Flight Safety Information February 17, 2015 - No. 032 In This Issue Chinese Air-Safety Veteran Set to Lead U.N. Agency AI pilots grounded after tail strike U.N. Agency Officials to Press Asian Nations on Air Safety Dominican Republic scores high in air safety: UN Plane crashes into Indian Ocean after takeoff from Mogadishu airport PROS 2015 TRAINING Aircraft maintenance: Remove snow and ice Embry-Riddle Professional Programs Offers Certificate of Management in Aviation Safety for Spring 2015 Upcoming Events Chinese Air-Safety Veteran Set to Lead U.N. Agency Fang Liu would be the first woman and first Chinese national to lead U.N. air-safety agency By ANDY PASZTOR A veteran Chinese air-safety official is the front-runner to become the next head of the aviation arm of the United Nations, heralding potential diplomatic and cultural changes at the agency, according to people familiar with the details. Fang Liu would be the first Chinese national and the first woman to lead the International Civil Aviation Organization, which has 191 member countries and sets nonbinding safety standards for carriers and regulators. Ms. Liu-currently the director of the agency's Bureau of Administration and Services-has benefitted from a concerted effort by the Chinese government to lobby on her behalf, and she has personally met with and garnered the support of key African and Latin American delegations, some as recently as last month. Barring a last-minute shift in sentiment, the agency's policy-making body is expected to vote her in next month. Underscoring the rapid growth of commercial aviation in China and other Asian countries, Ms. Liu would take the reins of a 71-year-old agency in which the top position historically has been held by men from Europe, North America or the Middle East. The current secretary-general, Raymond Benjamin, is French; he is wrapping up his second three-year term. The vote by the agency's 36-member council isn't expected to be close, according to these people. The other candidates come from Australia, India and the United Arab Emirates. An agency spokesman declined to comment, and said Ms. Liu also didn't have any comment. The vote comes as senior agency officials prepare to prod some Asian governments harder to beef up regulation of their airlines, and Ms. Liu could accelerate those efforts. From 2008 to 2012, "deficiencies in regulatory oversight" played a role in roughly one- third of plane crashes in Asia, according to the agency. Meanwhile, China's own aviation ambitions depend on the government easing restrictions on air routes and opening up more airspace for commercial flights. "She will really be under a microscope," said one industry official. "The other member states," this official added, "will be watching very closely what policies she follows, and the staff she brings with her." The Montreal-based ICAO has no direct enforcement role, but the results of its audits often prompt governments to enhance aviation budgets and adjust priorities. It also serves as the premier clearinghouse for technical information about flight safety, airport facilities and air-traffic control procedures. ICAO, which like other U.N. agencies operates on consensus-based policies, has been particularly active recently staking out positions to ensure universal tracking of airliners, even those flying long over-water routes outside typical ground-based radar coverage. Under the leadership of Mr. Benjamin and Nancy Graham, an American who is stepping down in March as ICAO's top safety official, the agency also has pushed governments to be more transparent in providing information about dangers to aircraft posed by hostile zones. Educated in China and the Netherlands, Ms. Liu worked for China's civil aviation authority before joining ICAO in late 2007. In addition to Chinese, she speaks English and French. An example of Beijing's efforts is an August 2014 letter, from China's top aviation regulator to the president of the Latin American Civil Aviation Commission, requesting support for her candidacy. The letter notes that "as one of the founding members of ICAO," China plans to "work more closely" with other countries to promote the "safe, secure, orderly and sustainable development" of international civil aviation. Support for Ms. Liu's candidacy "would be highly appreciated" the letter concludes. http://www.wsj.com/articles/chinese-air-safety-veteran-set-to-lead-u-n-agency- 1424133844 Back to Top AI pilots grounded after tail strike MUMBAI: An Air India aircraft with 194 people on board had a narrow escape after suffering a tail strike while landing at Mumbai airport on Sunday afternoon. The Airbus A-321 (VT-PPD) was operating as AI 680 from Mangalore to Mumbai. During touchdown, the plane's long tail portion scraped the runway at very high speed for some seconds before the nose wheel was lowered down and the aircraft brought to its correct position.MUMBAI: Luckily for the 187 passengers and seven crew