Flight Safety Information September 12, 2014 - No. 188 In This Issue Jet missing after taking off in Dominican Republic TBM 900 Crash: Rethinking Inflight Emergencies Australia reviews route structure to enhance safety and efficiency Egyptian aircraft suffers cracked cockpit window in hail storm Aviation Lawyer Sues NTSB for Delaying Investigations Solar Storm Headed for Earth PRISM TO HELP PREPARE FOR E-IOSA Aircare International Joins USAIG Performance Vector Safety Program AIRPORT WILDLIFE HAZARD MANAGEMENT WORKSHOP ISASI 2014 - Annual Seminar, October 13-16, 2014 - Early Bird Registration Deadline Upcoming Events Jet missing after taking off in Dominican Republic SANTO DOMINGO, Dominican Republic - An official with the Civil Aviation Authority in the Dominican Republic says a small executive jet is missing after taking off from Las Americas airport in the capital. Civil Aviation spokesman Hector Olivo says the twin-engine Hawker Siddeley was flying from Santo Domingo to Punto Cana on the eastern tip of the country but never arrived at its destination. Olivo said authorities were searching for the plane Thursday and were not certain how many people were on board. The jet is registered to a company based in Dover, Delaware. It took off Wednesday and the control tower lost contact shortly afterward. In October 2011, a plane disappeared from an airport north of the capital and was located several days later hidden in a forest in Venezuela. http://www.washingtonpost.com/world/the_americas/jet-missing-after-taking-off-in-dominican- republic/2014/09/11/db46d77c-39e7-11e4-a023-1d61f7f31a05_story.html ****************** Date: 11-SEP-2014 Time: Type: Hawker Siddeley HS-125-600A Owner/operator: Aircraft Holding Solutions LLC Trustee Registration: N600AE C/n / msn: Fatalities: Fatalities: / Occupants: 2 Airplane damage: Aircraft missing Location: Between St.Domingo and Punta Cana - Dominican Republic Phase: En route Nature: Executive Departure airport: IATA:SDQ ICAO:MDSD Destination airport: IATA:PUJ ICAO:MDPC Narrative: Hawker Siddeley corporate jet missing. Tower lost contact shortly after take off from Santo Domingo. There are said to be two persons on board. www.aviation-safety.net Back to Top TBM 900 Crash: Rethinking Inflight Emergencies In the wake of the crash of a TBM 900 after suspected pilot incapacitation, do controller and pilot training need an overhaul? If there's a textbook case of an inflight emergency that most everyone agrees was handled flawlessly, it's Capt. Sully's "Miracle on the Hudson" splashdown in January 2009. It made Sullenberger and copilot Jeff Skiles instant national celebrities, and still serves as a model of the calm and collected flight crew skillfully handling an extremely difficult situation. And yet at no point after a flock of Canada geese crippled both the engines on his Airbus A320 did Capt. Sullenberger ever utter the magic word "emergency" when communicating with ATC. He simply told LaGuardia Tower what happened and announced his intentions to return to the airport. Sully, Skiles and a planeload of passengers wound up in the icy Hudson River safe and sound, and the rest is history. Larry Glazer, the pilot of the TBM 900 that crashed near Jamaica last Friday after what appears to be a classic case of pilot incapacitation, has been roundly criticized by Flying readers for not declaring an emergency. Yet unlike Sully and Skiles, Glazer very possibly was suffering from hypoxia - an insidious lack of oxygen to the brain that can sneak up on a pilot, preventing the victim from ever fully comprehending the perilousness of his or her predicament. Let's be clear about one thing: Nobody is blaming ATC for the deaths of Larry Glazer and his wife Jane. But it's not unreasonable to question whether the actions of the controllers on duty that morning may have played a role in the tragedy. Accident investigators are certain to raise this very question. That's not to say the controllers did anything wrong. Quite the contrary, their actions seem to be wholly consistent with their training. But maybe it's time to rethink how controllers and pilots are taught to deal with emergencies, especially when the pilot might be mentally incapacitated for some reason. A pilot suffering from hypoxia is less likely to declare an emergency than one facing other dilemmas, such as an engine failure or low fuel. When Sully uttered the now famous words, "Hit birds, we lost thrust in both engines, we're turning back towards LaGuardia," the controller immediately understood the seriousness of the situation and assumed it was an emergency without ever having to ask. Should the controller on duty have realized Glazer was facing a life-threatening situation when he radioed that he was