Flight Safety Information August 12, 2015 - No. 158 In This Issue Southwest Airlines jet skids off runway in Orlando U.S. Military Helicopter Crashes In Waters Off Okinawa, Injuring 7 Cause & Circumstance: Negative Torque Sensing vs. Autofeather Water in Fuel Blamed for Just Aircraft SuperSTOL Crash Two Saudi aircraft collide at Jeddah airport In service for 25 years, aging AI aircraft puts flyers in peril Malaysia Airlines Crash Investigators May Have Found Missile Clues in Ukraine Holloman AFB to train 40% more Predator, Reaper pilots in 2016 EVER WONDER HOW THEY TEST NEW AIRPLANES FOR SAFETY PROTOCOLS? PROS 2015 TRAINING Embraer's Legacy 450 Executive Jet awarded Brazilian certification Russia's T-50 Aircraft Struggling to Take Flight, But Older Su-35 Surging Honda Aircraft Company Receives Multiple Orders for the HondaJet at LABACE 2015 Turkey to Upgrade F-16 Block 30 Aircraft Boeing projects a demand for 1,740 new aircraft in India See Pilot Error, The Acclaimed Air Safety Film Inspired by Air France 447 GRADUATE RESEARCH REQUEST RESEARCH REQUEST ISASI 2015, Germany, August 24 - 27, 2015 Upcoming Events JOBS AVAILABLE (New Positions) Southwest Airlines jet skids off runway in Orlando ORLANDO, Fla. - (WKMG/CNN) - A mostly-empty Southwest Airlines jet went off a runway at Orlando International Airport late Tuesday. The airline says the aircraft was being moved away from a passenger gate for overnight maintenance. There were no passengers on board. Two local Southwest mechanics helping move the plane were not hurt. The runway was closed as a precaution. But three other runways remained opened and active. http://www.wptv.com/news/state/southwest-airlines-jet-skids-off-runway-in-orlando Back to Top U.S. Military Helicopter Crashes In Waters Off Okinawa, Injuring 7 The U.S. Army helicopter, a UH-60, crashed into the sea about 20 miles east of Kadena Air Base on Okinawa, Japanese Defense Ministry spokesman Kentaro Kato said. TOKYO (AP) - A U.S. Army helicopter crashed off the southern Japanese island of Okinawa on Wednesday, injuring seven people aboard the aircraft, officials said. The others aboard the helicopter were uninjured, said Japanese coast guard spokesman Shinya Terada. The conditions of the injured were not immediately known, he said. U.S. Army Lt. Col. Kevin Toner said in an email that the army was still gathering facts and that it would provide details later. Terada said that after the crash, the damaged helicopter was sitting on a U.S. warship off the eastern coast of Okinawa, which is home to most of the U.S. troops in Japan. He said it was not immediately known whether the helicopter had crashed onto the vessel in a failed landing or if it had been plucked out of the sea after crashing there. Japan's Defense Ministry had said earlier that the helicopter, a UH-60, crashed into the sea about 20 miles east of Kadena Air Base on Okinawa. Japanese national broadcaster NHK showed video of the helicopter sitting on the warship, with its tail broken off and covered with an orange tarp. The presence of thousands of U.S. troops on Okinawa - where more than half of about 50,000 American troops in Japan are concentrated - has been a source of friction. A plan formulated in 1996 between the Japanese and American governments would move U.S. Marine Air Station Futenma from a populated neighborhood to a less developed area, but Okinawans worried about safety, crime and noise want the base moved off the island altogether. Wednesday's accident coincided with Japanese Chief Cabinet Secretary Yoshihide Suga's visit to the island for talks with Okinawa Gov. Takeshi Onaga, a vocal opponent of the relocation plan. "For those who live near (U.S.) bases, it's a serious matter," he said at the outset of the talks, reminding Suga of Okinawa's burden and risk of accommodating the U.S. military bases. http://www.huffingtonpost.com/entry/us-military-helicopter-crash- okinawa_55cafcbfe4b0f73b20bb2611?kvcommref=mostpopular Back to Top Cause & Circumstance: Negative Torque Sensing vs. Autofeather Misleading cues and confusion lead to Metro crash Recently much correspondence has passed about our staff pilots, technical writers and several readers regarding our understanding - and sometimes misunderstanding - of engine-out performance of FAR Part 23 and SFAR 23 twins and appropriate pilot actions in the event of power loss. This conversation was occasioned by the loss of several turboprop twins in accidents involving loss of control during deceleration to speeds near AFM Vmc. Some of that discussion will be addressed in a feature scheduled for our September issue. In the meantime, I thought it might be useful to share the story behind the loss of Bearskin Lake Air Service Flight 311 on Nov. 10, 2013. Two pilots and three of the five passengers on board suffered fatal injuries when the Fairchild SA227-AC Metro III, C-FFZN, crashed just short of Runway 26 at Red Lake, Ontario, Airport after the left engine lost power. A thorough investigation by Canada's Transportation Safety Board (TSB) uncovered several factors that could have led to the accident including: possible crew confusion over the workings of the engines' negative torque sensing (NTS) systems; the existence of overly complicated SOPs for response to engine failure while on approach; and the lack of manufacturer- and company-provided information on engine-out approach procedures. Most of what follows comes from the TSB's report. The pilots did not conduct a full approach briefing because they expected to encounter visual conditions prior to landing. Credit: TSB Bearskin 311 was a scheduled flight between Thunder Bay, Ontario, and Winnipeg, Manitoba, with stops in Sioux Lookout, Ontario, and Red Lake, Ontario. The segment from Thunder Bay and the subsequent departure from Sioux Lookout were uneventful. At 1815, when inbound to Red Lake, the crew advised Kenora FSS of their position, estimated time of arrival at Red Lake Airport, and that they were still working with the Winnipeg Area Control Center (ACC) for air traffic control. The FSS specialist advised the crew as to the current wind speed and direction, and runway condition and asked them to report their intended runway for landing. The crew responded that they would be landing on Runway 26. The 1800 METAR for Red Lake Airport was wind, 300 deg. (T) at 14 kt. gusting to 22 kt.; visibility, 10 sm in light snow and drifting snow; ceiling, overcast at 1,800 ft. AGL; temperature, -10C; dew point, -13C; overcast (specifically, cloud opacity at 8 oktas). A special weather observation taken15 min. after the crash was wind, 320 deg. T at 10 kt.; visibility, 8 sm in light snow and drifting snow; scattered cloud at 2,000 ft. AGL; cloud opacity, 3 oktas (scattered). The wind observed by ground personnel at the airport at the time was similar to that reported in the 1800 METAR and was described as quite gusty. At 1816, Winnipeg ACC cleared Bearskin 311 to Red Lake Airport for the VOR/DME Runway 26 approach and advised the pilots to contact Kenora FSS on 122.2 MHz. When one engine of a multiengine aircraft experiences a loss of power, an asymmetric thrust condition occurs. Credit: TSB The crew ran the descent checklist and, at 1817, advised Kenora that they had been cleared by Winnipeg for an approach. The pilots did not conduct a full approach briefing because they expected to encounter visual conditions prior to landing. At 1827:06, after completing the landing checklist, the crew advised Kenora FSS that they were 5 nm out on final approach for Runway 26. At 1828, when the Metro was about 500 ft. AGL and approximately 1.4 nm from the runway, the crew noted an aircraft malfunction but did not immediately identify its nature. Maximum power was applied to one or both engines, and the landing gear