members on board, the aircraft came to a halt safely. But a crew member reportedly suffered bruises due to the impact of what was possibly a hard landing that may have led to the tail strike. "Both the pilots have been grounded. The Directorate General of Civil Aviation (DGCA) is probing this incident. We are cooperating with them," said an AI spokesperson. Given the seriousness of the case, the head of DGCA's safety wing, joint DG Lalit Gupta, is handling the case from Delhi as both the AI pilots are based in the capital. The safety regulator's Mumbai unit is also doing a probe since the incident happened there. Senior Airbus commanders say that the longer A-321 is more prone to tail strikes on takeoff or landing if improper flying technique is followed. AI has three members of the A-320 family of aircraft-the short A-319; medium length A-320 and the long A-321. Same pilots fly these three planes as the Airbus conducts "cross qualification" training for the family of planes. According to Airbus technical papers, almost 65% of tail strikes happen on landing. "The structural integrity of an aircraft is jeopardized by a tail strike happening at the high speeds planes are at takeoff or touchdown. Old planes could even split (VT-PPD is a relatively new plane as it was assembled in 2007). Pressurization of a tail strike-hit aircraft cabin is in serious question," said a senior commander who flies Airbus. He said a tailstrike may happen if an aircraft is coming in to land too steeply and then arrests the rate of descent abruptly. It may also occur if the crew tries to make an excessively smooth landing and delays touching down of front wheel to soften the jerk. The tail strike comes at a very bad time for AI as it is facing a shortage of aircraft. Now this A-321 is unlikely to be back in the sky in a hurry. http://timesofindia.indiatimes.com/city/mumbai/AI-pilots-grounded-after-tail- strike/articleshow/46269090.cms Back to Top U.N. Agency Officials to Press Asian Nations on Air Safety ICAO Officials Say Push for Enhanced Oversight in Some Nations Has Had Only Limited Success President of the Council Olumuyiwa Benard Aliu speaks with Nancy Graham, Director, ICAO Air Navigation Bureau, at the group's global safety meeting Thursday in Montreal. By ANDY PASZTOR MONTREAL-International air-safety officials said they plan to prod some Asian nations harder to beef up regulation of their fast-growing airlines as traffic in the region continues to expand. In interviews this past week, leaders of the International Civil Aviation Organization, a U.N. agency that sets nonbinding safety standards for carriers and regulators, said they have had only limited success over the years in their push for enhanced oversight. The response among countries has varied greatly, said Raymond Benjamin, ICAO's director general. Roughly one-third of commercial-plane crashes in Asia between 2008 and 2012 to some extent "involved deficiencies in regulatory oversight," according to a report released as part of a global ICAO safety summit held this week in Montreal. The report, prepared by ICAO's Asia-Pacific safety group, also said additional steps are required to "enable states to focus their safety oversight resources where they are most needed." And it noted that only about half of the countries in the region comply with minimum ICAO standards for properly investigating crashes. Mr. Benjamin said his message during visits with regulators has been consistent: "You have to put a lot of resources to hire competent inspectors." He also urges them to swiftly make other investments to keep up with traffic growth. He didn't identify specific countries. In a separate interview, Nancy Graham, ICAO's top safety official, described her approach in less diplomatic terms. ICAO's blunt message to countries lagging behind in safety, she said, is to tell regulators "to wake up." They have to understand, she said, that "when demand has passed your current capacity you're in trouble." And, she tells them, "You need a long-term plan, not a short-term plan" to reduce the risks associated with rapid growth. The comments of Mr. Benjamin and Ms. Graham provide an unusual glimpse into private discussions and backroom arm-twisting by outsiders seeking to raise the safety bar in Asia and other parts of the world with persistent accident problems. Ms. Graham said that ICAO has developed a risk matrix to focus audits and technical assistance on countries that need help the most. "We're going where we need to go, where we see the risks," she said. "We're working closely with those states to jack up the political emphasis," she added, to hire more regulators and generally step up oversight. Budget constraints, limited technical expertise and nagging personnel shortages have hampered government safety initiatives in many parts of Asia experiencing growing traffic, including Indonesia, India, Malaysia, Vietnam and Thailand, according to safety experts who aren't