having a problem and asked to descend? That's a tough call. But when the pilot of a general aviation airplane cruising at FL 280 says he "needs to get lower" because of an issue with his airplane, it ought to set off alarm bells in the controller's mind. If it doesn't, that's a problem. It has been pointed out, wrongly, that getting to FL 180 wouldn't have mattered in this case if a lack of oxygen was the culprit. In fact, the effects of hypoxia at FL 280 are much greater than at FL 180. If he descended to 18,000 feet, Glazer might have remained coherent enough for the controller to detect his slurring of speech and declare an emergency on behalf of the stricken pilot, instructing him to descend lower still to a safe altitude, saving the couple's life. It's certainly true that if he was facing a loss of cabin pressure Glazer should have donned his oxygen mask and immediately started descending. What role hypoxia may have played in his decision-making will probably never be known. There are many reasons why pilots are reluctant to declare emergencies. We worry that what might be an emergency could be nothing more than a faulty indication caused by a bad sensor. We fear the hassle of dealing with the FAA afterward. We also never get the chance to declare practice emergencies with ATC in the real world during training, and that could be a factor as well. Our approach to dealing with emergencies and communicating problems to ATC hasn't changed in decades. Clearly something in the system isn't working. The time may have come to take a hard look at the dreaded "E" word, and search for ways to fix the problem. A good place to start would be an overhaul of the training for controllers and pilots in cases where inflight incapacitation is a possibility, compelling ATC immediately to begin handling the situation as an emergency, even if the pilot might not realize he's facing one. http://www.flyingmag.com/blogs/fly-wire/tbm-900-crash-rethinking-inflight- emergencies#mAczX5Aw7K6cwDtd.99 Back to Top Australia reviews route structure to enhance safety and efficiency Australia's air navigation services provider Airservices Australia has implemented a revised air route structure between Melbourne and Cairns as part of ongoing efforts to reassess procedures and airspace management. It follows a broader review of national air routes by Operation Skysafe, an internal taskforce set up by Airservices in late 2013. Reporting directly to Airservices, Operation Skysafe is examining airspace management to determine how the safety and efficiency of existing air routes can be enhanced. The revised route between Melbourne and Cairns sees aircraft fly on parallel paths rather than being assigned different altitudes on the same two-way route. Operation Skysafe CEO Margaret Staib said: "The taskforce undertook a body of work, which has resulted in the duplication of the main, busy flight path between Melbourne and Cairns. With more than 400 aircraft flying this route each month, the removal of the existing two-way route structure, which had been in place for many years, improves safety for all air travelers as well as creating additional capacity to cope with future growth." The revised route will also create efficiencies for airlines by reducing distance flown, and thereby reducing fuel burn and emissions as well. Virgin Australia, for example, has indicated that the new route structure will save 7,675 track miles and 34,500 km of fuel per year. Airservices has also developed a customized training program for air traffic controllers following a recommendation from the taskforce. Operation Skysafe continues to assess air routes nationally, investigate opportunities to adapt existing conflict detection technology and fully exploit the sophisticated satellite navigation systems with which most modern airliners are equipped. http://atwonline.com/air-traffic-management/australia-reviews-route-structure-enhance-safety-and- efficiency Back to Top Egyptian aircraft suffers cracked cockpit window in hail storm An Egypt Air aircraft this week suffered a cracked cockpit windshield and a damaged nose cone after flying through a hail storm en route from Cairo to Juba in South Sudan, it was reported. "An Egypt Air Airbus A320-200, registration SU-GBC performing flight MS-859 from Cairo (Egypt) to Juba (South Sudan) with 76 passengers, was on approach to Juba when the aircraft flew through hail causing a cracked windshield and damage to the nose cone," The Aviation Herald reported. The aircraft landed safely in Juba but passengers waiting to board the return flight were told the damage meant they would have to wait until the following day for a replacement aircraft to arrive, the report