Flight Safety Information October 5, 2015 - No. 197 In This Issue Search resumes for missing plane in Indonesia AIRLINE PILOTS ADMIT THEIR MINDS WANDER Aviation safety vs commercial profits Poor meteorological services raising aviation safety risks (Nepal) NCAA Unveils Nigeria's Air Safety Policy PIA pilots' row with management grounds 51 flights Behind the Scenes: How an Emergency Airplane Evacuation Works NTSB Releases Agenda, Call for Questions, for General Aviation Safety Forum AAIB Centenary Conference...'100 Years of Accident Investigation - What's Next?' PROS 2015 TRAINING 550 pilots register to fly at Balloon Fiesta Bombardier Selects Tech Mahindra as a Supplier for the C Series Aircraft's Health Management System Japan increases aircraft parts production Teens build airplane from scratch AVIC plans general aviation industrial bases International Flight Test Institute and the Civil Aviation Administration of China (CAAC) Sign Agreement ERAU Certificate of Management in Aviation Safety iSMS - Safety Management System Training Upcoming Events JOBS AVAILABLE (New Positions) Search resumes for missing plane in Indonesia Aviastar shared "perhaps the last" photo of missing plane on their Twitter account. Jakarta: Indonesian authorities have resumed searching for an Aviastar airline Twin Otter turboprop aircraft with 10 people on board that went missing on Friday during a flight on Sulawesi island. The aircraft lost contact with airport authorities on a flight from the town of Masamba about 30 minutes before it was scheduled to land in Makassar city. The incident is in yet another blow to the beleaguered aviation industry in the archipelago. Ferdinand Lumintaintang, Aviastar's flight operations officer, said that rescuers were using signals from the pilot's and passengers' mobile phones on Friday night to try to locate the aircraft in a mountainous area. The plane, a Twin Otter owned by Aviastar, an Indonesian domestic passenger airline based in East Jakarta, was carrying 10 people including three children. Transportation Ministry spokesman Julius Barata said the plane was expected to land in Makassar, the provincial capital of South Sulawesi, at about 3.40pm Friday afternoon. However he said it lost contact eleven minutes after it took off from Masamba, also in South Sulawesi, at 2.30pm local time. "We are still confirming the area where the flight went missing," Mr Julius said. The flight time from Masamba to Makassar should take 70 minutes. Deputy chief of operations of the national search and rescue agency, Heronimus Guru, said all passengers and crew were Indonesian. The agency,Basarnas, was combing the area. Chief operations spokesman Deden Ridwansyah said Basarnas had sent a team from Bone and Palu to set up a tactical centre in Masamba. "Since the lost contact happened not too long after take off, we believe the plane is still in the Masamba area. We are coordinating with local authorities to gather information such as if any locals saw the plane." He said the weather was quite clear at the time but there was strong wind in the area. Indonesia has a patchy aviation safety record and has had three major air crashes over the past year, including an AirAsia flight that went down in the sea on a flight from Surabaya to Singapore in late December, killing all 162 people aboard. According to Aviation-safety.net, Aviastar has had four fatal incidents, including the crash of a British Aerospace 146-300 aircraft in the eastern province of Papua in 2009, killing all six crew on board. In August, a passenger airliner crashed in Papua killing all 54 people aboard. More than 100 people were killed in June in the crash of a military transport plane in the northern city of Medan, prompting the government to promise a review of the ageing air force fleet. Struggling to cope with the expansion of air travel, Indonesia scored poorly on a 2014 safety audit by the UN aviation agency. http://www.smh.com.au/world/search-begins-for-aircraft-carrying-10-people-in- indonesia-20151002-gk0duk.html#ixzz3ngxp0pki *************** Status: Preliminary Date: Friday 2 October 2015 Type: de Havilland Canada DHC-6 Twin Otter 300 Operator: Aviastar Mandiri Registration: PK-BRM C/n / msn: 741 First flight: 1981 Engines: 2 Pratt & Whitney Canada PT6A-27 Crew: Fatalities: / Occupants: 3 Passengers: Fatalities: / Occupants: 7 Total: Fatalities: / Occupants: 10 Airplane damage: Missing Airplane fate: Presumed damaged beyond repair Location: between Masamba and Makassar ( Indonesia) Phase: En route (ENR) Nature: Domestic Scheduled Passenger Departure airport: Masamba/Andi Jemma Airport (MXB/WAWM), Indonesia Destination airport: Makassar-Sultan Hasanuddin International Airport (UPG/WAAA), Indonesia Flightnumber: MV7503 Narrative: A DHC-6 Twin Otter operated by Aviastar Mandiri is reported missing on a domestic flight in Sulawesi Island, Indonesia. The flight departed Masamba at 06:25 UTC (14:25 LT) and was expected to arrive