affiliated with ICAO. In some instances, they said, the sheer pace of growth makes it difficult for airlines and regulators to react quickly to changes without major investments. But the biggest potential hazards may come from less-populous countries with smaller travel markets, according to Ms. Graham. Among the countries she worries about most are Cambodia and Nepal, she said, partly because expanding tourism means "they have to have a national plan to keep their safety capabilities in front of their demand." A senior Cambodian civil aviation official said a 2007 ICAO audit didn't reveal any big problems, "and we are ready for auditing in 2015" after having "worked closely with ICAO." He said "we have everything already" to ensure safety. Nepal, a country with formidable mountains, notoriously unpredictable weather and a number of fatal crashes in the last few years, remains under heightened ICAO scrutiny. "Our aviation sector is fully secure now and we are fulfilling all the standards set by ICAO," said Mohan Krishna Sapkota, spokesman for Nepal's ministry of tourism and civil aviation. Other ICAO strategies include providing training and detailed safety and management classes to senior regulators. Ms. Graham, who conducts many of the classes, describes them as a way to "ensure whoever is in charge gets a wake-up call" to focus on steps to enhance safety. Such face-to-face contact is important, she added. Region-wide accident statistics mask the disparities between the safest and most trouble-prone countries. ICAO's latest annual safety report shows the Asia-Pacific region with about two accidents for every million departures, somewhat lower than the global rate of 2.8 accidents. But experts said that reflects the fact that such a large percentage of the region's total traffic is flown by the airlines supported by some of the most advanced safety and regulatory systems, including Singapore Airlines, Korean Air and Qantas Airways. Indonesia, for example, which is now reacting to an AirAsia jet crash in the Java Sea in December, had a rate of more than 8 accidents per million departures in 2014, according to government statistics. In previous years, the rate was substantially higher. In the wake of that tragedy, which killed all 162 on board, Indonesia is now "scrambling and really putting a lot of energy" into dealing with safety issues, Ms. Graham said. "The government is really focused on it." http://www.wsj.com/articles/u-n-agency-officials-to-press-asian-nations-on-air-safety- 1423277278 Back to Top Dominican Republic scores high in air safety: UN Santo Domingo.-The International Civil Aviation Organization (ICAO) ranked Dominican Republic's air safety operations with a high score, confirming the sector's development in recent years. Dominican Civil Aviation Institute (IDAC) director Alejandro Herrera received an updated report on Dominican Republic's compliance with international standards, at a meeting of civil aviation directors at ICAO headquarters in Montreal. "The report confirmed the country's high degree of safety, averaging 86.19% compliance in all standards," IDAC said in a statement. Herrera received the ICAO certificate at a meeting of aviation officials at the headquarters of the UN's civil aviation agency. http://www.dominicantoday.com/dr/economy/2015/2/3/54102/Dominican-Republic- scores-high-in-air-safety-UN Back to Top Plane crashes into Indian Ocean after takeoff from Mogadishu airport There are unconfirmed reports that a plane crashed into the Indian Ocean after takeoff from an airport in Mogadishu, the capital of Somalia. The plane is reportedly a UN C-130 - a military transport aircraft designed for troop and medical evacuation and cargo transport - that was leaving from Aden Adde International Airport. http://www.businessinsider.com/report-plane-crashes-into-indian-ocean-after-take-off- from-mogadishu-airport-2015-2#ixzz3S0XEXN4s Back to Top Back to Top Aircraft maintenance: Remove snow and ice When the snow measures in the feet, make sure to take care of your airplane! This snow-covered aircraft is based at Dewitt Field, Old Town Municipal Airport in Old Town, Maine. Photo by Dan Namowitz. Winter can be a frustrating time for pilots across the northern latitudes, especially this particular New England winter where instead of saying "blizzard," we now simply say "Monday." Much has been written about the dangers of frost, snow, and ice contamination on aircraft, and we'll cover that here too. But, let's start with a few basics for those pilots measuring their snow-clearing tasks in feet. Snow blowers and aircraft are a bad combination. Please resist the urge to power your way through to your airplane. It only takes one slip of the hand to ruin your month. Also, it's considered bad form to bury your neighbor's airplane when digging yours out. Nosewheels are meant to be on the ground. Consider a tail stand or some other safe method of preventing your aircraft from assuming