added. http://www.arabianbusiness.com/egyptian-aircraft-suffers-cracked-cockpit-window-in-hail-storm- 564298.html Back to Top Aviation Lawyer Sues NTSB for Delaying Investigations Aviation attorney Arthur Wolk of The Wolk Law Firm has sued the National Transportation Safety Board in federal court for allegedly failing to properly respond to FOIA requests related to his clients' cases. In The Wolk Law Firm v. United States, Wolk's firm and five of his clients raise claims of obstruction of justice and violations of due process as well as violations of the Freedom of Information Act. They are seeking an injunction forcing the NTSB, the federal agency charged with investigating airplane crashes, to retrieve, review and release documents and evidence in its possession related to the plane accidents at issue in the plaintiffs' cases. According to the complaint, the plaintiffs are alleging the NTSB avoids or prevents the timely investigation of airplane crashes and delays the investigations and the release of wreckage, data and the final investigation reports, thereby denying justice and due process for the plaintiffs in civil claims. The plaintiffs also allege a conflict of interest by which the NTSB allegedly gives an advantage to the manufacturers over crash victims. "The NTSB ... continues to this day to obstruct, withhold and/or destroy evidence of airplane crashes, which evidence includes photographs, notes, manuals and other evidence and only allows crash victims access to its 'Public Docket,' which contains only those photographs, notes, manuals and other evidence selected by the NTSB with the sole input of the manufacture party participants who are putative defendants in lawsuits arising from the crash," the plaintiffs said in the complaint. According to the complaint, the NTSB relies principally upon the manufacturers of the civil aircraft and aircraft components to provide technical expertise during the investigation. The NTSB gives the manufacturers editing or approval power over the factual reports and gives them early access to evidence while crash victims are wholly excluded from the investigation process, the plaintiffs alleged. "The NTSB's reliance upon manufacturers of civil aircraft and aircraft components creates a conflict of interest where the manufacturers are tasked with providing technical expertise for the investigation of failures in their own products," the plaintiffs argued in the complaint. The plaintiffs also said in the complaint that the NTSB has sole authority under federal law to investigate aviation crashes and that the victims of those crashes or their agents are not permitted to view, preserve, collect or otherwise document the accident site or wreckage. John J. Gagliano of The Wolk Law Firm filed the action in the Eastern District of Pennsylvania on his firm's behalf. He declined to comment on the matter. A spokeswoman for the NTSB said the board had not yet seen the complaint, but has learned of it through media reports. She said the board would work with the U.S. Department of Justice to respond. "For over 40 years, as an independent agency, the NTSB has conducted transparent investigations by publishing factual information collected, descriptions of tests and results and analysis of the probable cause of accidents," the spokeswoman said. "The NTSB invites organizations that can provide the necessary technical expertise to assist the NTSB in developing factual information. "The NTSB, independent of the parties, determines the probable cause of the accidents. The NTSB statutes provide a structure designed to limit the impact of private civil litigation on NTSB investigations." The Wolk complaint outlines five crashes in which it alleges the NTSB has given little or no information in response to the plaintiffs' FOIA requests. In plaintiff Cynthia Gamble's case, Gamble was the executrix of her husband David's estate after he died in a Jan. 13, 2013, crash of a Pilatus PC-12 aircraft. She hired The Wolk Law Firm to investigate the crash and the firm filed a FOIA request with the NTSB for documents, evidence and data related to the board's investigation of the crash. After the request was denied, the firm negotiated with the NTSB General Counsel's Office, "which has provided some evidence of the crash but has wrongfully withheld other evidence," according to the complaint. After more than 18 months, according to the complaint, the NTSB has failed to release records, documents, factual reports, public dockets or any other information related to its investigation of the crash that were sought in the FOIA request. The complaint also recounts The Wolk Law Firm's investigation for an unnamed client into the April 21, 2012, crash of a Cirrus SR22 aircraft. According to the complaint, the firm's