Flight Safety Information May 6, 2015 - No. 088 In This Issue Investigators: Alps crash co-pilot tried previous controlled descent Battle Shapes Up Over Video Cameras in Airline Cockpits Why Some Airline Pilots Don't Want Cameras in the Cockpit Amazon, Google See Shift in Regulatory Stance on Commercial Drones NTSB Issues Safety Recommendations On Wrong Airport Landings Turkish Airlines plane suffers huge bird damage to nose, wings during landing PIA pilot compromises on air safety of travellers New York mans pleads guilty to shining laser at LaGuardia pilots Over 700 positions vacant at aviation regulator DGCA (India) Boeing Auction Marks End of Southern California's Jet Age Gamco Fire destroys A300-600 PROS 2015 TRAINING Every Major Airline's Wifi Service, Explained and Ranked Chinese airlines overtake US carriers across the Pacific Mass resignations among EgyptAir pilots over new financial regulation China Demonstrates GPS-Based Instrument Landing System Global specialty insurer expands aviation coverage to U.S. Purdue's Dept. of Aviation Technology pioneering new education model Harvard University Airline Pilot Health Survey Research Request GRADUATE RESEARCH SURVEY REQUEST Upcoming Events JOBS AVAILABLE (New Position) Investigators: Alps crash co-pilot tried previous controlled descent The co-pilot of a crashed Germanwings plane tried a controlled descent on the previous flight on the morning of the crash, French air accident investigators confirmed Wednesday. The German newspaper Bild first reported that French investigators said co-pilot Andreas Lubitz tried a controlled descent on March 24, the same day he crashed the Airbus 320 into the French Alps, killing all 150 people aboard. In a report Wednesday, the BEA investigation agency said Lubitz set the plane into a descent several times on the previous flight on the same A320 plane, from Duesseldorf to Barcelona. "Several altitude selections towards 100 ft were recorded during descent on the flight that preceded the accident flight, while the co-pilot was alone in the cockpit," the preliminary report said. French and German prosecutors say that Lubitz locked the pilot out of the cockpit and deliberately crashed the plane into a ravine. Helmut Tolksdorf, a spokesman for Lufthansa, the parent company of Germanwings, told the AP that the airline had not had time to analyze the new details and planned no immediate comment. http://www.usatoday.com/story/news/world/2015/05/06/previous-controlled- descent/70875516/ **************** Germanwings Crash Co-Pilot Tried Descent Previously PARIS (AP) - The co-pilot of Germanwings Flight 4525 appeared to practice a controlled descent on his previous flight, two hours before he crashed the A320 jet into a mountainside in March, French air accident investigators said Wednesday. Co-pilot Andreas Lubitz set the plane into descent mode five times in a four and a half- minute period during a flight from Duesseldorf to Barcelona, then brought it back up again on a flight, the BEA investigation agency said in an interim report on the crash. Prosecutors have previously said Lubitz intentionally locked the pilot out of the cockpit and crashed the plane on its return flight from Barcelona to Duesseldorf in the French Alps on March 24, killing all 150 people on board. Wednesday's 30-page report said the pilot appeared to have left the cockpit during the earlier flight as well. The report showed that the pilot left the cockpit on the Duesseldorf-Barcelona flight for about 4 ½ minutes. Shortly after the pilot left, the "selected altitude" of the flight changed repeatedly, including several times as low as 100 feet (30 meters). A chart released by the BEA showed the plane didn't descend sharply during this period, suggesting that passengers and crew might not have noticed any change. It would be highly unusual for a pilot to repeatedly set a plane for such a low altitude for no apparent reason. The BEA report didn't analyze why Lubitz repeatedly tried to descend the plane. It said it is continuing to look at the "systemic failings that may have led to this accident or similar events." The investigators said their main focus is on "the current balance between medical confidentiality and flight safety" and the "compromises" made on security after the Sept. 11 attacks in the U.S., notably on cockpit door locking systems. French prosecutors are conducting a separate criminal investigation into the crash. Lufthansa spokesman Helmut Tolksdorf said by phone from Frankfurt that the airline had not yet had time to analyze the new details released by French authorities and planned no immediate comment. Lufthansa is the parent company of Germanwings. It remains unclear why Lubitz would have wanted to crash the plane. He had suffered severe depression and been on medication in the past. http://www.nytimes.com/aponline/2015/05/06/world/europe/ap-eu-france-plane- crash.html?_r=0 Back to Top Battle Shapes Up Over Video Cameras in Airline Cockpits Air-safety watchdogs advocate installing video cameras, putting pilots groups on the defensive Unions representing airline pilots have blocked video recorders in the cockpit for decades. PHOTO: ZOLTAN BALOGH/EUROPEAN PRESSPHOTO AGENCY By ANDY PASZTOR International air-safety watchdogs are poised to advocate installing video cameras in airliner cockpits, putting pilots groups on the defensive and prompting them to recast their opposition strategy. The aviation arm of the United Nations is expected to make a big push later this year for such changes, according to industry officials, safety experts and others familiar with the issue. Those efforts have been stoked to some extent by a spate of high-profile crashes in the past year, including a presumed suicide crash by the 27-year-old co-pilot of Germanwings Flight 9525, who flew his jet into a French mountainside, killing all 150 people aboard. The tussle over cockpit video recorders is likely to take years, and its outcome is uncertain. In any case, individual countries will retain the ultimate enforcement authority. Pilots unions and other who oppose video cameras on commercial flight decks are organizing more aggressively than ever, revising their arguments and seeking out new allies. The unions have successfully blocked the recorders for decades, largely by focusing on privacy concerns and raising the prospect of images being misused by crash investigators, criminal prosecutors or the news media. Those arguments remain central to the debate. But some union leaders have been putting more emphasis on the issue of cost to the airlines as they face what is likely to be an uphill battle. Officials at the U.N.