an un-natural parking position. Don't be a stranger to the airport just because the weather's bad. Large snow and ice accumulations, left unchecked, can overstress parts of the aircraft and control surfaces. Jeff SimonAssuming that you've now excavated the basic aircraft structure, we can move on to the more traditional tasks of clearing snow and ice to aid in a safe departure. That starts with a basic acceptance that no amount of contamination of the exterior of the aircraft is acceptable prior to flight. What may seem like a light coating of frost of residual ice can have a dramatic effect on the lifting ability of the wings and handling qualities of the aircraft. Without doubt, the safest and most thorough method of clearing the aircraft is to move it into a heated hangar long enough to melt all snow and ice, then drying the residual water before moving the aircraft back out into the cold. This last step is critical. The resulting melted water can migrate into hinges, spinners, control surface interiors, brakes, etc. If allowed to "flash freeze" in place when the aircraft is moved back out into the cold, it can create dangerous imbalances or even block the full range of motion for control surfaces. If you don't have access to a heater hangar, the next best option is to use some form of deicing fluid. One reasonably-priced option is the pink RV plumbing antifreeze available at most hardware stores. There are a variety of variations available, most made from a blend of propylene glycol, alcohol, and anti-corrosion additives. Most are environmentally friendly, but be careful to test for staining on an inconspicuous part of the aircraft prior to use (especially on composites). Using a garden pump-style sprayer is an easy application method. Don't forget to manually dry the aircraft prior to flight. Avoid using chemicals of any kind on aircraft windows. Warm water is the best solution, taking care not to "shock cool" the plastic. Dumping a bucket of hot water on a freezing windshield is a sure way to crack it. One last note, avoid scraping ice and snow at all costs. Credit cards, scrapers, and even brooms can scratch the paint and windows. Take your time to do it right so you don't regret your actions come springtime. Few pilots are fortunate enough to pamper their aircraft in a heated hangar through the winter months. For the rest of the pilot community, it takes some planning and diligence to get out to the airport on a regular basis and properly clean your aircraft. But, then again, every airport visit is another opportunity to go flying as well. So, get out there, clean it right, and enjoy the winter landscape from the air as it was meant to be seen. Happy flying! Social FlightJeff Simon is an A&P mechanic, pilot, and aircraft owner. He has spent the last 14 years promoting owner-assisted aircraft maintenance as a columnist for several major aviation publications and through his how-to DVD series: The Educated Owner. Jeff is also the creator of SocialFlight, the FREE mobile app and website that maps over 15,000 aviation events. Free apps available for iPhone, iPad and Android, and on the Web at www.SocialFlight.com. http://www.aopa.org/News-and-Video/All-News/2015/February/12/Clear-snow-and-ice- for-a-safe-departure Back to Top Malaysia Airlines testing new SITA flight tracking solution Malaysia Airlines is testing a new SITA flight tracking solution that will do more than simply address the rate and means of sending position reports from aircraft; it will ensure systems are in place at the carrier to process the reports and make the data more useful. Explaining that last year's disappearance of Malaysia Airlines MH370 and the 2009 crash of Air France 447 had shown a need for provisions requiring operators to determine the position of an aircraft "at any time in any location", the International Civil Aviation Organization (ICAO) this month recommended that aircraft report their position every 15 minutes during normal operations, and every minute under an abnormal situation that may lead to an emergency phase. This means that the airline cannot just depend on the systems of the Air Navigation Service Providers (ANSPs) that survey the aircraft while it is in the airspace they manage but have no obligation to follow it outside their airspace. Rather, the airline needs to have a system that provides "take off to landing tracking" overlaying whatever is done locally by individual ANSPs (except probably for purely domestic flights). Both MH370 and AF447 had Future Air Navigation System (FANS) avionics capable of automatic dependent surveillance-contract (ADS-C) that reports the current flight position via satellite or VHF data link to air traffic control, and were or should have been providing position reports at the rate of 15 minutes ICAO is proposing to mandate. But the lack of an airline system monitoring the ADS-C reports meant that it was not immediately clear they had stopped transmitting the