and co employed in 2011. Ref: arxiv.org/abs/1405.4720 : Search for the Wreckage of Air France Flight AF 447 http://www.technologyreview.com/view/527506/how-statisticians-found-air-france- flight-447-two-years-after-it-crashed-into-atlantic/ Back to Top After Private Pilots Complain, Customs Rethinks Intercept Policy Tom and Bonnie Lewis were stopped on a trip from Texas to New Hampshire because they were flying along a known drug air route Federal border security agents have sharply reduced intercepts of general aviation aircraft, following complaints by pilots that excessive police action at small airports is restricting the freedom to fly. An official with U.S. Customs and Border Protection's Office of Air and Marine Operations told NPR his agency has heard pilots' grievances and the program is being altered so as not to needlessly affront law-abiding pilots. In recent years, more and more pilots have reported their aircraft stopped for warrantless searches by aggressive officers. Stopping Grandma And Grandpa Tom and Bonnie Lewis love to fly airplanes so much that they live in a residential airpark near Fort Worth, Texas, where their garage is a hangar. Two years ago, they packed their bags, loaded them into the airplane, and took off for Nashua, N.H., to visit their daughter and her family. Mid-route, they stopped at an airport in Frankfort, Ky., to refuel and spend the night, when they noticed that a small jet had landed directly behind them, with no radio communication. Four federal agents shouldering assault rifles scrambled out of the jet and surrounded the Lewis's little two-seater plane, asking for IDs. "Asking where we'd been, basically checking us out," says Tom Lewis. "It didn't take them too long to figure out they had grandma and grandpa that were taking a trip to New Hampshire to visit the grandkids." He says the CBP agents were courteous and professional. After they realized the bewildered, gray-haired couple were not drug smugglers, they lightened up. The officers said they'd taken off from a base in Michigan and chased the red-and-white, aluminum airplane across the country because it was flying a known drug air route from Texas to the northeast. Tom Lewis thinks this is absolute nonsense. "It's a growing infringement of our freedoms as Americans to travel within the country without fear of being stopped and inspected every time we turn around," he says. Exasperated pilots say incidents like this, in which law enforcement officials stop and request to search a private aircraft without a warrant, are not isolated. But according to the agency, the problem is being fixed. Trying To Be More Judicious Eddie Young, deputy assistant commissioner of Customs and Border Protection for Air and Marine Operations, says they have taken new steps to preserve good relations with the general aviation community. He says his agents are calling police on private pilots less often, and are more judicious in how they choose their targets. He tells NPR that in some cases local police departments, acting on a CBP tip, have responded to a suspect aircraft with excessive show of force. In one case last December, a private pilot drove away from the Lansing, Mich., airport after landing his small plane there. He was surrounded by 25 police vehicles containing 40 officers, some with guns drawn. Their explanation: Homeland Security flagged his plane as suspicious. "When we do make a mistake and we come up against somebody that necessarily didn't need to be, I think that's where we do our best to ensure that we don't repeat those mistakes again," Young says. According to the FAA, there are more than 7 million personal, instructional or business flights a year of about two hours each. CBP operates a sophisticated air and marine tracking center in Riverside, Calif., that watches thousands of these flights every day. If one looks suspicious because it's flying a strange route or it looks like it's trying to evade radar, agents can alert local law enforcement. Young says since Jan. 1, CBP has researched 474 flights and made law enforcement contacts with 25 pilots on the ground, resulting in eight violations: seven criminal and one an FAA violation. "A 32-percent success rate is not bad in the law enforcement community," Young says. Stopping Without Reasonable Cause It's the other 68 percent of cases that have angered fliers, says Mark Baker, president of the Aircraft Owners and Pilots Association, a group with 350,000 members. He says 54 pilots in his organization have reported police confrontations at airports in the last two to three years. "You get a call from the feds that you may have illegal activity around this aircraft, they get pretty excitable at these local airports," Baker says. "Certainly in many of these cases they have overreached what we consider to be the due process." It was Baker's meeting with top CBP officials last month that prompted the decrease in aircraft intercepts. One of the incidents reported to the pilots' association happened to a 36-year-old mechanical engineer, who was taking a fishing trip with his brother and their three kids to the Texas gulf coast. Zimmermann flew from his home in San Antonio to the sleepy municipal airport in Rockport, where they were met by local police in body armor; they said they got a tip from CBP that this was a drug plane. Zimmermann was told to keep his hands in the air - in front of his children - while the officer checked his FAA papers. It was the second time