-backed International Civil Aviation Organization, which sets global safety standards for airlines, have the option of mandating video in cockpits or merely encouraging air carriers and national regulators to move in that direction. Backed by the U.S. National Transportation Safety Board and agencies in other countries responsible for investigating aircraft accidents, the video devices are intended to supplement black-box voice and flight-data recorders found on commercial planes, and not to provide routine monitoring. Last month, Christopher Hart, chairman of the NTSB, told a Senate panel that "imaging systems can provide the information needed to help determine the cause of [certain] types of accidents and to identify revisions needed to prevent a recurrence." The cameras could be set up to capture cockpit displays along with the hands of pilots, but not their faces. With support for cockpit video recorders growing, some pilot leaders hope they can derail the momentum by highlighting the price tag, joining forces with airline representatives worried about the cost. "We're getting a little bit smarter about finding allies in this area," Martin Chalk, the newly elected president of the International Federation of Air Line Pilots' Associations, said in an interview last week. Mr. Chalk and other pilot representatives say the limited capital devoted to safety efforts should focus on other improvements. They say videos wouldn't add significantly to information routinely captured by today's black boxes. In a separate interview last month, Tim Canoll, president of the Air Line Pilots Association, which represents more than 50,000 aviators across North America, was asked if potential privacy violations remained the primary objection. "That's not our lead concern. That's way down the list," Mr. Canoll said. "When you make a decision to spend money on that system," Mr. Canoll said, "you are foregoing many other systems" that would ensure "we're getting our biggest bang for the buck." On Friday, Mr. Canoll said his organization has cited cost issues since the 1990s and is now convinced cockpit cameras amount to "an overreaction and won't improve safety." He predicted that the "desire to write rules will wane quickly," and pilots will step up their campaign "when the discussions begin in earnest." ICAO policy makers haven't indicated how soon they intend to take up the matter, or what type of language they might consider. But in a speech to an international pilots- union conference in Madrid last month, Don Wykoff, a Delta Air Lines Inc. captain and IFALPA's outgoing president, made it clear that pilots anticipate the Montreal-based ICAO will mount an all-out push for cockpit video within a few months. He urged a formidable response by pilots. Arguments over imaging are "coming to Montreal this fall, not maybe," Mr. Wykoff said. "We must engage in our home countries," and "we need to stop this," before it builds up a head of steam, he told hundreds of pilots from around the globe. "We cannot wait for this" debate to formally kick off, he said, and "think that we can be 100% successful ensuring this does not happen; we need to get the work done before then." The maneuvering comes amid heightened public interest throughout the U.S. in wearable video cameras intended to record the actions of police officers, sheriff's deputies and other law-enforcement officials. It also comes as some helicopter manufacturers equip certain models with video-imaging recorders able to capture pilot actions and flight instruments. Selected jetliner models also have video cameras taking images outside the plane. But currently, no major commercial-aircraft maker has taken steps to install video cameras inside cockpits as investigative tools. http://www.wsj.com/articles/battle-shapes-up-over-video-cameras-in-airline-cockpits- 1430696606 Back to Top Why Some Airline Pilots Don't Want Cameras in the Cockpit A Deutsche Lufthansa AG pilot, left, and co-pilot sit in the cockpit of a Boeing 747-8 passenger aircraft on Oct. 2, 2014. Authorities debating whether the benefits outweigh the risks The debate over video cameras in airplane cockpits is heating up, as a string of high- profile aviation disasters prompt concerns over whether accident investigators have sufficient information. The United Nations' aviation arm is expected to make a big push later this year to install video cameras in airliner cockpits, the Wall Street Journal reports. The discussions over the additional technology will likely take years; the regulation will ultimately fall into the hands of individual countries. Pilot unions and other groups have long opposed cockpit video cameras, arguing that images or footage may be misused by accident investigators, prosecutors or news media. Additionally, some argue that the information provided by the cockpit voice recorder and flight data recorder - neither of which collect visual information - is sufficient. Others worry that the cameras may be doubled for routine monitoring of pilots, or that the costs of installing such technology are too high. But cockpit camera opponents are facing an uphill battle. Christopher Hart, chairman of the National Transportation Safety Board, argued last week before a Senate panel that in the crashes of SilkAir Flight 185 and EgyptAir Flight 990 in 1997 and 1999, respectively, information from cockpit cameras would have been able to confirm the suspected pilot suicides. Instead, both investigations turned up inconclusive despite strong evidence of a deliberate crash. http://time.com/3845234/cockpit-video-camera/ Back to Top Amazon, Google See Shift in Regulatory Stance on Commercial Drones FAA plans to announce an initiative to study drone flights beyond the sight of the operator Amazon.com's Prime Air octocopter at an undisclosed location. The two biggest companies seeking to use drones for package delivery say that U.S. regulators have suddenly become more receptive to their efforts, a potential boost to the chances of success for one of the burgeoning technology's most promising commercial uses. Amazon.com Inc. and Google Inc. say they have noticed the sharp shift in attitude in recent weeks on critical issues such as drone test flights. In an apparent sign of the recent shift in attitude, the Federal Aviation Administration plans to announce Wednesday an initiative to study drone flights beyond the sight of the operator, according to a person familiar with the agency's plans. Thus far, the agency has virtually banned such flights, including for research, and it proposed rules earlier this year that would prohibit them. The drone industry views beyond-sight flights as key to unlocking the commercial potential of drones, enabling everything from pipeline inspections to deliveries. Drone companies have criticized the FAA for its stance on such flights and for its requirement that one human oversee each drone flight, which prevents large-scale automated missions by a fleet of drones. The policies have cast doubt on the chances that Amazon or Google could deliver packages with drones in the U.S. in the next several years. "Honestly in the last two to three weeks, things have made a dramatic change," Dave Vos, head of Google's delivery-drone project, said Tuesday at a drone conference. "Three to four months ago, we were a little bit concerned about how much progress we could make here in the U.S., but ... what we're seeing today is significant opportunity to work here in the U.S. with the FAA." "I don't know what triggered it," Mr. Vos said later in an interview. "They're talking to us and we're collaborating." Gur Kimchi, the head of Amazon's delivery-drone project, said that the FAA had recently become more open to his company's efforts to use automated drones to deliver packages within 10 miles of a warehouse. The FAA declined to comment. The companies cautioned that discussions are still preliminary. A federal official said it is virtually certain that the FAA won't amend the drone rules it proposed in February to allow beyond-sight flights before the long-awaited rules are completed next year. That is partly because any such change would require allowing public comment, delaying the rules further. Details of the FAA's planned announcement Wednesday on a research initiative for beyond-sight drone flights weren't immediately clear. The FAA currently allows a Boeing Co. subsidiary and U.S. Customs and Border Protection officials to fly drones beyond sight off the coast of Alaska and along U.S. borders, respectively. Those flights are allowed because air-traffic control manages separation