at Makassar at 07:39 UTC (15:39 LT). Last radio contact was at 06:36 UTC. http://www.aviation-safety.net/database/record.php?id=20151002-1 Back to Top AIRLINE PILOTS ADMIT THEIR MINDS WANDER UNIVERSITY OF CALIFORNIA, SANTA BARBARA - Original Study "This task of watching over a computer system while it works is incredibly trying, if not impossible, for a human being to do well," says Steve Casner. "You can try paying attention, and you can try taking brief breaks, but sooner or later you'll miss something important." People are inherently bad at watching computers work, and unlikely to get any better, no matter how much training we get, new research with airline pilots shows. "Our study really does suggest that vigilance is a very difficult task for people," says Jonathan Schooler, professor of psychological and brain sciences at the University of California, Santa Barbara. "THIS IS A JOB FOR A ROBOT, NOT A HUMAN BEING." "Extended uninterrupted monitoring can be draining. The antidote to that is interruptions that break up the monotony, but we also found that the interruptions themselves contributed to lapses. And people will spontaneously mind-wander, and that can also contribute to monitoring difficulties. "So staring is draining, plus things come up which interfere with our ability to monitor, and our mind leaves the premises even when none of the other things are an issue. It's a trifecta of things working against effective monitoring." [HOW A MILD ZAP CAN BOOST ATTENTION] For the study, published in the journal Consciousness and Cognition, researchers examined why monitoring failures happen even among experienced and highly trained airline pilots. They asked 16 commercial jet pilots to monitor the progress of a simulated routine flight in which high levels of cockpit automation handled the tasks of navigating and steering the airplane. Knowing that past experiments had shown monitoring-essentially sitting and staring at computer screens-to be a tiring process that quickly leads to fatigue and inattention, the researchers wanted to know how the pros do it: Did they have strategies to fend off the fatiguing effects of long watches? They found that the cockpit environment is busy enough that pilots are often sidetracked by other tasks, such as talking to air traffic control or configuring the airplane's systems, which curtail fatigue. But they also discovered that these pop-up tasks could themselves cause pilots to miss important events during flight. Most interesting, is what happened when the pilots weren't interrupted. Rather than focusing solely on monitoring the flight, they instead created their own distractions by engaging in what the researchers call "mind wandering." When periodically asked what they were thinking about, pilots admitted to thinking "task-unrelated thoughts" up to 50 percent of the time-mental excursions that frequently led to missed events in flight. All in all, the pilots missed 25 percent of all altitude crossings they were charged with monitoring. The pilots tried to limit their mind wandering to times when there were fewer demands on their attention, but ultimately found that even in circumstances with high demand their minds routinely wandered. [KIDS PAY MORE ATTENTION ON THEIR FEET] "We had anticipated that the longer people monitored that in itself would be associated with inferior performance, and we actually didn't observe that particular pattern," Schooler says. "But we had failed to appreciate how the solution-the interruption-itself compounds the problem. We were also surprised at the sheer number of times that pilots missed the altitude callouts and the high frequency with which they admitted to mind wandering. "We should be very wary of relying on people to serve in a monitoring capacity- especially now, when we do have technology that can fill the monitoring role," he says. Real-world monitors may be caught between a continuous-vigilance approach that is doomed to fail, a dynamic environment that cannot be fully controlled, and what may be an irresistible urge to let one's thoughts drift, says Steve Casner, a research psychologist with NASA. "This task of watching over a computer system while it works is incredibly trying, if not impossible, for a human being to do well. You can try paying attention, and you can try taking brief breaks, but sooner or later you'll miss something important. "This is a job for a robot, not a human being. It's time to rethink the way we design these systems. Let the people do the stuff they are good at, and let the computers handle the mundane chores." Source: UC Santa Barbara http://www.futurity.org/vigilance-attention-pilots-1016892/ Back to Top Aviation safety vs commercial profits The push to make airlines more competitive and affordable for travellers could also mean that safety is compromised Is a flawed system of aviation safety being challenged by competition and financial pressures brought about by relaxation on