Zimmermann had a law enforcement encounter at an airport. "These are, in my opinion, unconstitutional stops and searches of pilots," Zimmermann says. "It's no different than them stopping you in your car and asking to search your car for no reason, no probable cause, nothing, going anywhere. Most citizens, I don't believe, would tolerate that for very long. Why should the flying community?" Young says his agency is designated as the nation's guardian of the skies, but it is trying to do a better job balancing the civil liberties of pilots with the demands of law enforcement. The pilots association responds that it appreciates the agency's efforts to bring these "overzealous encounters to an end," but pilots are keeping a wary eye out for armed cops asking to search their airplanes. http://www.npr.org/2014/05/28/316319441/after-private-pilots-complain-customs- rethinks-intercept-policy Back to Top Brazil prosecutors want American pilots in prison SAO PAULO - (AP) -- Brazilian federal prosecutors said Tuesday they are seeking the imprisonment and extradition of the two American pilots involved in the 2006 crash of an airliner that resulted in 154 deaths. In 2011, a federal judge ruled that pilots Joseph Lepore, and Jan Paladino were negligent for not verifying that anti-collision equipment and a device that would have alerted controllers to their location were functioning in their Embraer Legacy 600 executive jet. They were convicted of impeding the safe navigation of an airplane. Lepore and Paladino, who are in the United States, have denied that accusation. While they were sentenced to four years in prison the sentence was converted into community service in the United States. A statement posted on the federal prosecutor's web site said prosecutor Lindora Maria Araujo asked the federal appeals court to request their extradition to Brazil to appear before a Brazilian court and "ensure the application of the sentence" in Brazil. "The request for their arrest and extradition is aimed at preventing the two pilots' complete impunity." the statement added. If extradition is denied, prosecutors want the sentence to be applied in the United States or that the men be tried there. Theo Dias, the Brazilian lawyer for the two American pilots was not available for immediate comment. The Embraer Legacy jet collided with a Boeing 737. The smaller plane landed safely while the larger jet crashed into the jungle, killing all aboard. It was Brazil's worst air disaster until a jet ran off a runway less than a year later in Sao Paulo and burst into flames, killing 199 people. Neither Lepore nor Paladino were in Brazil when they were convicted and they have not returned to the South American nation since being allowed to leave about two months after the crash. In December 2008, a Brazilian air force report concluded that the U.S. pilots might have contributed to the crash by inadvertently turning off the plane's transponder and collision-avoidance system. However, the U.S. National Transportation Safety Board blamed the collision mostly on shortcomings in Brazil's military-run air traffic control system. http://www.newsday.com/news/region-state/brazil-prosecutors-want-american-pilots-in- prison-1.8205972 Back to Top Crash report details flaws at Macon airport New crash report details flaws at Herbert Smart Airport A federal NTSB report into a 2012 plane crash at the Herbert Smart Airport on Ocmulgee East Blvd. in Macon details flaws with the runway that may have contributed. In September 2012, a plane being flown from Charleston hydroplaned while trying to land, and went past the runway, across the street, and into a ditch. None of three passengers on board were hurt. The NTSB report says after the crew activated the runway lights that are supposed to guide the planes' path ... the report says the lights shut off 3 seconds later and would not turn back on. There were also problems with the runway itself. Although the runway passed a 2011 inspection from the Georgia Department of Transportation, it failed to meet federal standards because there were trees 200 feet to the left of the center line. The report also found the runway didn't have a crown in the center. That's the slope that's supposed to allow water to drain to the side of the runway instead of pooling up in the middle. In some places, the report says Macon's runway had little to no slope. The company that insured the plane in the accident filed a lawsuit against the City of Macon. It claims that despite getting several construction grants, the city didn't keep the airport's runway up to standard. The suit asked the city for a 1 million dollars in damages, but it was later dismissed in March. Attorney Arthur Park says they have within 6 months to decide whether to re-file the case. He says they also have the NTSB report and will look into it as they make their decision. We also spoke with Macon-Bibb spokesman Chris Floore. He says he could not comment on the case because of the possible lawsuit. http://www.13wmaz.com/story/news/local/2014/05/27/crash-report-details-flaws-at- macon-airport/9644237/ Back to Top American Airlines prepares for its first Dreamliner FORT WORTH, Texas (AP) - Rumbling down the runway at New York's JFK airport, American Airlines pilot Bill Elder points the nose of the Boeing 787 skyward and takes off for Denver. Elder roars over the Atlantic, then banks sharply to the left, back over Queens and then Manhattan. But he is flying too low and triggers a