was initially selected up and then re-selected down before it could fully retract. The crew declared an emergency with Kenora FSS and unsuccessfully attempted to initiate a climb. Moments later, the aircraft veered and rolled to the left, descended, and struck trees in a steep left-wing low attitude. The airplane continued through the trees and struck a series of power lines that ran parallel to Ontario Highway 125, before cartwheeling, breaking up and coming to rest in a wooded area adjacent to the highway. Fire broke out and consumed most of the aircraft. The passenger in the left rear seat was able to open the left emergency over-wing exit and help extract a passenger who was jammed between the seats near the exit row. The other occupants did not survive the impact. One of the surviving passengers called 911 with a cell phone and local Ontario Provincial Police and fire and emergency services responded. The surviving passengers were transported to a local hospital. Examination of the wreckage determined the flaps had been in the full-down position and the landing gear had been extended. Investigation The TSB determined that the captain was the pilot flying (PF) and was seated in the left pilot's seat. He held a Canadian ATP endorsed for the Swearingen SW4 and SW5 aircraft types. He had been employed with the company since 2009 and had accumulated 5,150 hr. total with 3,550 in type. He had flown 251 hr. in the previous 90 days. The first officer was the pilot monitoring (PM) and was seated in the right pilot's seat. He held a Canadian commercial pilot license endorsed for SW4 and SW5 aircraft types. He had been employed with the company since July 2012 and had accumulated 2,200 hr. with 1,060 in type. He had flown 187 hr. in the previous 90 days. The Metro III had been built in 1991 and had accumulated 35,475 hr. It was equipped with two Honeywell TPE331-11U engines rated at 1,000 hp each. Its maintenance checks and records were up to date and there were no outstanding discrepancies. Using the FDR, CVR and ATC tapes, investigators quickly turned their attention to the engines. Ultimately they determined that the right engine and propeller had been functioning properly at the time of impact. The left engine, however, suffered "greatly reduced power output to drive the propeller" due to a failure of the first-stage turbine blade that, in turn, caused damage to the remaining turbine blades. The cause of the initial failure involved metallurgical factors including fatigue and stator burn-through due to non-standard fuel distribution in the burner can. The issue that puzzled the investigators was why the pilots lost control once the engine power began to roll back. Here is the TSB's analysis of the pilots' response to the engine- out situation: A spectrum analysis of the CVR data indicated that the turbine blade failure was sudden and that there were no prior cockpit indications of an impending engine malfunction. The engine power loss was unexpected, and the crew had only 56 sec. between the time the left engine malfunctioned and the time the aircraft struck the trees. The crew did not verbally call out the emergency, likely due to difficulty in identifying the precise nature of the problem. The following factors, said investigators, probably contributed to the crew's difficulty in identifying the nature of the malfunction: The right engine was at a low power setting when the left-engine power loss occurred, which would have made it difficult for the pilot flying to sense the yaw resulting from the malfunctioning engine. The left engine continued to run, which resulted in engine readings of 98% engine rpm, with likely normal oil pressure, exhaust gas temperature and fuel flow. The low-torque indication in the cockpit would have provided some indication of the engine problem, but it was not noticed; and there was little time available to identify the nature of the malfunction. The loss of power and drop in N1 speed to 98% would have commanded the left-engine propeller governor to attempt to maintain a constant engine speed of 100% by reducing the propeller blade angle. As a result, the left engine and propeller went from a low thrust condition to a high-drag condition, with the fining out of the propeller blades. The left-engine negative torque sensing (NTS) system was likely not operating because the engine had not completely lost power and was developing torque greater than the -4% value required to activate it. With the landing gear extended and flaps at one-half, the aircraft was in a high-drag asymmetric state. The SA227's NTS system may not always activate in response to an engine failure. The nature of the engine failure and aircraft profile may affect whether or not NTS activation parameters are reached. If pilots believe that the NTS system in the SA227 aircraft will activate in the event of any power loss or that NTS activation alone can provide adequate anti-drag protection in the event of an engine power loss, there is a risk that flight crews operating these aircraft types may not initiate the Engine Failures in Flight checklist in a timely manner. Because the crew did not identify the exact nature of the engine malfunction, they did not follow the SOP-prescribed action of calling out the associated emergency procedure, which required them to stop and feather the propeller of the affected engine. (Stop and feather is a knob that, when pulled, cuts off fuel flow and feathers the selected engine.) This may have resulted from the pilots' belief that the NTS system would always activate in the event of a power loss and that NTS activation alone would provide adequate anti- drag protection from a windmilling propeller. Feathering the failed engine's propeller would have decreased the drag associated with it and likely would have allowed the crew to maintain control of the aircraft. Analysis of CVR information indicated that the crew had configured the aircraft for landing and, when they experienced the engine malfunction, they initially retracted the gear as though they were on an engine-out approach. They then re-selected the landing gear down before it could fully retract. It could not be determined if the company's non- precision engine-out procedure, which requires crews to reconfigure the aircraft several times over a short distance, may have influenced these actions. At 1828:43, the crew reduced the power on the right engine to approximately 91% torque then made a further reduction to 54% torque (presumably to initiate a descent to the runway). FDR information indicated that the aircraft slowed to 101 KIAS and banked to the left after the second power reduction. Flight test data indicate that with the aircraft in a high-drag and asymmetric state, at this airspeed, the pilot flying would have had to input full aileron control deflection in an attempt to control the aircraft. Without further control input available, the pilot would have been unable to correct the aircraft's rolling motion or recover from a stall. At 1829:01, in response to the first officer's instruction to climb, the right engine power was increased to 98% torque. This increase in power exacerbated the aircraft's asymmetric state and resulted in the aircraft rolling left to 41 deg. of bank. The aircraft's stall speed in this attitude, with full flap and the landing gear down, is approximately 98 KIAS. The aircraft's speed slowed to very near the stall speed; therefore, the loss of control was likely the result of a wing stall. There was insufficient altitude to recover. In the end, the TSB determined "the crew were unable to identify the nature of the engine malfunction, which prevented them from taking timely and appropriate action to control the aircraft. The malfunction resulted in the left propeller