the issuing of airline licences? The Dutch report on the destruction of Malaysian Airlines MH17 in Ukrainian airspace is imminent, but it is now clear that the aircraft was shot down by a missile fired from the ground. This criminal act must be properly investigated and prosecuted. But who is responsible in the end? The man who fired the missile, the politicians prolonging the war, the Ukrainian government for failing to close their airspace. or the airline itself and the captain of the aircraft for flying through that airspace knowing there was a war in progress? Perhaps it is a flawed system of aviation safety being challenged at every turn by competition and immense financial pressures brought about by Open Skies policies and relaxation on the issuing of airline licences. Malaysian Airlines, like many others, would have wanted to fly the shortest route between Amsterdan and Kuala Lumpur on that fateful night. It aimed to minimise the amount of fuel burned (equals cost) during the flight. So it planned a direct route which took it over the Ukrainian territory. They had been told it was safe to fly above 32,000 feet because weapons known to be used in the conflict could not reach that height. Other airlines had also followed the same route without incident. Airline management cannot deny that costs are their major consideration and some airlines are known to have offered pilots financial rewards for cost saving. This practice is contrary to a proper safety culture and encourages operational decisions to be made on economic rather than safety considerations. Liberalisation of airspace over the last decades and the growth of airline companies has generated an intensely competitive market, which is exactly what the architects of the policy had in mind, as more competition generates lower ticket costs for the consumer. However, this also generates the risk that some air carriers may reduce their expenditure on training and maintenance. Passengers now have the choice to fly on a low cost carrier (LCC), or a full service airline - but at a greater cost for the full in-flight service and highly experienced crews. The queston then is whether the lower cost ticket entitles the passenger to the same standards of safety and security as with a more costly ticket on a full service carrier. In theory it should, and protection is provided by the various national aviation authorities whose job is to ensure that proper safety and security standards are maintained by all air operators under their jurisdiction. The International Civil Aviation Organization, (ICAO) is responsible for developing the rules with the aim of maintaining a consistent standard across all international borders. Unfortunately this lofty objective is not always achieved. Many of the worlds' national aviation regulators are deficient in their operations and are not sufficiently resourced by their governments. This is revealed in safety audit documents published by ICAO. The European Union takes action to safeguard its airspace by prohibiting the operation of many airlines in European skies, a decision based on the capability of the national regulatory authority to manage aviation safety. Now turn back to MH17, QZ8501 and other similar incidents. Were the pilots under pressure from company management to save money and shave their safety margins? Would they have had to undergo an inquisition if they diverted or turned back from their assigned routes for safety reasons? Pilots' salaries are lower now than they were before the advent of LCCs and there are some airlines where inexperienced pilots can pay for the opportunity to gain flight experience. These pilots are not employees on a salary. Do the passengers know of this situation? The safety culture of any organisation, particularly an air operator, starts with the Directors of the company. The CEO and Chairman are responsible for ensuring that a good safety culture permeates the entire organisation. But, in the reality of the commercial world, is this entirely possible? The costs of maintaining high safety standards is high but it is certainly less expensive than having a disaster! Should MH17 have diverted and flown an extra hour to ensure it was clear of the war zone? Should the pilots of Air Asia QZ8501 have turned back to Surabaya to avoid the massive storm system in their path? In either of these cases would the pilots have still had their jobs the following day or would they have been penalised for adding to the costs of their flights? It is ironic that the very policy of making airlines more competitive and affordable for travellers could also mean that safety is compromised, and nobody in the aviation industry would argue that profit is more important than safety. However, there is call for better policy in an increasingly competitive market. http://www.policyforum.net/aviation-safety-vs-commercial- profits/#sthash.LQtH6tYE.dpuf Back to Top Poor meteorological services raising