between the drones and manned aircraft. Amazon and Google want their drones to fly virtually autonomously in busier airspace, which will require sensors and software that enable the devices to navigate environments on their own, sensing and avoiding obstacles. Several companies say they are getting closer to developing such technology. Amazon's and Google's comments are part of the larger embrace between the FAA and the drone industry at industry conferences over the past week, largely driven by the FAA rules proposal, which was less restrictive than expected. http://www.wsj.com/articles/amazon-google-see-shift-in-regulatory-stance-on- commercial-drones-1430864309 Back to Top NTSB Issues Safety Recommendations On Wrong Airport Landings By: John Goglia Based on the NTSB's investigation of two recent airline flights that landed at wrong airports because of confusion with other near-by airports, the agency today issued two recommendations to the FAA intended to help avoid those situations. The recommendations ask the FAA to clarify air traffic controller landing clearances when multiple airports are in the vicinity and to modify air traffic control software which warns air traffic controllers when aircraft have descended below a minimum safe altitude. This software is intended to alert controllers when an aircraft gets too close to terrain or objects in the aircraft's flight path. The NTSB last year issued warnings to airline pilots on maintaining vigilance to avoid wrong airport landings, giving pilots specific recommendations of what they could do. Today's recommendations are addressed to the FAA as the agency responsible for air traffic control. The most recent wrong airport landings that prompted these recommendations are Southwest Airlines Flight 4013, a Boeing 737, that mistakenly landed at the wrong airport in Branson, Missouri on January 12, 2014 and Atlas Airlines Flight 4241, a cargo flight, that landed at the wrong airport in Wichita, Kansas. The Southwest flight landed at M. Graham Clark Downtown Airport, 6 miles north of its intended destination, Branson Airport. The runway the Boeing 737 landed on was only 3,738 feet long, instead of the runway it was supposed to land on at Branson which was 7,140 feet. The Atlas incident occurred on November 21, 2013 and involved a Boeing 747 cargo flight destined for McConnell Air Force Base and cleared to land on a 12,000 foot runway. Instead, the aircraft landed at Colonel James Jabara Airport on a runway that was only 6,100 feet. In addition to the significantly shorter runway length, the NTSB report noted that several other airport operations occurred during the time the 747 was on the wrong runway, further negatively affecting safety. No injuries were reported in either incident. Based on these incidents, as well as other military and civilian wrong airport landings in the last 3 years, the NTSB recommends that the FAA "amend air traffic control procedures so that controllers withhold landing clearance until the aircraft has passed all other airports that may be confused with the destination airport" and "modify the minimum safe warning altitude (MSAW) software to apply the MSAW parameters for the flight plan destination airport to touchdown" rather than change the airport based on the observed (and possibly incorrect) flight path. Although the MSAW criteria was not a factor in the Southwest Airlines incident because the aircraft was below the radar coverage area, in the Atlas Airlines incident if the software had been programmed to the destination airport, it would have alerted controllers that the aircraft was below the expected glide path. The FAA is required by law to respond to the NTSB's recommendations within 90 days, indicating whether it will accept the NTSB's recommendations in whole, or in part, or not at all. http://www.forbes.com/sites/johngoglia/2015/05/04/ntsb-issues-safety- recommendations-on-wrong-airport-landings/ Back to Top Turkish Airlines plane suffers huge bird damage to nose, wings during landing A Turkish Airlines flight TK2004 from Istanbul to Nevsehir has suffered huge damage from a bird strike during landing at the destination. Most of the damage to the Boeing 737-800 was done in the nose cone and the wings. AirLive web portal has obtained impressive photos of the plane from the scene. The incident comes almost two weeks after another Turkish airlines passenger jet, from Milan to Istanbul, made an emergency landing at Ataturk Airport. It was ablaze, as the right engine caught fire. Amid other incidents that the Turkish air carrier went through this year, is an emergency landing in March after a note with the word "bomb" on it was discovered in one of the plane's toilets. At the beginning of March, Turkish Airlines Airbus A330 skidded off the runway in Nepal, crash-landing nose down in a grassy field. http://rt.com/news/255961-turkish-airlines-plane-bird/ Back to Top PIA pilot compromises on air safety of travellers Sources said the national flag carrier did not check the violation of air safety rules though the PIA spokesperson claimed a thorough inquiry would be conducted into the incident. - Reuters/file KARACHI: A very senior and highly influential pilot of Pakistan International Airlines caused a serious air safety hazard when he operated a Trans-Atlantic long haul flight without mandatory rest, putting the lives of over 350 passengers to unnecessary risk in April, it emerged on Sunday. Sources said the national flag carrier did not check the violation of air safety rules though the PIA spokesperson claimed a thorough inquiry would be conducted into the incident that happened in the first week of April. The sources said no punitive action was taken against the pilot, Qasim Hayat. The PIA did not share information about the inquiry with the media despite the passage of over three weeks. This was not the first such incident of compromise on air safety as another pilot, Amir Hashmi, had been involved in such violation at least twice in the past, the sources said. They added that no punitive action had been taken against him, lending courage to other pilots to put the life of air travellers at unnecessary risk. They said the record of pilot Qasim Hayat (ID No: 38790) was far from ideal / satisfactory. During his tenure in office as the PIA director (flight operations), he did not take any punitive action against Mr Hashmi, also the chief of Pakistan Air Lines Pilots Association (Palpa), who had violated at least twice the law regarding 24-hour rest. Even the Civil Aviation Authority did not take any punitive action against Mr Hashmi for violating the CAA law - Air Navigation Order (ANO) - which prescribed at least 24-hour rest for the crew before they operated long flights, the sources explained. The rest was made mandatory because fatigued crew could lead to a disaster, the sources said. They said Islamabad-based pilot Qasim Hayat was scheduled to fly from the capital on April 5 to Lahore, where he had to stay and take rest for around 39 hours before flying to Toronto on April 7. But the PIA pilot preferred to delay his travel to Lahore until April 6 night. While he reached Lahore in the late hours of April 6 via PK 655, he did not take complete rest and embarked upon the journey to Canada early next morning (April 7). By doing this, the senior pilot exposed the life of over 350 Toronto-bound passengers to serious and unnecessary danger, the sources said. When the airline was asked by Dawn about the departure and arrival time and date of the Islamabad-Lahore flight that the senior pilot had taken and the departure time of the Lahore-Toronto flight