being at a very low blade angle, which, together with the landing configuration of the aircraft, resulted in the aircraft being in an increasingly high-drag and asymmetric state. When the aircraft's speed reduced below minimum control speed (Vmc), the crew lost control at an altitude from which a recovery was not possible." Rather than declaring a "probable cause," the TSB publishes "Findings as to Risk" - basically lessons learned - and reports on safety actions taken. In this case the agency stated among its findings, "If pilots believe that the negative torque sensing [NTS] system in the SA227 aircraft will activate in the event of any power loss or that NTS activation alone can provide adequate anti-drag protection in the event of an engine power loss, there is a risk that flight crews operating these aircraft types may not initiate the Engine Failures in Flight checklist in a timely manner." In its safety actions following the investigation, Bearskin Airlines updated its SA227 single-engine-on-approach procedure memory items to include: (1) Power - Increase to 60% torque or higher as required. (2) Landing gear - Up. (3) Flaps - One-quarter. (4) Stop and feather (failed engine) - Pull. (5) Landing gear (landing assured) - Down. (6) Flaps - As required. The company adds a note - especially important for the TFE331 operators. In all engine failure situations, the power lever should be advanced to MAXIMUM on the failed engine in order to minimize the drag from the windmilling propeller. Retarding the power lever on a failed engine will increase the drag on that engine and result in a control and performance penalty. The airline also provided this information in its training manual that is certainly reasonable for all turboprop twin pilots to keep in mind: Most aircraft AFMs have very little guidance for handling engine failures during the approach and landing phase of flight. The assumption is that this is covered with the Engine Failure in Flight checklist and the Single-Engine Landing checklist. Additionally, as pilots we have proceeded with the assumption that our NTS and autofeather systems will provide the necessary drag reduction. The problem left for pilots is to determine what action to take at what distance from the runway. If the field is "made" it would be undesirable to initiate a missed approach when a successful landing could be accomplished. It is still critical, however, to have the aircraft in a configuration for a successful landing (prop feathered and gear down). The farther you are from the runway, the higher and faster you will be and the more time you will have to accomplish a feathering. The closer you are, the less time you will have and it may be necessary to initiate a missed approach in order to feather the prop. This land/no-land decision will be dependent on the conditions of the day and the time that you have remaining prior to touchdown. This is good food for thought and hangar talk. Be sure to see the accompanying sidebars discussing power loss recognition and asymmetrical thrust. B&CA This article appears in the August 2015 issue of Business & Commercial Aviation with the title "Negative Torque Sensing vs. Autofeather." http://aviationweek.com/bca/ Back to Top Water in Fuel Blamed for Just Aircraft SuperSTOL Crash Just Aircraft, maker of the SuperSTOL bush plane that crashed last week in South Carolina with company co-founder Troy Woodland at the controls, issued a statement blaming the mishap on water contamination in the fuel. The company also heaped praise on the airplane's steel tube cage for allowing Woodland and a passenger to escape the mangled wreckage "without a scratch." According to the company statement, shortly after taking off from the Just Aircraft factory airstrip in Walhalla, South Carolina, on August 2, Woodland made a forced landing in hilly terrain when the engine lost power, surged and then quit. He tried to put the SuperSTOL down a clearing in a new housing development, but a wing clipped a tree. Although the airplane was badly damaged in the crash, the only injuries sustained by Woodland and his passenger, according to the statement, was soreness from the shoulder straps. Woodland had pre-flighted and flown the aircraft earlier in the day and added fuel just before takeoff. It was discovered later that the fuel he added had water in it, the statement said. The National Transportation Safety Board and FAA are investigating. http://www.flyingmag.com/technique/accidents/water-fuel-blamed-just-aircraft- superstol-crash#zgTS0fHVIedsJJQH.99 Back to Top Two Saudi aircraft collide at Jeddah airport An accident involving two Saudi Arabian Airlines aircraft at King Abdulaziz International Airport occurred in Jeddah on Monday, an airport source told local media. A minor collision happened when an Airbus 320, which was pulling out of a hangar, hit one of the wings of a Boeing 777 that was coming in for maintenance. "There weren't any injuries recorded and the quality assurance directorate is investigating the incident," said the source. "The accident happened due to a failure in following rules and procedures. The maintenance crew responsible for the negligence will be punished," he added. The Makkah daily reported on Tuesday that the collision created a dent in the tail of the Airbus and one of the Boeing's wings was damaged. The source confirmed that the damage seemed minor, but added that the cost of repairing it would be huge. "Saudi Arabian Airlines will not compromise on the quality of its airplanes and compliance with safety regulations," he said. The Saudi Aerospace Engineering Industries is responsible for the maintenance of all Saudi airplanes. http://www.arabianbusiness.com/two-saudi-aircraft-collide-at-jeddah-airport- 602501.html Back to Top In service for 25 years, aging AI aircraft puts flyers in peril An aircraft with a landing gear that had malfunctioned repeatedly, a weather radar that conks off mid-air and an airconditioning that does not work properly takes to the skies every day from Chennai. No, this is not a fitness sortie of a vintage plane, but a daily Air India flight (AI 263) that ferries passengers on the Chennai- BengaluruThiruvananthapuram-Male sector. Although most airlines have discontinued this version of A320s and moved to newer builds, Air India flies this 26-year-old aircraft, which had three tyre bursts in the last one year. The plane causes regular delays resulting out of technical snags. Consequently, patronage of the Air India service along this popular route has also taken a hit. As per the norms set by Airbus, the plane's manufacturer, an aircraft has to be either grounded or retrofitted after 60,000 flight hours or 25 years. Airlines often do not keep a plane for such a long time because of escalating maintenance cost. The average age of an aircraft used by airlines is less than seven years. Air India pilots say there are nine such A320 aircraft in service, but this could not be verified. Besides flying on its usual route -- Chennai-Bengaluru-Thiruvananthapuram-Male -- the aging aircraft ferries passengers from Chennai to Hyderabad after it returns from Trivandrum. However, passenger loads have declined due to frequent delays. "The airline has lost passengers on both the routes because of snags and delays," said an Airports Authority of India (AAI) official. Sources said pilots struggle mid-air as the plane's weather radar, which detects turbulence during monsoon, often malfunctions. The radar is crucial as during the rainy season in Kerala the aircraft has to fly in bad weather conditions on its way to Male. On this route, the plane has to land and take off thrice within four-and-ahalf hours. Without fans to cool the wheels, the risk of tyre-burst increases. A majority of the incidents