ground-proximity warning as the Empire State Building appears off to the left. Not to worry. The scene is unfolding in a flight simulator at American's training center in Texas. Elder, American's fleet training manager, is demonstrating the warning systems that mimic those in an airliner. American will take delivery of its first 787, which Boeing calls the Dreamliner, in November. Passenger flights begin flights early next year. In the next few months, dozens of American pilots will sit in the same simulator and learn the nuances of the controls before they can fly the real plane. The 787 could be American's most important new plane since the Boeing 777 in 1999. With its improved fuel efficiency and long range, the 787 could boost the airline's profit by making many international routes more economical. The plane has a turbulent record. Production was delayed two years, and the entire worldwide fleet of 50 was grounded last year after batteries overheated in two planes. Regulators allowed the jets to fly again after Boeing crafted a fix that included encasing the batteries in steel boxes to contain any fires. The Dreamliner was the first big passenger jet to use lithium-ion batteries to power key systems. Last week, U.S. safety officials said that the Federal Aviation Administration relied too much on Boeing for technical expertise and might not have adequately tested the batteries for hazards due to short-circuiting. Experts believe that lithium-ion batteries can short-circuit without warning, the investigators said. American Airlines Group Inc. declined to make an executive available for comment. In a statement to The Associated Press, the airline said it was "in constant dialogue with Boeing and we look forward to adding the 787 to our fleet." American's former CEO and current chairman, Tom Horton, similarly stood by Boeing last year. American will become just the second U.S. airline, after United, to fly the 787. Worldwide, about 140 are flying today, and Boeing says it has orders for nearly 900 more. American has ordered 42 Dreamliners but hasn't yet said which routes they will fly. Spokesman Casey Norton said the plane will be tested on domestic routes before going into international service - the same strategy used by United Airlines. Richard Aboulafia, a prominent aviation consultant, said the Dreamliner will be crucial for American as it competes with United and Delta to attract premium passengers on international routes. He suggests that American will fly it to Asia, the Middle East and secondary cities in Europe. "It is absolutely the plane you want to fly point-to-point internationally," he said, "and it's at its best at longer ranges" where the fuel efficiency pays off most. United executives say the plane burns 20 percent less fuel than similar jets and scores highest in the airline's surveys of passengers. United plans to use the 787 on new flights this year between San Francisco and Chengdu, a Chinese city that has never had nonstop service from the U.S., and between Los Angeles and Melbourne. The 787 "has allowed us to add more spokes to our network and do it economically," said United's vice president of network operations, Brian Znotins. The airline has 65 more on order, including new larger versions. American won't say how much it will pay for the planes. The base model lists for $211.8 million on Boeing's website, but airlines routinely get deep discounts. Even the simulator wasn't cheap. American wouldn't comment, but a spokeswoman for the manufacturer, Canada's CAE, said that a 787 simulator would be at the "upper end" of a range between $11 million and $20 million. Depending on their experience, American pilots will spend anywhere from 10 days to nearly a month in the simulator before graduating to practice flights with the real plane. Then come passenger trips, when they will be accompanied by an instructor called a check airman. Jim Dees, American's training program chief for the 787 - he and Elder are the only American pilots who have flown a Dreamliner - said the simulator allows pilots to practice during emergencies and bad weather that wouldn't be safe in a real plane. They can pick from nearly two dozen airports for takeoffs and landings, including over-water approaches at San Francisco or mountainous terrain around Salt Lake City. Letting a reporter take the first officer's seat, the pilots had him pull the nose up, push it down and roll from side to show how the 20,000-pound device with six gigantic legs simulates the rocking of a plane in flight. They even let him "land" in Denver. "The feel on the controls," Elder said, "is just as if you were on an airplane." http://www.usatoday.com/story/todayinthesky/2014/05/27/american-airlines-prepares- for-its-first-dreamliner/9647419/ Back to Top FAA Recategorizes Wake Turbulence Separations FAA Order 7110.659A, effective June 1, will recategorize the guidelines air traffic controllers use to provide proper wake turbulence separation. The new standards are expected to increase airport capacity while reducing both arrival and departure delays. The FAA currently classifies aircraft for wake turbulence purposes based on maximum certified takeoff weight as heavy, large and small. Using these categories, current heavy- behind-heavy separation is four miles, which is appropriate for a Boeing 767 following a larger 747, but not necessary when the 747 is following the 767. Under the new standards aircraft are classified by wingspan, the aircraft's