in the first week of April, the PIA did not answer initially. But after repeated requests by this reporter to get an answer, PIA spokesperson Aamir Memon said: "Your query highlights the concern PIA considers sacrosanct. We are verifying the matter in all areas of airline operations and will conduct a thorough inquiry and take appropriate action." Attempts to approach Mr Hayat could not succeed as he left for the US to spend his vacation soon after his return from Canada to Pakistan on April 10. http://www.dawn.com/news/1179811 Back to Top New York mans pleads guilty to shining laser at LaGuardia pilots NEW YORK (Reuters) - A New York City man pleaded guilty on Tuesday to aiming a laser beam at commercial airplanes taking off and landing at LaGuardia Airport, temporarily blinding the pilots, authorities said. Elehecer Balaguer, 54, was accused of shining a laser pointer into the eyes of the pilots of three planes on March 9, according to a statement by the office of Preet Bharara, U.S. attorney for the Southern District of New York. "Lasers, when pointed at aircraft, have the ability to incapacitate and injure pilots," Bharara said in the statement. "Thankfully this case did not end in tragedy, but Elehecer Balaguer's actions were serious and posed a danger." The pilots were each struck in the eyes with a bright green beam, prompting an air traffic controller at the city's LaGuardia Airport to change runway directions for arriving and departing planes to avoid the light, he said. The pilots reported that the beam seemed to originate from the city's Bronx borough. A New York Police Department helicopter was dispatched to the Bronx, where its two pilots also were struck by a laser beam and temporarily blinded, Bharara said. The police pilots tracked the beam to a second-floor apartment, where officers later found Balaguer and recovered a laser pointer, he said. Balaguer faces the possibility of five years in prison when he is sentenced on Sept. 9 by U.S. District Judge Jed Rakoff. http://news.yahoo.com/york-mans-pleads-guilty-shining-laser-laguardia-pilots- 235645018.html Back to Top Over 700 positions vacant at aviation regulator DGCA (India) With regard to Group B and C levels, there are 208 and 527 sanctioned posts, respectively. In Group B, only 66 have been filled up while the number is at 230 in Group C category. NEW DELHI: Over 700 positions are vacant at the Directorate General of Civil Aviation (DGCA) out of the sanctioned strength of 1,393, a reflection of substantial manpower shortage at the organisation. The number of positions that have been filled up is about 508, Minister of State for Civil Aviation Mahesh Sharma said in a written reply to the Rajya Sabha. To a query on whether there is shortage of manpower at DGCA, including in the flight operations inspection department, Sharma replied in the affirmative. Over 700 posts are vacant at the regulator, he said. Out of the 658 sanctioned posts in the Group A level, 302 are filled up and another 52 posts have been filled up on short term contract basis, the Minister said. With regard to Group B and C levels, there are 208 and 527 sanctioned posts, respectively. In Group B, only 66 have been filled up while the number is at 230 in Group C category. "Proposal for revival of posts is under process. Action to fill up the vacant posts will be initiated after approval on the revival proposal...," the Minister said. http://economictimes.indiatimes.com/industry/transportation/airlines-/-aviation/over- 700-positions-vacant-at-aviation-regulator-dgca/articleshow/47164546.cms Back to Top Boeing Auction Marks End of Southern California's Jet Age Boeing winds down production of military transport in region once known for aircraft manufacturing Boeing said when it announced plans to end the C-17 that it expected to eliminate 3,000 positions connected with the program, including about 2,200 in California. A spokeswoman said Boeing has moved some of those people to other sites, and that retirements also have helped mitigate layoffs. The view from underneath the Broetje Robotic Flexible Assembly Cell. Boeing is closing an assembly plant in Long Beach, Calif., which for more than 20 years has produced the C-17 Globemaster III, a military transport jet. Now, Boeing is auctioning off the massive machines used to assemble the jet. A control panel and monitors at the Long Beach plant. Production is ending because a lack of international orders after the U.S. Air Force stopped buying the C-17 cargo plane. Among the items Boeing is selling is the Broetje Robotic Flexible Assembly Cell, which rivets together sections of the fuselage that are about as wide as a two-lane highway. Boxes of fasteners on the Electro Impact Spar Drill/Riveter. Boeing's Long Beach facility, which sits just south of Los Angeles, dates to 1941 when it was opened by the Douglas Aircraft Co. The plant, whose production area covers approximately 25 acres, has built planes including the B-17 bomber and MD-80 jetliner in addition to the C-17. Above, Gemcor Drivmatics machines. The view down the final assembly facility from atop the NC505 Electro Impact Spar Drill/Riveter. The Long Beach plant has nine C-17s in various stages of final assembly, with the last to be completed this year. Boeing said when it announced plans to end the C-17 that it expected to eliminate 3,000 positions connected with the program, including about 2,200 in California. A spokeswoman said Boeing has moved some of those people to other sites, and that retirements also have helped mitigate layoffs. Boeing Co. has started selling off giant equipment from its military-jet plant in Southern California, in an unusual factory auction that will close a chapter in the region's history as a center of U.S. aerospace manufacturing. For more than 20 years, the plant has produced the C-17 Globemaster III, a military transport jet capable of carrying 82 tons. But Boeing is ending production at its plant in Long Beach, Calif., because of a lack of international orders after the U.S. Air Force stopped buying the plane. The C-17 is the last big jet still assembled in Southern California, whose aerospace industry dates back more than a century and, at the height of the Cold War, was home to 15 of the 25 biggest U.S. aerospace companies, according to the Los Angeles County Economic Development Corp., a regional business group. Many of those companies have merged or moved, although the area also has drawn big new names, including Elon Musk's rocket venture Space Exploration Technologies Corp., and in 2012 still accounted for about a fifth of U.S. aerospace-industry revenue, according to consultants A.T. Kearney. Boeing also has moved some product support jobs to Long Beach as it scales back manufacturing. Boeing plans to close its Long Beach plant this year and has tapped Heritage Global Partners Inc. to sell off the machines that make the Globemaster's wings-which span 170 feet-its 174-foot-long fuselage and other parts. Heritage specializes in such industrial auctions. Other offerings recently advertised on its website include laboratory equipment from biotech company Amgen Inc. and the contents of a distribution facility from clothing retailer American Eagle Outfitters Inc., including forklifts and mailroom furniture. But David Barkoff, Heritage's director of sales, says few sales involve machinery on the scale of the six items it is selling for Boeing in the sealed-bid auction, which began last month and ends June 23. Among the pieces is the Broetje Robotic Flexible Assembly Cell, which rivets together sections of the fuselage that are about as wide as a two-lane