have happened in the aging A320s, said an Air India official. "Being an old model, the plane does not have brake fans to cool the wheels. The route is such that the aircraft has to take off and land frequently at intervals of 40 minutes to an hour. Brakes have to be used before they can cool down," said a pilot. Poor airconditioning also makes the flight uncomfortable. "This too has caused delays in the past," said an official. Last week, the flight's departure was delayed once by an hour in Chennai and on Friday the flight reached Thiruvananthapuram on time, but the flight to Male was delayed by an hour. Indian Commercial Pilots Association has written to the Air India management and Directorate General of Civil Aviation (DGCA) to replace the plane. But an Air India spokesman said top management of the airline was regularly monitoring the 'on-time performance' of the airports in metro cities and Air India has registered 85% 'on-time performance' recently. The official added that all Air India planes are airworthy and certified by DGCA. "The life of an aircraft is not dependent on its age, but its life cycle," he said. Life cycle of a plane is determined by the number of landings it makes and the flight hours - 48,000 flight cycles/60,000hours. In 2008, Airbus brought out an extended service package to extend life of the planes that has reached this limit. Sources said the plane has crossed this limit and the airline has been using it after replacing the components as per the advice of the manufacturer. "The airline replaces the components and keeps getting extensions of 1,000 hours from the DGCA," said a pilot. Air safety expert Captain Mohan Ranganathan said, "It is fine to use the plane as long as they do the specified maintenance as per the manufacturer's schedule and it is certified fit." http://timesofindia.indiatimes.com/india/In-service-for-25-years-aging-AI-aircraft-puts- flyers-in-peril/articleshow/48431295.cms Back to Top Malaysia Airlines Crash Investigators May Have Found Missile Clues in Ukraine The crash site of Malaysia Airlines Flight 17 in July last year, near the village of Grabovo, Ukraine. MOSCOW - Prosecutors in the Netherlands revealed on Tuesday that they had found what could be pieces of a Russian-made surface-to-air missile system in eastern Ukraine, in the area of the downing of Malaysia Airlines Flight 17. The announcement brings the methodical, slow-moving investigation of the crash closer to the version that burst into public view almost immediately last summer after the plane exploded. That version blamed a surface-to-air missile. It does not, though, assign blame to either the Ukrainian soldiers or the Russian-backed rebels fighting a war in the area. Nor does it blame the Russians. The revelation is significant as the first from Dutch investigators to link physical evidence with a specific type of missile system, a Buk surface-to-air system. If confirmed, their discovery could prove embarrassing for Russia, as it would rule out an air-to-air missile strike by a Ukrainian fighter jet as the cause of the disaster, which was the version promulgated by the Russian Defense Ministry soon after the crash. Dutch investigators had said in the fall that damage to the fuselage was consistent with the impact of fast-moving or "high energy" shrapnel from a missile, without elaborating on the type. The plane was flying from Amsterdam to the Malaysian capital, Kuala Lumpur, on July 17, 2014, when it broke up over rebel territory in eastern Ukraine, killing all 298 people on board, most of them citizens of the Netherlands. The investigators said the parts could help determine not only what brought down the jetliner, but also who was responsible. But they also cautioned that it was too early to draw a direct "causal connection" between the discovery of the parts and the downing of the plane. "These parts have been secured during a previous recovery mission in eastern Ukraine and are in possession of the criminal investigation team and the Dutch Safety Board," the investigators said in a statement. "The parts are of particular interest to the criminal investigation as they can possibly provide more information about who was involved in the crash of MH17." Accusations have swirled over who shot down the plane. In the West, the general explanation is that separatists fired a Russian-supplied Buk missile at the Boeing, mistaking it for a Ukrainian military airplane. Russia has protested against the Dutch investigation, and on Monday it announced that officials would now inspect imports of Dutch tulips and other flowers to Russia more carefully. On Monday, a day before the latest revelation, Maria Zakharova, a spokeswoman for Russia's Ministry of Foreign Affairs, called Western accounts of the plane's downing speculative and, because they lacked scientific evidence, no better than "augury with coffee grounds." Separatists had shot down a dozen or so military aircraft in the same airspace in the preceding weeks. The rebels deny any role in the downing of the plane, and deny ever possessing a functioning Buk missile launcher that could reach the cruising altitude of a jetliner, although Associated Press reporters saw one such system rumbling down a road in rebel territory just a few hours before the Malaysia Airlines crash. The Russian manufacturer of the Buk system, the Almaz-Antey consortium, said in June that Flight 17 had been downed by an older version of the Buk missile that is in Ukraine's arsenal, but not Russia's. The Dutch statement on Tuesday hinted that the possible missile system parts could point to one or another country's arsenal in helping to assign blame, but provided no clues. Wim de Bruin, a spokesman for the Dutch prosecutor's office, said a Dutch-led investigative team had retrieved the possible antiaircraft system parts in eastern Ukraine on one of several trips to the area. He declined to say whether Russian-backed separatists had been informed of the discovery at the time, or how the pieces had been removed from rebel territory. Investigators, he said, have narrowed their focus to specific individuals, or "people of interest" believed to have carried out or ordered the strike. It is too early, he said, to call these people suspects. http://www.nytimes.com/2015/08/12/world/europe/malaysia-airlines-crash-mh17- ukraine-missile.html?_r=0 Back to Top Holloman AFB to train 40% more Predator, Reaper pilots in 2016 Holloman AFB in New Mexico has become ground zero for the US Air Force's shakeup of General Atomics Aeronautical Systems MQ-1 Predator and MQ-9 Reaper unmanned air vehicles operations, and will soon be training more pilots per year than any other schoolhouse in the service, manned or unmanned - bypassing even Boeing C-17 pilot output. After years of critical understaffing driven by wartime commitments, the 49th Wing's three remotely-piloted aircraft training squadrons at Holloman AFB are set to increase pilot output by 43% over the next year, going from 280 MQ-1 and MQ-9 pilot graduates in 2015 to 400 in 2016. The formal training unit has been getting by for years with just 50% to 60% of the instructor pilots it needs as the operational demand for Predator and Reaper combat air patrols, or orbits, has grown beyond capacity. Any spare pilot, even instructors, were shifted to operational bases like Creech AFB in Nevada as America's war on terrorist groups like Al-Qaeda and the Islamic State (IS) intensified around the globe. At its height earlier this year the air force was manning 65 combat orbits, each supported by dozens of pilots and sensors operators and three MQ-1 or MQ-9 aircraft. The air force acknowledged earlier this year that its MQ-1 and MQ-9 pilots have been burning out and quitting the service faster than they can be replaced, with