ability to withstand a wake encounter and takeoff weight, now resulting in six wake-turbulence categories. The new guidelines split the current heavy and large weight classes into four wake categories: two for heavy and two for large. The A388 (A380) and A225 (AN225) become their own wake categories while the weight class of small aircraft also remains as its own category. http://www.ainonline.com/comment/10371 Back to Top Back to Top Back to Top Gulf Flight Safety Council to meet in Doha, Qatar 22nd of June 2014 The Gulf Flight Safety Council will have it's next meeting in Doha, Qatar on the 22nd of June 2014. Key Guest Speakers for the meeting are Captain John Cox and Captain John Ranson from Safety Operating Systems. They will be presenting two topics that are key concerns in aviation safety today - cause and effects of lithium battery dangers on aircraft and smoke evacuation. The meeting is an excellent opportunity for safety professionals from regional operators, military units, regulators and air service providers to network and share information. This meeting is also the AGM for the GFSC. If you are interested in attending please contact GFSC Secretary, Captain Mark Trotter on membership@gfsc.aero Back to Top IS-BAO for Business Aviation The International Standard for Business Aircraft Operations (IS-BAO) comprises a series of international standards and best practices designed to help business aviation operators worldwide achieve high levels of safety, professionalism and effectiveness. It is administered by the International Business Aviation Council (IBAC), an international non- governmental association. The organization represents, promotes and protects the interests of business aviation in international policy and regulatory forums. NEXUS Flight Operations Services is pleased to host the IBAC / IS-BAO Fundamentals and/or IS-BAO Auditor Workshops to be held 4-5 August 2014 in our Jeddah Headquarters. Coffee breaks and a working lunch will be fully hosted to all attendees. To register, please click on the links below for full online registration and payment directly with IBAC. 4 August 2014 Fundamentals of IS-BAO Workshop There is a $500 per person registration fee for this full day course. 5 August 2014 IS-BAO Auditing Workshop for Internal Auditors and Support Services Affiliates There is a $750 per person registration fee for this full day course. This includes the IS-BAO Audit Procedures Manual. This course does not provide auditor accreditation. If you wish to become an accredited IS-BAO auditor click here for prerequisite details and registration fees. Back to Top View this email in a web page TWO-DAY CONTINUING EDUCATION UNIT (CEU) COURSE UAS Applications, Operations and Support: Key Topics of Industry This two-day, continuing education unit (CEU) course is specifically designed for professionals and specialists seeking to expand their understanding of the application, operation and support of unmanned aircraft systems (UAS). Discussions will focus on the considerations, regulations, policies, business opportunities and challenges of the industry. This course is developed and taught by Embry-Riddle Aeronautical University-Worldwide faculty with UAS operations and research experience. Who Should Attend: ? Business Developers ? Executive Leadership ? Small Business Owner/Entrepreneur ? Engineers (including aerospace, communications, electrical, GNC, hardware, logistics, software, systems, quality assurance and test) ? UAS Operators, Pilots, Sensor Operators ? Analysts (system, data management, manufacturing, operations, procurement, research and quality) ? Managers (account, contracts, program, project and operations) ? Training Developers/Coordinators ? Administrators (government, contracts, IT and property) ? Planners (mission, facilities, schedule and strategic) ? Technicians (avionics, electronics, manufacturing and radio frequency) ? Writers (technical, grant and proposal) Key Topics: ? Introduction and Impact of UAS ? UAS Designs ? Legislation, Certification and Regulation ? Industry Concerns ? Applications ? Operational Profiles ? Business Opportunities ? Future of UAS When: Where: Course Fee: Thursday, June 5 to Friday, June 6 Embry-Riddle Worldwide Seattle Campus 1000 Oakesdale Avenue SW Suite 110 Renton, WA 98057 USD $700 Time: 8:00 a.m. to 5:00 p.m. with an hour lunch For more information: Al Astbury, Office of Professional Programs Tel: (866) 574-9125 * email: training@erau.edu CLICK HERE FOR ADDITIONAL DETAILS AND REGISTRATION Embry-Riddle Aeronautical University 600 S Clyde Morris Boulevard Daytona Beach, FL 32114 USA If you wish to be removed from this group's mailing list, click here Upcoming Events: SMS & Risk Management Training Tampa, FL June 4-5, 2014 http://atcvantage.com ERAU Unmanned Aircraft Systems Short Course Seattle, WA June 5-6, 2014 http://proed.erau.edu/programs/specialized-industry-training/unmanned-aircraft-systems- workshop-nv/index.html Gulf Flight Safety Council Doha, Qatar 22nd of June 2014 membership@gfsc.aero 6th Annual Aviation Human Factors & SMS Seminar June 24th & 25th 2014 Dallas, TX www.regonline.com/builder/site/Default.aspx?EventID=1384474 21st Century Pilot Reliability Certification Workshop June 30th and July 1st, 2014 Hasbrouck Heights, NJ 07605 Please contact Kacy Schwartz kacy@convergentperformance.com 719-481-0530 International System Safety Society Annual Symposium 04-08AUG2014 - St. Louis, MO http://issc2014.system-safety.org Curt Lewis