highway. "This is a unique sale in terms of how large these machines are and what they are used for," he said. Boeing's Long Beach facility, which sits just south of Los Angeles, dates to 1941 when it was opened by the Douglas Aircraft Co. The plant, whose production area covers approximately 25 acres, has built planes including the B-17 bomber and MD-80 jetliner in addition to the C-17. Boeing took ownership in 1997 when it acquired McDonnell Douglas Corp. Chicago-based Boeing has delivered 267 C-17s, about 80% to the U.S. Air Force, with the rest to international customers including Australia and India. The company announced plans in September 2013 to cease production amid shrinking defense spending world-wide. Richard Aboulafia, vice president at Teal Group Corp., an aerospace consultancy, said Airbus Group NVs newer, cheaper turboprop transport, the A400M Atlas, is undercutting the C-17. For the U.S. government, "there probably was a creative way to save the [C- 17] line a few years ago, but it's gone now," he said. In a few years, the U.S. may find itself with no strategic-transport production line and an aging fleet of C-17s and Lockheed Martin Corp.-built C-5Ms military transport planes, Teal Group said in a September report. The Long Beach plant has nine C-17s in various stages of final assembly, with the last to be completed this year, Boeing spokeswoman Tiffany Pitts said. The company said last month it was confident of selling the five jets yet to secure buyers. It is still deciding what to do with the factory site itself. Boeing said when it announced plans to end the C-17 that it expected to book a charge of less than $100 million, and would have to eliminate 3,000 positions connected with the program, including about 2,200 in California. A spokeswoman said Boeing has moved some of those people to other sites, and that retirements also have helped mitigate layoffs. There aren't many companies that assemble big airplanes, and Heritage wouldn't say who might be buyers for the Boeing equipment. But Mr. Barkoff said the machinery can be repurposed to manufacture other aircraft. "We expect tremendous response from aerospace manufacturers and contractors," he said. http://www.wsj.com/articles/boeing-auction-marks-end-of-southern-californias-jet-age- 1430849216 Back to Top Gamco Fire destroys A300-600 At least three Airbus aircraft were suffered damage in yesterday's fire at Middle East overhaul firm Gulf Aircraft Maintenance (Gamco), which started in an Airbus A300 said to belong to Qatar Airways .. Emerging details indicate that the effects of the fire at Gamco's Abu Dhabi facility were more severe than initially indicated, with jets belonging to Kingfisher Airlines and Air Mauritius confirmed as being affected. Air Mauritius had an Airbus A319 parked next to the A300. The airline has identified the twin-jet as a four-year old example, owned by the carrier, equipped with CFM International CFM56 engines. "According to initial information the tail of the aircraft collapsed and parts fell on our aircraft," says an Air Mauritius spokesman. "We do not know the extent of the damage and therefore cannot advise when the aircraft will be back in service." India's Kingfisher Airlines says that it had an Airbus A320 in the same hangar awaiting a C1-check and installation of inflight entertainment systems. A spokesman for the carrier says that the International Aero Engines V2500-powered twin-jet, which is owned by lessor AerCap and is less than two years old, escaped with "little damage" although it was subjected to "falling debris ". Qatar Airways has not confirmed that it is the operator of the A300 at the heart of the investigation, although there are increasing indications that the jet in question is an A300-600R and that the jet has sustained serious damage. Gamco general manager Saif Al Mughairy tells flightglobal that, despite the fire, the maintenance operation itself should not be badly affected. He is not prepared to disclose details of the fire damage, beyond confirming that it started in an A300 aircraft, or the specific customers affected. But he says that the company is otherwise operating "as normal" and that he is "very confident" that main investigation into the incident will be completed within four or five days. Back to Top Back to Top Every Major Airline's Wifi Service, Explained and Ranked You know that Louis C.K. joke about wifi on airplanes? He says, "It's fast, and I'm watching YouTube clips. It's amazing-I'm on an airplane! And then it breaks down.... And the guy next to me goes, 'This is bullshit.'" It's so true. Wifi on airplanes is absurdly cool, but only if it's even available on your aircraft and only when it works. So I did some research for you, dear reader, and collected as much up- to-date information as I could to rank every major US airline's wifi offerings. Before we get into rankings, though, let's talk about the technology that makes it possible in the first place. How Does Airplane Wifi Work? Some of the technology behind the miracle of airplane wifi largely resembles the gear that delivers wireless internet on the ground. Airplanes use many of the same towers and satellites that deliver data to our smartphones, connecting to towers on the ground, or to satellites, or to both. Air-to-ground (ATG) connectivity is ostensibly faster, since the towers on the ground are closer. This is what Gogo primarily uses. Gogo is the company that linked to those AirCell phones you used to see in the backs of headrests. Now, it powers wifi on a majority of the major US airlines. If you're buying wifi on an airplane these days, there's a good chance you're buying it from Gogo, though it isn't the only provider. Some airlines, like JetBlue and Southwest, manage proprietary wifi systems using other technology. Gogo is also increasingly using a newer technology called ATG-4 that takes advantage of multiple antennas-four of them, arranged strategically along the fuselage-to grab signals and offer faster speeds. Chart via Gogo The Gear That Makes It Possible They may be using the same equipment that people on the ground use, but airplanes need to hold onto network signals as they zip through the air at around 550 miles per hour. Because an airplane is moving through the stratosphere at such high speeds, the antenna must constantly maintain a connection to any given tower or satellite. It doesn't help that the satellites themselves are orbiting the Earth at 18,000 miles per hour. At a certain point, the antenna will have to find a new tower or satellite. Some antennas do this with motors that pan and tilt to catch a signal. Here's a fancy new two-panel Ku- band eXConnect antenna from Panasonic: Image via Panasonic Of course, strapping an antenna onto the top of a plane isn't great for aerodynamics. The basic workaround for now is to stash it in a little bubble on top of the fuselage called a radome. While designed to be sleek, the radome inevitably creates drag and burns extra fuel. That means that airplanes carrying wifi equipment are slightly more expensive to operate-and that's after the airline pays to install the equipment on the plane. Here's what that set up looks like on a Boeing 787 operated by United Airlines, which uses Panasonic antennas on some of its planes: Image via United Many companies are trying to come up with better solutions to the aerodynamics problem. One obvious solution is to build a better antenna with fewer moving parts that can sit right on top of the fuselage without a bulky bulge. Ideally, the antennas won't move at all. Instead, these next-gen systems take advantage of beamforming, or