expected data (although Air France has since established a system that would see that). "Unless the airlines have systems to process the position reports that data will not be of very much use," says SITA vice president AIRCOM Services Philip Clinch. Enter the SITA AIRCOM Flight Tracker solution, which is now being trialled by Malaysia Airlines and, as previously reported, by Singapore Airlines. SITA believes this solution provides the capabilities that will be required to meet the ICAO proposed requirement for operators to be able to determine the position of an aircraft at any time in any location. The solution "is an extra layer on top of our existing AIRCOM Server ACARS message handling system which is already used by about 80 airlines," explains Clinch. "We're providing the network they use to obtain the data, and the system used to check where the aircraft is, but the airline gets the data immediately." Airlines will not need to make any modifications to their aircraft software because the AIRCOM Flight Tracker "simply uses a capability in the FANS avionics to accept position requests from airline systems that has always existed but which has been never or hardly ever used to my knowledge," says the SITA executive. "The airline's AIRCOM Flight Tracker automatically requests position reports from their aircraft's FANS ADS-C avionics when it gets no data from other sources such as copies of data requested by ANSPs." When SITA releases the Flight Tracker module in the very near future it expects that many of the 80 airlines that already use SITA's current AIRCOM Server as their ACARS message handling system will take the upgrade. But SITA also expects some of the airlines that do not use AIRCOM Server as their ACARS message handling system will use the version of the AIRCOM Flight Tracker that SITA hosts on its Air Transport Industry Cloud, thus "avoiding any need for the airline to buy its own systems", says Clinch. Most widebody aircraft flying long-haul carry the core technology to implement the type of tracking capability now on offer from SITA. All Boeing widebody aircraft delivered since 1995 and all Airbus widebody aircraft delivered since 2000 have FANS avionics and that probably means that in most oceanic airspace the proportion of passenger aircraft that are equipped reaches 80%. Some older widebody aircraft have also been retrofitted. "The airlines currently doing trials of AIRCOM Flight Tracker are using FANS ADS-C so they are only using it with their FANS-equipped aircraft which for Singapore Airlines is all their aircraft but for Malaysian Airlines means only their long-haul fleet," says Clinch. "However, the official AIRCOM Flight Tracker version that will be released in the next few weeks will also be able get position reports via VHF ACARS from the Flight Management Computers on short-haul aircraft that do not have FANS avionics like the Malaysian Airlines Boeing 737 fleet." Meanwhile, in addition to the ICAO recommendation requiring all airlines to have tracking systems on the ground, it will require changes to the systems that many airlines already use. Many current airline flight following systems simply extrapolate the position of an aircraft when they stop receiving position data so they give flight dispatchers practically no indication that there might be anything wrong, at least not immediately. "The required change will be to stop passively waiting for position data and instead to proactively seek position data and alerting when it is not obtainable," notes Clinch. Down the road, when abnormal and distress flight tracking triggers are agreed by the industry, the SITA AIRCOM Flight Tracker will be easily expandable to use this more frequently sent position data because it uses any position data available. In addition to using existing technology for tracking, ICAO's proposed requirement would mandate that airlines worldwide have to have flight dispatchers to follow aircraft, like the US airlines are already required to do by FAA rules. "Many countries let their airlines leave their pilots to deal with ATC along the route and do not require the airline to have dispatchers in the central office following every move their aircraft make worldwide," says Clinch. So it seems likely that countries will require their airlines to have flight dispatchers. Asked whether the target date for implementing ICAO's proposed new tracking standard - November 2016 - is achievable for all airlines, Clinch says, "I do not have enough detail on the proposal to fully answer this question. For example, I saw an IATA statement saying the requirement 'applies only to remote areas which are not covered by surveillance by air traffic services' but I have not seen any ICAO document which specifically says that. From what I have seen of the ICAO proposed requirement, I expect that airlines could achieve worldwide compliance for aircraft with FANS and satellite communications avionics." He adds, "Airlines