manning levels at operational units dipping to about 70%. "The way to get to long-term health for the MQ-1 and MQ-9 enterprise will be to fix the training pipeline here at Holloman," Col Robert Kiebler, commander of the 49th Wing, said in an interview with Flightglobal. "Across the enterprise, manning has been a significant problem - really for the past five to 10 years since the inception and the real ramp-up of the MQ-1 and MQ-9 programmes." Holloman AFB is equipped with Predators and Reapers that it uses for flight training US Air Force With approval from the US Secretary of Defense, the air force is currently drawing down to 60 combat orbits, despite active operations in countries like Iraq, Syria, Yemen, Libya and Somalia. That gives the enterprise some "breathing room" to make changes. Kiebler says Holloman AFB is starting to receive 100 or so active-duty pilots from places like Creech AFB in Nevada - the largest active-duty unit - who will go through a two- month instructor course. Those airmen are being relieved at the operation centres by qualified MQ-1 and MQ-9 pilots mobilised from the guard and reserve force. The commander expects to have these new instructors trained and ready by February or March of 2016. "By this time next year, we're going to be the largest formal training unit in the entire air force," says Kiebler, adding that Holloman AFB is also home to two Lockheed Martin F-16 training squadrons and the German air force's Panavia Tornado GR4 flight training centre. RPA training capacity is expected to outpace the number of undergraduates arriving from the Air Education and Training Command's unmanned aircraft academy at Randolph AFB in Texas. As a stopgap measure 80 pilots previously destined to fly manned aircraft such as F-16s, Fairchild Republic A-10s and Boeing B-1Bs will be diverted to the MQ-1 and MQ-9 force for their first three to four-year tour. Additional pilots will be sourced directly from bomber, fighter and transport squadrons. Meanwhile, remotely piloted aircraft undergraduate training will ramp up at the 558th Flying Training Squadron at Randolph AFB, which also trains crew for the Northrop Grumman RQ-4 Global Hawk UAV community. Air Combat Command says undergraduate throughput will increase by 60%, from 188 RPA pilots this budget year to more than 300 in 2017 - a figure that includes US Marine Corps and Air National Guard UAV pilots. In terms of equipment, Kiebler's squadrons might receive one or two more MQ-9 aircraft over the next year - but he says the training increase is possible with the equipment already at the base. As part of the drawdown to 60 orbits, the air force has been able to set a target date for the retirement of the MQ-1 Predator, which was introduced in 1995. The current plan is to transition entirely to the more capable MQ-9 by 2018. The 6th Reconnaissance Squadron at Holloman is the last MQ-1 formal training unit, making up about one-third of the training requirement. Its throughput will also increase along with the two MQ-9 training squadrons until it transitions to the MQ-9. "Our MQ-1 operational units were just as undermanned as the MQ-9 squadrons were," Kiebler says. "In the next one to two years, we've got to make sure the operational units get healthy." Commensurate with increase in active-duty instructors, the number of contractors at the base will also increase. CAE provides the bulk of contractor support, and Kiebler says most of the contractors are former air force pilots. "It's happening on both the operational side and here in training," he says. "We're one of the only locations where contractors actually fly air force assets and train students side- by-side with active-duty instructors." Orders to increase pilot output come directly from the top, with air force secretary Deborah Lee James and chief of staff Mark Welsh making the RPA pilot shortage a top priority. Welsh said at a press briefing in January that demand for combat support form RPAs has been outpacing supply since 2007, and training throughput is the biggest challenge: "Training 180 and losing 240 [pilots per year] is not a winning proposition for us," he said. The air force is building towards a requirement of 361 MQ-9s, and has requested $553 million in fiscal year 2016 to buy 29 more aircraft from General Atomics. By the end of next year it expects to have 263 Reapers and 145 Predators in its inventory. It is also investing in new Block 50 ground control stations and an automatic takeoff and landing capability. http://www.flightglobal.com/news/articles/holloman-afb-to-train-40-more-predator- reaper-pilots-in-415594/ Back to Top EVER WONDER HOW THEY TEST NEW AIRPLANES FOR SAFETY PROTOCOLS? It's common to get a little jumpy when you hit turbulence on a flight, or see something out the window at 35,000 feet that you can't quite explain. But before you let your imagination run in terrified overdrive, take a look at the extreme testing that every commercial airplane has to undergo before taking to the skies with passengers. Airlines never leave any aspect of safety to chance and are equipped to handle virtually any high-stress situation that may affect the plane. Unfortunately, it took some of the more dramatic accidents in the history of commercial air travel for plane manufacturers to develop their testing processes and safety procedures. Wing flexibility It's not difficult for airlines to anticipate the maximum load a plane will have to carry, but that doesn't keep them from putting new planes through rigorous weight tests. Airplane manufacturer Airbus added 1.5 times the regular load when testing their new A350 XWB plane in 2013. When they found the ultimate load the plane could manage, the Airbus' wings were bent upwards almost 90 degrees without breaking. Even though the plane would never have to support that much weight in regular flight, pressing wing strength beyond its limit establishes exactly where the breaking point is when it comes to stress on the plane's structure. Many commercial planes are now capable of near-90-degree wing flexibility, despite the unlikely odds that they'll ever encounter such conditions. Airplane ingestion 'Ingestion' may not be the first word you associate with airplane safety, but it's a serious problem when it comes to in-flight safety and travel patterns in the sky. When a US Airways Airbus A320 made an emergency ditch landing on the Hudson River in New York City in 2009, the emergency was spurred by the plane's in-air collision with a flock of geese. Ever wonder how they test new airplanes for safety protocols? The first death by bird strike occurred in 1912, and airplane design since then has taken engine efficiency into careful consideration once a foreign object has been introduced. Bird collisions cause an estimated $US1.2 billion in repairs for planes per year, but it's extremely rare the damage caused is immediately dangerous. Unfortunately, the strikes often result in a tragic end for the bird involved. Airplane engine manufacturers now test specific collision conditions by throwing dead birds into test engines in flight simulations. Really. Using a compressed air cannon, testers launch already-dead chickens into grounded engines and at the windshields of cockpits, all to ensure that the plane's windows and engine systems stay intact and on course if it comes into contact with a bird during flight. Iron Bird testing While safety is an obvious priority for airlines and plane manufacturers alike, companies are always looking for more efficient and cost-effective ways to test new planes for all the basic safety protocols. Manufacturers can run simulated, digital tests on the ground that confirm all the safety basics of a plane's inner workings and complex systems as if it were in the air. The