spatial filtering technology, that uses multiple antennas to create a more focused and precise signal. Some of the best wifi routers for your home offer beamforming signal processing technology, too. To cut down on drag even more-and hence save fuel-the challenge now is to make these antennas as thin as possible. For its newest and fastest service, Gogo is using an innovative 2Ku antenna, the Thinkom ThinAir Falcon Ku3030. At less than four inches thick, these antennas barely make a hump on top of the airplane. The overall design is also appropriately futuristic-looking, as you can see below. Image via Gogo In the near future, these antennas will be almost invisible from the outside of the plane. A company called Kymeta is developing an impossibly thin antenna for in-flight wifi that's completely free of any moving parts. That means no motors and almost no drag. The finished product will be less than half an inch thick and so efficient, it can be powered with a regular USB cable. It kind of looks like a slim, pizza-sized hot plate: Image via Kymeta This isn't supposed to be on the market for a few years. The Antennae That Will Make In Flight Wi-Fi Faster Fast isn't really the right word to describe the majority of airplane wifi systems. Gogo's current ATG standard, for instance, tops out at 3.1 Mbps. The connection on a 4G LTE- equipped smartphone, by comparison, is about ten times faster on the ground. The new ATG-4 technology peaks at 9.8 Mbps. Better! But still slower than the average terrestrial broadband speed of 11.1 Mbps-which is still slow compared to the rest of the world's internet speeds. However, ground-to-orbit connectivity is the way of the future. Although the signal must travel thousands of miles more to connect to satellites, the satellite connections allow for much greater bandwidth. Using dual Ku-band antennas that connect to satellites, a new Gogo service promises to bring in-flight speeds of up to 70 Mbps. Ku refers to a specific band of microwave frequencies used in satellite communications, including those on the International Space Station. The "K" in Ku-band stands for Kurz, the German word for short, and the "u" stands for "under" meaning under the original K-band satellite frequency. There is also a Ka-band spectrum. The "a" here stands for "above" and allows for higher bandwidth. JetBlue recently started offering more advanced Ka-band broadband on its flights through a partnership with Viasat, a company that makes broadband "super- satellites" that promise blazingly fast speeds. It's all relative, of course. Initial tests of JetBlue's so-called "Fly-Fi" system clocked speeds as fast as 30 Mbps, though the average hovered around 15 Mbps. That's still fast enough to stream music, place phone calls, and watch YouTube videos. The next generation of in-flight wifi will be even faster. This year, Gogo is rolling out a brand new system called 2Ku. This setup uses dual Ku-band antennas-one to receive a signal from satellites and the other to transmit the signal from the aircraft to the ground. Gogo promises speeds up to 70 Mbps with the 2Ku system, but it'll probably be a few months before you get to try it. If you want to know more about the nitty-gritty details of the various different systems, Jalopnik's Flight Club has a great explainer. But which airline has the best tech right now? It depends. While JetBlue's Ka-band Fly-Fi is currently leading the pack, the technology isn't currently installed on the entire fleet. Meanwhile, Gogo's new 2Ku service stands to eclipse the speedy speeds of Fly-Fi with multiple antennas and availability on multiple airlines. Which Airlines Have the Best In-Flight Wifi Here's a hard truth: All in-flight wifi sort of sucks. First of all, you can't know exactly what kind of wifi your plane will offer until you know your flight number. Then, even if you fly on an airline that promises wifi on all flights, each plane has different equipment installed. And even then, there's a chance that equipment could be broken. You can check your flight's wifi status on the airline's website before you book or head to the airport. Then, you just have to hope for the best. That in mind, here are details from the 9 major US airlines that offer wifi. (This list is specific to domestic flights; if you're flying internationally, the check-the-website rule applies even more fiercely because international fleets carry different gear than domestic fleets. If an airline has good in-flight wifi on domestic routes, though, they're probably good for international routes as well.) I took three things into account when making this list: the likelihood that your plane would actually have wifi; the type of equipment powering the wifi; and its relative dependability, speed, and value. Here's how the airlines stack up. 1. JetBlue JetBlue's wifi is probably the fastest in the sky. Its "Fly-Fi" uses the latest Ka-band technology from ViaSat and clocks in at around 15Mbps. However, there's no guarantee it will be available on your plane. All of the JetBlue's Airbus 321 aircraft and 80% of its A320 aircraft have it. The rest of the fleet should be equipped this year. Before you book, check to see if your flight has Fly-Fi on JetBlue's dedicated website. 2. Virgin America Virgin America wins out as the second best airline for wifi simply because the crazy-fast Gogo ATG-4 service is available on the airline's entire fleet. (Virgin flies Airbus 319s and A320s.) The service will get even faster this year, as Virgin is a launch partner for Gogo's new 2Ku service, though it'll roll out on transatlantic flights first. Virgin America is currently the only airline with wifi on every plane-just hope it's not broken when you fly. Gogo's pricing is standardized at $5 per hour, $16 per day, and $60 for a full month pass (or $50 if you want that pass for just one airline). This pricing structure is the same for any airline that uses Gogo. 3. Delta Delta is neck-and-neck with Virgin in terms of availability, since its entire fleet is wifi- equipped. There's a spectrum of quality and speed, though. It's all Gogo ATG and currently being upgraded to ATG-4. So for the widebodied Boeing aircraft and the Airbus A319s have the faster 2Ku-powered systems, and it will be rolled out to the rest of the fleet this year. Check your flight's wifi status on Delta's MyTrips website. 4. Southwest Surprise! The fun-loving airline that once felt like riding a public bus through the sky has a pretty damn great wifi setup. Southwest's proprietary system is notable because it works from gate-to-gate (for the most part). Southwest only flies Boeing 737 aircraft, and about a third of the fleet is equipped with Ku-band wifi provided by a company called Row44. For $8 a day, the wifi service is pretty fast, and since it's satellite-based, the internet won't cut out when you fly over bodies of water. You also get a bunch of free TV content when you connect. However, you could easily end up on a plane that's not equipped with wifi, and not all of the wifi-equipped have power sources. Check your flight with Southwest's wifi Finder. 5. Alaska Airlines From here on out, pretty much every airline is using various versions of Gogo's service, so it's kind of a toss up. Again, it's hard to tell exactly how slow it will be-and it will definitely feel slow compared to your wifi at home-but at least Alaska Airlines can guarantee service on every flight. (The entire fleet was supposed to be equipped with wifi as well as in-flight entertainment via Gogo by April 2015.) The airline is working on upgrading all of the equipment to Gogo's faster ATG-4 offering, as well. 6. American Airlines American Airlines (as well as its new partner US Airways) has pretty good wifi coverage across its fleet. It offers Gogo service on the vast majority of its aircraft but not on any of its regional jets. To see if your flight has wifi, American tells you to search the itinerary and look for a little wifi signal, which is kind of annoying but whatever. Good effort. 