will face more of a challenge maintaining visibility of their single aisle aircraft that have no satellite communications avionics but fly across areas with little or no VHF or ATC ground infrastructure like the Caribbean, Mediterranean, Bay of Bengal, Sahara desert, Siberia, Andes mountains etc. Some position data is available in those areas from providers like SITA's partner Flightaware, who use ADS-B receivers but in the very remote areas getting position data from aircraft without satellite communications systems may need to wait for the Aireon system, which, if it works as planned, will change the whole framework for the tracking question." http://www.runwaygirlnetwork.com/2015/02/16/malaysia-airlines-testing-new-sita- flight-tracking-solution/ Back to Top New MTSU degree to focus on unmanned aircraft systems MURFREESBORO - Unmanned aircraft systems or UAS are creating thousands of new jobs in many industries and proving to be a major fixture in the future of aviation worldwide. That's why MTSU students who earn a bachelor's degree in the Department of Aerospace's new UAS Operations concentration will be a part of a rising business sector expected to bring 70,000 new jobs, starting salaries of $50,000 or higher and contribute $13.6 billion to the U.S. economy in the next three to five years., according to a news release. Doug Campbell, operations manager for MTSU aerospace department's Unmanned Aircraft Systems, uses remote control to make the 3D Robotics X-8 aircraft take off while performing research at the Argentina agricultural institute near Mendoz during winter break. Following TBR approval, UAS Operations now is available as a bachelor's degree, the release said.. UAS Operations will prepare students to fly unmanned aircraft (also called drones), program the aircraft and build and modify aircraft to their unique needs. This will allow graduating students to set their own course in multitude of industries and other disciplines, said Campbell. The UAS Operations concentration, which is fully available this semester, will prepare students to find one of those jobs in desired industries from agriculture, public safety, photography, media, disaster response/management, power industry, defense department positions and an endless list of others, Campbell said. "We are elated to add another concentration to our curriculum," aerospace Chairman Ron Ferrara said in the release. "Unmanned aircraft are a major part of the future of aviation. We strive to stay on the cutting edge of technology and safety in our programs. This significant shift in the aviation industry will have profound positive effects and we are paving the way for students to enter this lucrative career field." The concentration received Tennessee Board of Regents approval late last year. Students must talk to their adviser before adding UAS Operations as their major concentration online, Campbell said. The UAS degree is one of only a handful in the U.S. It includes hands-on courses on building and flying unmanned aircraft systems, manned pilot training (earning a private pilot license), core aerospace courses and participation with industry partners. Unmanned aircraft courses, originally offered as electives while the complete concentration was being built last year, have been taught since spring 2014, Campbell said. They are offered every semester. "As the national airspace system is reshaped through unmanned aircraft and new technologies, MTSU students will be able to lead the way and find lucrative positions in the workforce," Ferrara said in the release. "This is a chance for our graduates to work in multiple industries and bring the advances and benefits of aviation (and unmanned aircraft) to those previously not reached." Students will also take an interdisciplinary, technical path through manned and unmanned courses, electricity principles, computer science, geographic information systems or GIS, agriculture, business and other programs. The UAS Operations concentration went through multiple levels of approval at the college, university and with TBR. The work to create the degree program spanned more than a year, including participation from many faculty and staff in departments around campus, the release said. "Students will garner from the expertise of faculty members around the university, such as computer science and engineering technology, and the input from many departments was crucial to create a strong degree program," Campbell said in the release. After a thorough review and determination of the degree's ability to create new operators, consultants, managers and leaders who will thrive in the UAS industry, the final signature was made and degree entered into the aerospace department's offerings in December. UAS joins concentrations in aerospace administration and technology, flight dispatch, maintenance management and professional pilot, along with the air traffic control program. For questions about the new