Iron Bird process puts the high-tech systems of an airplane through all the standard safety tests by simulating every procedure a pilot would execute in the air, from take-off to landing, all without ever assembling the full airplane. Simulations can now even replace physical standard protocols, like the bird strike tests and wing flexibility exercises. While Iron Bird testing helps airlines cut down on costs, it also keeps pilots and passengers safer, sooner. By executing all safety tests on the ground, manufacturers and airlines are alerted to potential dangers and before any human is ever put in harm's way. http://www.techly.com.au/2015/08/12/ever-wonder-test-new-airplanes-safety- protocols/ Back to Top Back to Top Embraer's Legacy 450 Executive Jet awarded Brazilian certification SAO JOSE DOS CAMPOS, Brazil, Aug. 11, 2015 /PRNewswire/ -- The Brazilian Civil Aviation Agency (Agencia Nacional de Aviacao Civil - ANAC) today granted type certification for the Legacy 450 mid-light executive jet during a ceremony at the Latin American Business Aviation Conference and Exhibition (LABACE) in Sao Paulo, Brazil. "We are especially thrilled with the Legacy 450 certification, delivering on our commitment to reach this milestone just one year after the Legacy 500," said Humberto Pereira, Vice President, Engineering and Technology, Embraer. "The Legacy 450 introduces true innovation in its class. This is also a reward for our teams' passion and dedication to bring this truly revolutionary aircraft to market, and I congratulate each team member for this achievement." The certification campaign comprised two prototype aircraft, the first with flight test instruments and the second with a production-conforming interior. The commonality between the Legacy 450 and the Legacy 500 is around 95%. Production of the Legacy 450 has already begun and the first delivery is scheduled for the fourth quarter of 2015. "We are very pleased to confirm that all Legacy 450 design goals have been achieved or exceeded," said Marco Tulio Pellegrini, President and CEO, Embraer Executive Jets. "This aircraft is also a game changer in the mid-light segment. With better speed, range and field performance than originally planned, the Legacy 450 sets a new standard for its class." Embraer expects to receive certification from the FAA (Federal Aviation Administration) in the upcoming weeks and from the EASA (European Aviation Safety Agency) thereafter. Legacy 450 Main Characteristics Specifications Design Goals Certified Legacy 450 Range @ LRC(1) 2,500 nm / 4,630 km 2,575 nm / 4,769 km Range @ M0.80(1) 2,348 nm / 4,349 km 2,511 nm / 4,650 km Takeoff distance(2) 4,000 ft / 1,219 m 3,825 ft / 1,166 m Unfactored landing distance(3) 2,300 ft / 701 m 2,083 ft / 635 m Maximum operating altitude 45,000 ft / 13,716 m 45,000 ft / 13,716 m Time to climb to initial climb altitude(4) 22 min 21 min Maximum operating speed (MMO) Mach 0.83 Mach 0.83 Maximum payload(5) 2,800 lb / 1,270 kg 2,976 lb / 1,350 kg Payload full fuel(5) 1,600 lb / 726 kg 1,627 lb / 738 kg Total baggage & stowage volume 150 ft3 / 4.25 m3 150 ft3 / 4.25 m3 Engine thrust / flat rating 6,080 lbf / ISA + 15 oC 6,540 lbf / ISA + 18 oC (1)NBAA IFR reserves; 200 nm alternate; 4 pax @ 200 lbs each; baseline aircraft (2)SL; ISA; MTOW (3)SL; ISA ; 4 pax @ 200 lbs each; NBAA IFR reserves; 200 nm alternate; baseline aircraft (4)From SL to FL 430; @ MTOW; ISA (5)Baseline aircraft About the Legacy 450 The Legacy 450 is a mid-light business jet with a best-in-class six-foot tall, flat-floor cabin. Four fully reclining club seats may be berthed into two beds for complete rest in a 6,000-ft cabin altitude. The optional in-flight entertainment system consists of a high- definition video system, surround sound, and multiple audio and video input options. Voice and data communications options are also available. The cabin includes a refreshment center at the entrance, a rear private lavatory with a vacuum toilet and an in-flight accessible baggage area. The total baggage space is the largest in the aircraft's category. The Legacy 450 is the first business aircraft in its segment with full fly-by-wire technology, featuring side-stick flight controls, the state-of-the-art Rockwell Collins Pro Line Fusion avionics suite with four 15.1-inch high resolution LCD displays, and capable of paperless operations, with graphical flight planning, Jeppesen charts and maps and a synthetic vision system. The optional Embraer Enhanced Vision System (E2VS) features a Head-up Display (HUD) and an EVS. The Legacy 450 is powered by two advanced, fuel-efficient Honeywell HTF 7500E turbofan engines, the greenest in their class. With a range of 2,575 nautical miles (4,769 kilometers) with four passengers and NBAA IFR Reserves, the Legacy 450 is capable of flying nonstop from Los Angeles to Boston, Sao Paulo to Lima, Moscow to New Delhi, Singapore to Shanghai or Beijing to Bangkok. http://www.prnewswire.com/news-releases/embraers-legacy-450-executive-jet- awarded-brazilian-certification-300127150.html Back to Top Russia's T-50 Aircraft Struggling to Take Flight, But Older Su-35 Surging New Delhi's purchase of the developmental Sukhoi T-50 aircraft has been downgraded from a promised 127 aircraft to just 65. The Indian Air Force has halved its demand for a new Russian-built advanced stealth fighter jet in a move to cut costs and reduce imports, India's Tribune News Service reported Tuesday, citing unidentified Indian military sources. With about 18 planes in each Indian fighter squadron, New Delhi's purchase of the developmental Sukhoi T-50 aircraft has been downgraded from a promised 127 aircraft to just 65, plus a handful of additional T-50s for training pilots to fly them, according to Tribune. The new Sukhoi stealth fighter was co-developed by Russia and India, and has a reported price tag of $100 million per unit, according to Tribune. India and Russia finished development of a two-seat version specifically for the Indian Air Force in 2013, but have yet to finalize a contract for manufacturing and delivery of the new planes. The T-50 fighter is Russia's answer to the U.S. F-22 stealth fighter jet, and is the first new Russian fighter aircraft designed since the fall of the Soviet Union. It sports advanced electronics and sensors, can be used as a fighter jet or a ground attack plane, and is highly maneuverable. While single-pilot versions of the T-50 are expected to enter service with Russia's Air Force next year, Sukhoi's new jet has been dogged by diminished interest from the Russian government as well. In March, Deputy Defense Minister Yury Borisov said the Defense Ministry was curtailing its initial order of the T-50, which is scheduled to enter serial production next year, from 52 fighters to a mere 12. The Air Force will evaluate the performance of the first 12 fighters, and then decide how many the Defense Ministry can afford, Borisov said, promising that the military will continue to procure highly capable Su-35 multirole fighters for the next several years. The Su-35 is a post-Soviet modernization of the Soviet-designed Su-27 Flanker fighter jet and is Russia's current top of the line aircraft, noted for its extreme maneuverability. The Su-35 and other members of the Flanker family of jets derived from the older Su-27 are Russia's most popular military export items, according to newspaper Vedomosti. Vedomosti on Tuesday reported that the Defense Ministry will make good on its promise to Sukhoi to buy more Su-35 fighters at the upcoming MAKS airshow outside of Moscow at the end of August. Citing unidentified defense industry sources, Vedomosti said the Defense Ministry will sign a 100 billion ruble ($1.5 billion) contract for 48 brand new Su-35 fighters, which will keep Sukhoi's production