7. US Airways Ditto on the the Gogo offering, as US Airways and American Airlines are now merging. It should be noted that Gogo passes purchased for US Airways will not work on American Airlines yet, but they're working on it. 8. United United's wifi set up is insanely confusing. On flights from JFK to Los Angeles and San Francisco, you can get regular old Gogo service. But on other flights you might get United's own proprietary wifi service, which will only tell you the price once you go to connect. But you might get lucky and score Ka-band wifi on some 747s and Airbus widebody jets. (This wifi is apparently great, by the way.) And then DIRECTV is somehow involved. It's so confusing. Check your flight's status here. 9. Air Canada Long story short, whether your Air Canada flight has wifi is a tossup. If it does, it'll be provided by Gogo, and then, it's a tossup whether you get the sort of newer, less slow system of the old crap. http://gizmodo.com/every-major-airlines-wifi-service-explained-and-ranked- 1701017977 Back to Top Chinese airlines overtake US carriers across the Pacific. The big dilemma: US- China open skies? There were two prominent themes at CAPA's Americas Aviation Summit in Las Vegas on 27/28 Apr-2015. First was the intensity with which some US airlines fear competing with Gulf carriers, which operate under open skies regimes to the US. Second - and of more lasting importance - was how important North America, and especially the United States, will be to international growth from Chinese airlines. Air China VP and GM North America Dr Zhihang Chi called China-US services "low-hanging fruit" while Hainan Airlines VP Hou Wei said North America was the biggest opportunity for Hainan, which recently announced its intent to take 30 787-9s, mostly for North American service. Although the two themes may seem separate, they are becoming interwoven. For years the US has wanted open skies, while China, whose airlines were smaller than America's, wanted gradual expansion. But now the tables are turning. In summer 2015 Chinese airlines for the first time in history will be larger than their US counterparts between the US and China. The rapid change of pace and with more growth clearly to come, is giving US airlines cause to reflect on their experience with Gulf carriers. As a new round of bilateral negotiations approaches, US airlines may no longer favour open skies with China, hoping to keep the liberalisation genie in the bottle and prevent another influx of foreign carrier capacity. Consumers, tourism bodies and the US government may have another fight looming. http://centreforaviation.com/analysis/chinese-airlines-overtake-us-carriers-across-the- pacific-time-for-us-china-open-skies-222454 Back to Top Mass resignations among EgyptAir pilots over new financial regulation Mass resignations among EgyptAir pilots over new financial regulation EgyptAir Plane - Photo Courtesy Of Egyptair.Com CAIRO: At least 250 pilots with national carrier EgyptAir tendered a mass resignation Wednesday over new financial regulations, according to head of the Egyptian Pilots Association Sherif el Manawy. "The new financial regulation violates the labor laws and has many legal flaws," said Manawy, pointing out that the suggested regulation shows a "blatant bias to a particular class" in the EgyptAir Company. According to the new financial regulation, pay raises and other financial merits are "unjustly" granted to EgyptAir Holding's administrators and top management, Manawy told Youm7, adding that more than 250 pilots would gathered Wednesday in the headquarters of the association to discuss the situation and potential further steps if demands are not met. Secretary General of the Egyptian Civilian Pilots Syndicate Ahmed Mashaal told Youm7 that the Syndicate has filed a lawsuit against the Civil Aviation Authority demanding the amendment of the working hours for the Egyptian pilots. "The new regulation violates the standard minimum number of actual and simulated flight hours per day specified by the International Civil Aviation Organization's standards," said Mashaal. In June 2013, the then-Minister of Civil Aviation Wael al-Maadawy dismissed 15 EgyptAir workers after they had a strike for better financial conditions, according to Al-Ahram. Founded in 1932, EgyptAir is based at Cairo International Airport and operates scheduled passenger and freight services to more than 75 destinations. The national company joined the Star Alliance in 2008. http://www.thecairopost.com/news/149122/news/mass-resignations-among-egyptair- pilots-over-new-financial-regulation Back to Top China Demonstrates GPS-Based Instrument Landing System John Croft | Aviation Daily A China Eastern Airlines Airbus A321 and a Shandong Airlines Boeing 737-800 flew a series of instrument approaches to the Shanghai Pudong International airport on April 29 using a Honeywell-built ground-based augmentation system (GBAS) and instrument- approach procedures developed by Hughes Aerospace, marking the first public demonstrations of the technology in China. The Honeywell SmartPath GBAS landing system (GLS)-which augments GPS signals to boost accuracy to required levels-is the first certified system to be installed in China. One GLS, which can output guidance for up to 26 approaches to any runway, replaces traditional instrument-approach architectures that require horizontal and vertical guidance systems to be placed at each runway end. The single system covers approaches for all four runways at Pudong and saves on a variety of regular inspection and maintenance costs. SmartPath, to date the only FAA-certified system on the market, is installed at several airports around the world, including Newark, Houston, Sydney and Frankfurt. The GLS is currently approved for Category 1 (Cat 1) instrument approach minimums (aircraft must be in visual conditions at 200 ft. above the runway to continue the approach), but the FAA and others are working toward Cat 2 (100-ft. minimums) and Cat 3 capability (50- ft. minimums or less, including autoland) in the next several years. The FAA says Cat 3 operations could be available in the U.S. in 2018. Other "firsts" on April 29 include the demonstration of curved approaches that connect to the GLS, and approaches with lower- or higher-than-standard glideslopes, including a 2.8-deg. flight path angle (FPA), a 3.2-deg. FPA and the standard 3.0-deg FPA. The 3.2- deg. FPA approach also included a displaced threshold of 1,072 ft., an offset that could help avoid the potential for wake turbulence during parallel runway operations, Hughes Aerospace CEO Chris Baur said. Hughes, which is partnered with Honeywell on the project, is one of three FAA-certified third-party providers of NextGen procedures. Baur said the company built eight approaches into Pudong. The two commercial aircraft each flew 4-5 non-revenue approaches in instrument weather that day, he said. Next steps for Pudong include certification at the airport by the China's Civil Aviation Administration (CAAC) and Air Traffic Management Bureau, a process that may allow for quicker installations at other airports in the country. http://aviationweek.com/commercial-aviation/ Back to Top Global specialty insurer expands aviation