UAS Operations concentration, call Campbell at 615-898- 5832, email Douglas.Campbell@mtsu.edu or visit him in his office in Room S212 in the Business and Aerospace Building. http://www.dnj.com/story/news/education/2015/02/12/new-mtsu-degree-focus- unmanned-aircraft-systems/23305709/ Back to Top Embry-Riddle Professional Programs Offers Certificate of Management in Aviation Safety for Spring 2015 DAYTONA BEACH, Fla., Feb. 4, 2015 /PRNewswire-USNewswire/ -- As part of Embry- Riddle's commitment to continuing professional education and lifelong learning, the university is hosting a variety of aviation-focused short courses and seminars at the Daytona Beach and Prescott Campuses. These industry-focused courses are designed for aviation professionals involved in the operation, management and supervision of aerospace organizations. Certificate of Management in Aviation Safety Short-Courses The certificate requires completion of three five-day courses in Occupational Safety & Health and Aviation Ground Safety, Aviation Safety Program Management & Aircraft Accident Investigation and Management (Basic or Advanced). This series of courses can be completed independently or as part of the Certificate of Management in Aviation Safety; discounts are available for multiple course selection. April 13-17 OSHA & Aviation Ground Safety, Daytona Beach, Fla. This course gives the participant working knowledge of OSHA's General Industry Safety and Health standards. Participants will also receive the OSHA 30-Hour General Industry Safety & Health Card. April 20-24 Aviation Safety Program Management, Daytona Beach, Fla. Participants will gain working knowledge of the development and management of an effective safety program, including economics of safety; risk management; regulatory safety and health programs; safety analysis techniques; and safety management systems. April 27 to May 1 Aircraft Accident Investigation and Management, Daytona Beach, Fla. This course will teach the fundamentals required to conduct or manage an aircraft mishap/accident investigation. Participants will review the investigation sequence from the preplanning stage through the general survey and specific analysis of a mishap/accident, culminating with the determination of contributing factors and probable cause/s. May 4-8 Advanced Aircraft Accident Investigation, Prescott, Ariz. This course is designed to introduce the participant to advanced accident investigation procedures involving design, materials and aircraft performance. This comprehensive course is a follow-on course for the aircraft accident investigation course or for an individual who has experience in accident investigation. Extensive use will be made of the Robertson Crash Lab, one of the most complete facilities of its kind in the United States. For detailed course descriptions, fees and dates, and to register online, contact Sarah Ochs, Director of Professional Programs, at (386) 226-6928 or case@erau.edu. About Professional and Corporate Education at Embry-Riddle Facilitated by industry leaders from around the globe, the curriculum at Embry-Riddle covers the operation, engineering, research, manufacturing, marketing and management of modern aircraft and the systems that support them. SOURCE Embry-Riddle Aeronautical University RELATED LINKS http://www.erau.edu Back to Top Upcoming Events: Fundamentals of IS-BAO March 5, 2015 HAI Heli-Expo - Orlando, FL USA https://www.regonline.com/builder/site/Default.aspx?eventid=1628315 IS-BAO Auditing March 6, 2015 HAI Heli-Expo - Orlando, FL USA https://www.regonline.com/builder/site/Default.aspx?eventid=1628316 Fundamentals of IS-BAO March 31, 2015 Houston, TX USA https://www.regonline.com/builder/site/Default.aspx?eventid=1657515 IS-BAO Auditing April 1, 2015 Houston, TX USA https://www.regonline.com/builder/site/Default.aspx?eventid=1657517 Fundamentals of IS-BAO April 15, 2015 Toluca, Mexico https://www.regonline.com/builder/site/Default.aspx?eventid=1657510 IS-BAO Auditing April 16, 2015 Toluca, Mexico https://www.regonline.com/builder/site/Default.aspx?eventid=1657512 Air Charter Safety Foundation (ACSF) NTSB Training Center, Ashburn, VA March 10-11, 2015 www.acsf.aero/symposium ERAU NextGen 101 Seminar April 21-22, 2015. Washington D.C. http://proed.erau.edu/programs/specialized-industry-training/nextgen-101- seminar/index.html FAA Helicopter Safety Effort three-day safety forum April 21-23, 2015 Hurst, Texas eugene.trainor@faa.gov www.faahelisafety.org ERAU OSHA & Aviation Ground Safety Seminar Daytona Beach, FL Apr.13-17, 2015 www.erau.edu/cmas ERAU Aviation Safety Program Management Seminar Daytona Beach, FL Apr.20-24, 2015 www.erau.edu/cmas ERAU Aircraft Accident Investigation Seminar Daytona Beach, FL Apr. 27-May 1, 2015 www.erau.edu/cmas ERAU Advanced Aircraft Accident Investigation Seminar Prescott Campus, AZ May 4-8, 2015 www.erau.edu/cmas ERAU Aviation SMS Seminar Daytona Beach, FL May 12-14, 2015 www.erau.edu/sms Curt Lewis