FOIA request for documents, evidence and data related to the NTSB's investigation of that crash was initially denied. The Wolk Law Firm then negotiated with the General Counsel's Office, which provided some documents only on the condition of confidentiality until such time as the NTSB made them public, according to the complaint. The plaintiffs allege that the NTSB said it anticipated making those documents public in January, but that the NTSB has still not done so. They allege the NTSB has released some wreckage evidence, but has withheld other evidence. The Wolk Law Firm was also retained to investigate the April 30, 2011, crash of a Robinson R-44 II helicopter that left the firm's client, Paul Haber, severely injured. The Wolk Law Firm submitted a FOIA request to the NTSB seeking documents, evidence and data related to the NTSB's investigation into the accident. And on Aug. 7, the parties in Haber's civil case jointly filed an affidavit in support of the request. The affidavit sought the release of the full NTSB docket, specifically including the video that was taken on board the helicopter, according to the complaint. "The NTSB almost immediately then produced the NTSB docket and factual report for the accident, however, glaringly missing was the video which was several times requested from the NTSB of the accident flight," the plaintiffs said in the complaint. "The video in question is both a document and physical evidence of the Haber accident." The Wolk Law Firm was also retained to investigate the deadly July 27, 2013, crash of a Robinson R-66 helicopter in which David Jenny and Bernard and Leanna Kelly died. On Feb. 21, the firm made a request to the NTSB to permit Rolls-Royce to release the raw data from the engine monitoring unit of the helicopter. The NTSB denied that request, according to the complaint. In June, the firm again requested that data through an affidavit stating its necessity, but the request was again denied, according to the complaint, which said the plaintiffs' investigation of the crash has been "severely impaired." The Wolk Law Firm had also been hired to investigate the Dec. 23, 2012, crash of a Piper PA-28R-200 aircraft that left the firm's client, Vincent Mow, severely injured. In February, the law firm asked the NTSB's General Counsel's Office to release evidence and documents related to the crash. The NTSB allegedly responded that it required an affidavit and the law firm sent the affidavit in March, according to the complaint. In the ensuing five months, according to the complaint, the NTSB has failed to release any information related to its investigation of the Mow crash. Read more: http://www.thelegalintelligencer.com/id=1202669772123/Aviation-Lawyer-Sues-NTSB-for- Delaying-Investigations#ixzz3D6IbCDKi Back to Top Solar Storm Headed for Earth Scientists are watching closely a large solar flare that occurred Wednesday afternoon. The flare is the result of two coronal mass ejections that have happened in the last two days and it is making its way toward Earth. So far the scientists predict that the flare will pass over us at the North Pole as opposed to a direct hit, but they are keeping a close eye on it because they aren't sure what it will do. The flare is expected to make some contact with our atmosphere sometime on the 13th of September and the Space Weather Prediction Center has issued a strong warning for a Geomagnetic Storm Watch. The storm has the potential to have an effect on power grids, communication systems, and GPS, as well as damage satellites and interfere with airplane communication systems. In 1989 a massive solar storm affected the power grid in Quebec, Canada, knocking out power for over twelve hours, as well as affecting power grids across the United States. While the storm is a concern, this is not out of the ordinary. The sun goes through an eleven-year cycle, in which the magnetic poles reverse position. This causes increased flare activity which peaks at regular intervals. The Earth's atmosphere forms a protective barrier so humans are not affected by the solar storms. One spectacular benefit of these large storms is the increase in the planet's aurora. Typically only seen near the Northern and Southern poles, the aurora's colors are produced by the charged particles from solar flares hitting the atmosphere. During these large storms, the aurora spreads and becomes visible to many more people farther away from the poles. This particular solar storm will cause the Aurora Borealis to become visible much further south. Keep a flashlight nearby and enjoy the light show, if it's visible to your area. http://www.thepncvoice.com/solar-storm-headed-earth/36168 Back to Top Back to Top Aircare International Joins USAIG Performance