lines busy for several years - the largest Russian fighter contract since 2012. Russia's United Aircraft Corporation, which owns Sukhoi, declined to comment on the Vedomosti report. All details will be announced at the MAKS signing ceremony, the company's press service said in an e-mail on Tuesday. Sukhoi is expected this year to complete deliveries of Su-35 airplanes ordered by the Defense Ministry under a 66 billion ruble ($1 billion) contract for 48 planes signed in 2009, when the aircraft were cheaper. http://www.themoscowtimes.com/business/article/russias-t-50-aircraft-struggling-to- take-flight-but-older-su-35-surging/527774.html Back to Top Honda Aircraft Company Receives Multiple Orders for the HondaJet at LABACE 2015 The HondaJet makes its first public appearance in South America Honda Aircraft Company and HondaJet Brazil, Lider Aviacao, received multiple orders for the HondaJet after the first day of LABACE. (Photo: Business Wire) SAO PAULO, Brazil--(BUSINESS WIRE)--The HondaJet, the world's most advanced light jet, made its first public appearance today in South America as part of LABACE 2015, Latin America's largest business aviation show, which runs from Aug. 11 to 13 at the Conghonas Airport in São Paulo. The HondaJet was met with an enthusiastic welcome from business and private jet users with Honda Aircraft Company receiving multiple orders for the HondaJet after the first day. "We are extremely pleased with the early response to the HondaJet by customers in South America" "We are extremely pleased with the early response to the HondaJet by customers in South America," said Honda Aircraft Company President and CEO Michimasa Fujino. "In addition to receiving multiple orders, many more individuals at LABACE have expressed interest in the HondaJet, saying they are impressed with its class-leading performance, comfort, fuel efficiency and overall fit and finish." Honda Aircraft Company recently expanded sales of the world's most advanced light jet to South America and appointed Líder Aviação as the exclusive dealer to provide sales, service and support for the HondaJet in Brazil. Based in Belo Horizonte, Líder operates more than 23 fixed base operations (FBOs) throughout Brazil. A production HondaJet is on static display at LABACE. Following the show, Honda Aircraft Company and Líder will conduct a demonstration tour to showcase the aircraft's performance capabilities to Brazilian customers. "There is strong market potential in Brazil, and Honda Aircraft Company is committed to creating a higher standard for the light jet market in South America," said Fujino. For more information about the HondaJet, visit www.hondajet.com. About HondaJet The HondaJet is the world's most advanced light jet, with best-in-class advantages in performance, comfort, quality and efficiency. The HondaJet is the fastest, highest-flying, quietest, and most fuel-efficient jet in its class. The HondaJet incorporates many technological innovations in aviation design, including the unique Over-The-Wing Engine Mount (OTWEM) configuration that dramatically improves performance and fuel efficiency by reducing aerodynamic drag. The OTWEM design also reduces cabin sound, minimizes ground-detected noise, and allows for the roomiest cabin in its class, the largest baggage capacity, and a fully serviceable private aft lavatory. The HondaJet is powered by two highly fuel-efficient GE Honda HF120 turbofan jet engines, and is equipped with the most sophisticated glass flight deck available in any light business jet, a Honda-customized Garmin® G3000 next-generation, all-glass avionics system composed of three 14-inch landscape-format displays and dual touch-screen controllers. The HondaJet is Honda's first commercial aircraft and lives up to the company's reputation for superior performance, efficiency, quality and value. About Honda Aircraft Company Honda Aircraft Company is a wholly owned subsidiary of American Honda Motor Co., Inc. Founded in 2006, Honda Aircraft has its heritage in more than 20 years of groundbreaking aeronautical research and development. At Honda Aircraft's world headquarters in North Carolina, the birthplace of aviation, the company's associates work in more than 600,000 square feet of state-of-the-art R&D, production, administration and customer service facilities to develop, produce, market and support the HondaJet with HondaJet dealers. The challenging spirit upon which Mr. Soichiro Honda founded Honda Motor Co., Ltd. is alive today as Honda Aircraft fulfills one of Honda's longstanding dreams to advance human mobility skyward. http://www.businesswire.com/news/home/20150811006446/en/Honda-Aircraft- Company-Receives-Multiple-Orders-HondaJet#.Vcs5QflVhBc Back to Top Turkey to Upgrade F-16 Block 30 Aircraft ANKARA - Turkey's Air Force and procurement authorities approved a program to upgrade a batch of 25 F-16 Block 30 aircraft, officials here said. The upgrade program for the oldest model of F-16 fighters is designed as a stop-gap solution until Turkey has built its own indigenous fighter jet or the initial deliveries under the multinational Joint Strike Fighter program have begun to arrive. The Block 30 aircraft to be upgraded were delivered to the Turkish Air Force between 1988 and 1990. Most of the aircraft are about to complete their flight life of 8,000 hours. The program is being administered by the procurement agency, the Undersecretariat for Defense Industries (SSM), will be planned by Tusas Turkish Aerospace Industries and carried out at an Air Force repair and maintenance center. Officials say most of the upgrade work will involve structural and body improvements. Turkey hopes its indigenous fighter will make its maiden flight in 2023. Turkey also is a partner in the JSF consortium that builds the new-generation fighter F- 35. Turkey plans to buy at least 100 F-35s. http://www.defensenews.com/story/defense/air-space/strike/2015/08/10/turkey- upgrade-f-16-block-30-aircraft/31408875/ Back to Top Boeing projects a demand for 1,740 new aircraft in India New Delhi: Global aerospace major Boeing on Wednesday projected a demand for 1,740 new airplanes, valued at $240 billion, over the next 20 years in India. The data was revealed in the company`s annual forecast -- India "Current Market Outlook" (CMO) which was released here. "Over the next 20 years, Boeing forecasts India will need 1,740 new airplanes worth $240 billion," said Dinesh Keskar, senior vice president of Asia Pacific and India Sales, Boeing Commercial Airplanes. "India`s economy and the country`s potential for air travel growth - both for leisure and business - continues to be strong and we remain confident in the Indian commercial aerospace market." According to the CMO, in the next 20 years India will require 1,460 single-aisle, 260 wide-body and 20 regional jets, which will constitute more than 4.5 percent of the total global demand during the forecast period. The company elaborated that the largest demand will be for single-aisle airplanes such as the Next-Generation 737 and new 737 MAX, followed by twin-aisle aircraft like the 777 and the 787 Dreamliner. "The Indian market is highly competitive and airlines are adapting with added capacity, moderate pricing discipline and new business models, such as the growing number of low cost carriers," said Keskar. http://zeenews.india.com/news/india/boeing-projects-a-demand-for-1740-new-aircraft- in-india_1645947.html Back to Top See Pilot Error, The Acclaimed Air Safety Film Inspired by Air France 447 Image of Vimeo Trailer Link https://vimeo.com/110034584 with clickable link Now Available on DVD at pilot-errormovie.com/pilot-error-dvd/ Streaming (outside the United States only) at https://vimeo.com/ondemand/piloterror/117084584 (231) 720-0930. Email info@pilot-error.com