coverage to U.S. Employment Practices Enterprise Risk Management Risk Management United Kingdom Risk Management Global specialty insurer Torus Insurance Holdings Ltd. has partnered with Seattle-based managing general agent London Aviation Underwriters Inc. to write general aviation insurance in the United States. Coverage will be written through London-based Torus' U.S. admitted insurer, Torus National Insurance Co., Torus said Tuesday in a statement. London Aviation Underwriters writes general aviation risks as well as airport premises liability and nonowned aircraft liability, Torus said. "While Torus has been a significant writer of aviation insurance globally, we have not historically had a significant general aviation presence in the United States," John Shettle, vice chairman of Torus and CEO of Torus' U.S. operations, said in the statement, adding, "LAU has a strong reputation for underwriting, claims and policyholder service excellence." http://www.businessinsurance.com/article/20150505/NEWS06/150509929/global- specialty-insurer-expands-aviation-coverage-to-u- s?tags=%7C338%7C70%7C71%7C83%7C302 Back to Top Purdue's Dept. of Aviation Technology pioneering new education model WEST LAFAYETTE, Ind. (WLFI) - Along with the nearly 1,000-acre Purdue Research Aerospace District, the Department of Aviation Technology is undergoing major changes. "So, we're going from a Department of Aviation Technology to a school of something," Aviation Technology Department Head John Wensveen said. "And that allows us to open up new areas of study that are going to be directly related to the emerging aerospace district." Wensveen says the goal is to bring industry leaders and students together. "They will be fully engaged with industries outside of the classrooms, outside of the laboratories. They are getting previewed by their future employer, and the goal is to have guaranteed interviews and guaranteed jobs before they ever graduate from our programs," said Wensveen. The changes come with a new education model called the Industry-Purdue Opportunity Pipeline or iPop. Wensveen says it will provide bundled packages of classes at fixed prices. Three-year undergraduate programs, one-year master's programs and three-year Ph.D. programs will be options for students. "They know that they can enter our program. They know they are going to get high-level industry engaged education with multiple certifications at an accelerated pace, at a reduced cost compared to other peer institutions," Wensveen explained. The new model will also offer education and certification programs for industry leaders. The program is the first of its kind and Wensveen says he expects to see other universities adopt similar approaches. "It's a very innovative education and training model that is probably going to be duplicated in other institutions not just here in the United States, but in different parts of the world," said Wensveen. Officials said it will take about five years to completely implement the changes. http://wlfi.com/2015/05/05/purdues-dept-of-aviation-technology-pioneering-new- education-model/ Back to Top Research Request Website: www.pilothealthstudy.org Survey Link: https://harvard.az1.qualtrics.com/SE/?SID=SV_5tI5A1w1asEx0CF Back to Top Research Request Research Request for Pilots Assistance in Validating a Prototype Knowledge & Competency Exam The Center for Aviation Safety Research (CASR) at Saint Louis University in St. Louis, MO (USA) requests your help recruiting volunteers to validate a new exam they have just created to test pilot's knowledge in certain topic areas. Professional Aviation Board of Certification (PABC) is a recruiter and registrar for this research effort and we hope you will: (1) take the exam yourself, (2) invite your fellow pilots to take it, or (3) both. Please note: All testing must be completed by May 29, 2015. * Qualifications to Participate - Pilots who hold current Commercial Licenses / Certificates with Instrument Ratings and higher, including: o A Multi-crew Pilot License (MPL) or ATP-level license with type ratings on modern jet transport aircraft o Retired ATP-holders who currently serve as Type Rating Instructors/Evaluators or Simulator Instructors/Evaluators. * This Exam is: o For research by CASR, with the pilots' answers kept anonymous and the study findings only showing data in aggregate form. o Conducted on a computer in testing centers located around the world. o Taken at a time and place that are convenient for each individual pilot. o Free - no cost to the pilot. o Expected to be completed in 1-3 hrs, but allow 4 hrs if needed. o To support follow-on research on aviation training, testing and safety. * In Return - Volunteers will not be paid, but will be given a letter of appreciation by PABC for their contribution to the vital air safety study. If you are willing to serving as a volunteer, please email the Registrar at: pjwolfe@pabc.aero If you know of other pilots who might be interested and willing, please pass this notice on to them. Thank you in advance for considering this request Pete Peter J. Wolfe, PABC Executive Director & Exam Registrar PO Box 58250, Houston, TX 77258 (O) +1 281-326-3938 Skype: pjwolfe pjwolfe@pabc.aero Back to Top GRADUATE RESEARCH SURVEY REQUEST Hello, you are receiving this message as a courtesy to Mr. Hussain Alhallaf, a Ph.D. candidate at Florida Institute of Technology's doctoral program in Aviation Sciences in the College of Aeronautics. He is examining the relationship between factors affecting the aviation profession and the concept of aviation professionalism, specifically understanding aviation professionalism, and is seeking your assistance to complete an online questionnaire, which would take 10-15 minutes to complete. Mr. Alhallaf endeavors to understand why the aviation profession is such an important career and how can we improve ourselves as professionals within the aviation profession. In addition to taking the survey we also are seeking your generosity in distributing the survey's link. Your assistance and participation are totally appreciated. To participate, you may access the online survey via the following link: http://questionpro.com/t/ALRnkZSa9Y If you have any questions or are unable to distribute the email to your members, please do not hesitate to contact me via e-mail at halhallaf2014@my.fit.edu or by Cell phone at (386) 847-7671. Thank you for your cooperation. Yours faithfully, Hussain Alhallaf Ph.D. candidate in Aviation Sciences Back To The Top Upcoming Events: IATA Cabin Operations Safety Conference May 5-7, 2015 Paris, France www.iata.org/cabin-safety-conference ERAU Aviation SMS Seminar Daytona Beach, FL May 12-14, 2015 www.erau.edu/sms Aircraft Accident Investigation - Fire and Material Failures New course offered by BlazeTech Corp. Woburn MA USA 19-21 May 2015 www.blazetech.com Fundamentals of IS-BAH June 15, 2015 St. Hubert, Quebec Canada https://www.regonline.com/builder/site/Default.aspx?eventid=1659069 IS-BAH Auditing June 16, 2015 St. Hubert, Quebec Canada https://www.regonline.com/builder/site/Default.aspx?eventid=1659079 6th Pan American Aviation Safety Summit June 22-26th Medellin, Colombia http://www.alta.aero/safety/2015/home.php Fundamentals of IS-BAO May 12, 2015 Toluca, Mexico https://www.regonline.com/builder/site/Default.aspx?eventid=1698113 IS-BAO Auditing May 13, 2015 Toluca, Mexico https://www.regonline.com/builder/site/Default.aspx?eventid=1698115 Back to Top JOBS AVAILABLE: Operations Director www.helioffshore.org contact: info@helioffshore.org Managing Director, Safety Airlines for America http://airlines.org/careers/ Curt Lewis