Vector Safety Program New York, NY, (Sept. 10, 2014)...USAIG proudly welcomes Aircare International to its Performance Vector safety initiative. Performance Vector delivers valuable, forward-looking safety support for USAIG-insured operators of turbine aircraft. Eligible policyholders can choose annually from a range of safety enhancing programs and services delivered by the industry's leading providers. The addition of Aircare International broadens available options to include aircrew emergency procedures training and mission safety and tele- medical support services. Aircare International's well-known Aircare FACTS Training curriculum prepares aircrews for dynamic emergencies such as cabin fires, medical contingencies, slow onset hypoxia, decompression, ground evacuation, wet ditching, underwater egress, and water survival. Performance Vector-eligible policyholders can now send pilots to Aircare's One-Day Pilot Emergency Procedures Course, which uses cabin egress and firefighting simulators and in-pool drills to cover elements that are especially vital for pilots who operate without cabin crew, and must therefore be ready to see themselves as well as passengers through all contingencies. Another new alternative is Aircare Access Assistance. This service provides operating aircrews with worldwide, 24/7 access to tele-medical assistance by board-certified emergency physicians. Qualifying USAIG policyholders that subscribe to Aircare Access Assistance can send crewmembers to attend inflight emergency medical and automatic external defibrillator AHA certificate courses, have aircraft medical kits tracked for expiring items, request security and health briefings for unfamiliar destinations, and receive fit- for-duty and lost prescription consults. "We are delighted to connect our policyholders with these world class programs. Aircare International delivers highly relevant training and services with the flexibility needed by today's aviation operators, making them a perfect addition to Performance Vector," said David McKay, USAIG President and CEO. "Aircare's training and services save lives," said Martin Hamilton, VP Business Development for Aircare International. "By offering our programs to their policyholders, USAIG continues to demonstrate their passion for safety and for helping flight departments become even better. We're proud to be associated with USAIG and their values." Performance Vector programs meet aviation regulatory requirements, accreditation protocols and industry standards such as FAA, IS-BAO, NBAA's Certified Aviation Manager program, and ICAO. Eligibility for additional Performance Vector services refreshes upon each policy renewal. For additional information about the USAIG Performance Vector program, check the Safety tab at usaig.com or contact Paul S. Ratté, USAIG Director of Aviation Safety Programs at: safety@usaig.com. Learn More at the NBAA Convention Visit USAIG at the NBAA convention in Orlando from October 21 through 23, booth #3331. Meet USAIG's team of aviation insurance and safety experts, and take part in discussions about Performance Vector and USAIG's other safety initiatives. Aircare Representative at USAIG Booth 2:00 - 3:00 pm, Tuesday, October 21 USAIG Booth 3331 Orange County Convention Center Contact: Joan Mirabile, Vice President Joan.Mirabile@usaig.com 212.952.0100 www.usaig.com Back to Top Back to Top INTERNATIONAL SOCIETY OF AIR SAFETY INVESTIGATORS ISASI 2014 45TH ANNUAL SEMINAR "Investigations and Safety Management Systems" This year's seminar will take place at the Stamford Hotel in Glenelg, near Adelaide, Australia, from 13 -16 October, 2014. All current information regarding seminar registration, hotel reservations and speakers can be found on the official seminar website at www.asasi.org. Please note the deadline for Early Bird Registration and the discounted rate at the hotel is midnight September 4. Questions can be directed to: Mr. Lindsay Naylor ISASI 2014 Seminar Chair lindsaynaylor77@gmail.com or Ms.Barbara Dunn International Seminar Chair - ISASI avsafe@shaw.ca Back to Top Upcoming Events: Small UAS CHALLENGE September 11-14, 2014 Reno, NV IFA - Maintaining Airworthiness Standards and Investing in the Most Important Asset 'The Human Element' 17 - 18 September, 2014 Emirates Eng Facility, Dubai www.ifairworthy.com ISASI 2014 - Annual Seminar October 13-16, 2014 Adelaide, Australia www.isasi.org IASS 2014 Abu Dhabi, UAE November 11-13, 2014 http://flightsafety.org/meeting/iass-2014 ERAU UAS FUNDAMENTALS COURSE December 9 - 11, 2014 ERAU Daytona Beach Campus, FL www.daytonabeach.erau.edu/uas FAA Helicopter Safety Effort three-day safety forum April 21-23, 2015 Hurst, Texas eugene.trainor@faa.gov www.faahelisafety.org Curt Lewis