Upcoming Screenings with training pilot talkbacks: St. Helena, California: Cameo Cinema, August 17 Whitehall Michigan: Howmet Playhouse, August 25, 26, 27 London, England: City University London, September 16 Ann Arbor Michigan: Quality 16, September 23 and 24 Lakeland, Florida: Polk Theater, October 22 Dewey Decimal Productions 1487 Glen Ave. Muskegon, MI 49441 231 720-0930 rogerdrapoport@me.com www.pilot-errormovie.com "Like" us on FACEBOOK! www.facebook.com/PilotErrorTheMovie Watch our TRAILER! https://vimeo.com/110034584 Back to Top GRADUATE RESEARCH REQUEST Aircraft Maintenance Technician Decision-Making Purpose of Project My name is Robert Norcross. I am a doctoral student at Northcentral University in Arizona. I am conducting a research study about aircraft maintenance technician decision-making processes when aircraft repair information is not in the aircraft maintenance repair manuals. Focus group sessions will be held to gain your valuable experience, views, and opinions on nine questions pertaining to the research topic. Your views on the questions are important to me and I invite you to participate. The focus group sessions should last between 30 and 60 minutes and held at a date and time convenient for you. The focus group sessions will use www.gotomeeting.com and a conference call phone number. You are eligible to participate in this research if you: 1. 1. Are older than 18 years of age. 2. 2. Hold a Federal Aviation Administration issued Airframe and Power Plant certificate. 3. 3. Issued the Airframe and Power Plant certificate on or before 1 January 2010. 4. 4. A resident of the United States. Risks: There are minimal risks in this study. Some possible risks include: discomfort sharing views about the proposed research questions, other participants knowing your identity. To decrease the impact of these risks: you can refuse to answer any question, stop participating at any time, or request to answer the questions with a phone call to the researcher. Benefits: If you decide to participate, there is no direct benefits/compensation to you. The potential benefits to others are improved efficiency and less time and money spent reworking aircraft discrepancies. If you are interested in participating please contact me, Robert Norcross at R.Norcross4749@email.ncu.edu or 757-281-9289. Back to Top RESEARCH REQUEST Volunteers needed to take a survey for research: Who is conducting this research? Alex Chaparro, PhD (Alex.Chaparro@wichita.edu), & Brady Patzer (bspatzer@wichita.edu) of Wichita State University What are we studying? This study is examining the causes of failures to follow procedure in aircraft maintenance to identify potential strategies to mitigate their impact and rate of occurrence. Why participate? Participating in this study will be an opportunity to provide input on actionable methods for handling failures to follow procedure. This study could improve the efficiency and safety of aviation maintenance work. Who is eligible? We are interested in surveying mechanics, supervisors, and inspectors that currently work with part 121 aircraft, who have either failed to follow procedure in the past, or have seen other personnel fail to follow procedure for any reason. Your responses will be held confidential. How do I participate? If you are interested, please navigate to the following website to complete the survey: https://wichitastate.co1.qualtrics.com/SE/?SID=SV_7P5Iije0oWJNfgN The entire survey will take approximately 20-30 minutes. Back to Top ISASI 2015, Germany, August 24 - 27, 2015 "Independence does not mean isolation". The International Society of Air Safety Investigators (ISASI) will hold their 46th annual seminar at the Kongress am Park, Augsburg, Germany, from August 24 - 27, 2015. For all current information including the link to the registration and hotel pages please go to www.esasi.eu/isasi-2015 Note: Cut off dates for hotel reservations are June 23rd for the Dorint & July 23rd for the Ibis & the Intercity For questions regarding Sponsorship please contact Ron Schleede - ronschleede@aol.com or Steve Hull - steve.hull@rtiforensics.com Exhibitors should contact Steve Hull or Ann Schull - isasi@erols.com Back to Top Upcoming Events: Fundamentals of IS-BAO August 19, 2015 Madrid, Spain https://www.regonline.com/builder/site/Default.aspx?eventid=1659089 IS-BAO Auditing August 20, 2015 Madrid, Spain https://www.regonline.com/builder/site/Default.aspx?eventid=1659096 Fundamentals of IS-BAO August 25, 2015 Denver, CO USA https://www.regonline.com/builder/site/Default.aspx?eventid=1737105 IS-BAO Auditing August 26, 2015 Denver, CO USA https://www.regonline.com/builder/site/Default.aspx?eventid=1737126 Fundamentals of IS-BAO (En Español) August 25, 2015 Monterrey, Mexico https://www.regonline.com/builder/site/Default.aspx?eventid=1736215 IS-BAO Auditing (En Español) August 26, 2015 Monterrey, Mexico https://www.regonline.com/builder/site/Default.aspx?eventid=1736218 Fundamentals of IS-BAO September 15, 2015 St. Louis, Missouri USA https://www.regonline.com/builder/site/Default.aspx?eventid=1660854 IS-BAO Auditing September 16, 2015 St. Louis, Missouri USA https://www.regonline.com/builder/site/Default.aspx?eventid=1660878 Fundamentals of IS-BAO August 30, 2015 Casablanca, Morocco https://www.regonline.com/builder/site/Default.aspx?eventid=1725994 IS-BAO Auditing August 31, 2015 Casablanca, Morocco https://www.regonline.com/builder/site/Default.aspx?eventid=1725997 Aircraft Fire Hazards, Protection & Investigation Course 9-11 Sept. 2015 Hotel Ibis Nanterre La Defense (near Paris) France http://blazetech.com/resources/pro_services/FireCourse-France_2015.pdf AViCON - Aviation Insurance Conference September 10th and 11th, 2015 Stevensville, MD 21666 http://www.rtiforensics.com/news-events/avicon Regulatory Affairs Training Course September 15 & 16 Fort Worth, TX http://jdasolutions.aero/services/regulatory-affairs.php Suspected Unapproved Parts (SUPS) Training Course September 15 & 16 Fort Worth, TX http://jdasolutions.aero/ Safeskies 2015 Aviation Safety Conference 22 to 24 September 2015 Realm Hotel, Canberra www.SafeskiesAustralia.org 2015 International Air Safety Summit (IASS) Flight Safety Foundation November 2-4, 2015 Miami Beach, Florida http://flightsafety.org/meeting/iass-2015 OSHA & Aviation Ground Safety Training Course (ERAU) Oct. 19-23, 2015 Daytona Beach, FL www.erau.edu/cmas Aviation Safety Program Management Training Course (ERAU) Oct. 26-30, 2015 Daytona Beach, FL www.erau.edu/cmas Aircraft Accident Investigation Training Course (ERAU) Nov. 2-6, 2015 Daytona Beach, FL www.erau.edu/cmas Aviation Safety Management Systems (SMS) Seminar (ERAU) Nov. 17-19, 2015 Daytona Beach, FL www.erau.edu/sms Unmanned Aircraft Systems (UAS) Seminar (ERAU) Dec. 8-10, 2015 Daytona Beach, FL www.erau.edu/uas 'DTI QA & SMS Workshops are Back in Town!' (Toronto, Winnipeg, Vancouver, Melbourne FL, and YOUR town just contact us) www.dtitraining.com Back to Top JOBS AVAILABLE: Operations Integrity Risk Specialist Air New Zealand https://careers.airnz.co.nz/jobdetails?jobmc=111020RE Assistant Director, Flight Standards NetJets http://www.netjets.com/careers , requisition #843 Maintenance Program Developer NetJets http://www.netjets.com/careers requisition #926 Director, Aviation Safety NetJets www.netjets.com/careers Fatigue Risk Management Systems (FRMS) Program Advisor Virgin Australia http://careers.virginaustralia.com/cw/en/job/496246/fatigue-risk-management-systems- frms-program-advisor Head of Safety Qantas http://www.qantas.com.au/travel/airlines/job-search-current-vacancies/global/en Safety Specialist Netjets www.netjets.com/careers Business Aviation Regional Sales Manager ARGUS International, Inc. https://home2.eease.adp.com/recruit/?id=18211162 Curt Lewis