aviation safety risks (Nepal) CAAN ITSELF OWNS AND OPERATES THE EQUIPMENT EVEN THOUGH IT DOESN'T QUALIFY TO DO SO IN ANY WAY Kathmandu - The state of aviation safety continues to be mired in deep problems, as this daily continues its efforts to unearth the fundamental problems plaguing the country's aviation sector. The spotlight this time falls on aviation meteorology, which is essentially considered the back bone of civil aviation in matters of safety, regularity and efficiency. Though the official aeronautical information publication issued by Civil Aviation Authority of Nepal, identifies the Department of Hydrology and Meteorology as the sole authorised provider of aviation meteorology for Nepali airspace, the section on meteorological services in AIP Nepal lists a number of airports for which there is a clear disclaimer stating that the desirable accuracy for measurement of observation as per Annex 3 of International Civil Aviation Organisation may not available. Except a few airports, including Tribhuvan International Airport in Kathmandu, CAAN itself owns and operates the meteorological observation equipment even though it doesn't qualify as an aviation meteorology organisation. "AIP clearly specifies that services be rendered in accordance with the provisions of the ICAO Annex on Meteorological Services for International Air navigation but it opts for a disclaimer regarding the accuracy of meteorological services in a number of airports," a senior captain with a private airlines said. According to him, high-quality and timely meteorological observations and reports for air navigation are the foundation upon which an effective aeronautical meteorological service is based and of direct consequence to aviation safety. "However, this continues to be a challenging area as the service provider is a government organisation entailing the culture of impunity and lack of accountability." Many past air crash investigation reports list deficiencies in aviation meteorology as a contributing factor for the crash, including that of the Nepal Airlines DHC-6 at Arghhakhanchi quite recently. "In view of the outstanding need for quality meteorological data, ICAO in its annex introduced the requirement for a quality management system. Even then the DHM has done little to shore up aviation safety," an aviation expert said. The ICAO Annex specifies the minimum standards for measurement of observation, and reporting of various parameters including wind speed, wind direction, pressure altitude, temperature, dew point, runway visual range, among many others, while specialised instruments need to be calibrated regularly to provide observations of specified accuracy. "Often, the equipment is installed contrary to ICAO and World Meteorological Organisation stipulations, especially the required 10 m high mast for mounting wind sensors near the runway threshold and therefore the necessary meteorological observation are often misleading," another airline captain told this daily. The Forecasting Division in DHM that serves as the purported regulator for aviation meteorology is ill-equipped to conduct safety oversight at 50 odd airports with different types of equipment for which only CAAN personnel have been trained abroad, a senior DHHM officer claimed. Interestingly, the AIP is silent on the state of European runway visual range and ceilometer installed at TIA some years ago to support RNP-AR low-visibility operations. This clearly indicates the equipment was unlikely to be used, and was just a pretext for all the paid jaunts abroad for a lucky few in CAAN. http://thehimalayantimes.com/kathmandu/poor-meteorological-services-raising- aviation-safety-risks/ Back to Top NCAA Unveils Nigeria's Air Safety Policy Captain Muhtar Usman The Nigerian Civil Aviation Authority (NCAA) has unveiled the Nigerian government's policy statement on safety of air operations in the country. The policy was signed by the Director-General of the Authority, Captain Muhtar Usman. The aim of the policy is to ensure improved safety and security in air transport in Nigeria and to consolidate on the standard safety status which Nigeria has attained. THISDAY gathered that it was this high standard of safety that prompted the US Federal Aviation Administration (FAA) to recognise and certify Nigeria as a Category One safety status nation. According to a statement issued by NCAA and made available to THISDAY, this state policy statement on safety had been done in compliance with the requirements of the International Civil Aviation Organisation (ICAO) Annex 19 on Safety Management, which was adopted by the ICAO Council on the February 25, 2013, but became effective on the November 14, 2013. NCAA explained that the Chapter 3 of the Annex requires each contracting state to establish a State Safety Programme (SSP) for the management of safety in that state and this should be done in order to achieve an Acceptable Level of Safety Performance (ALoSP) in civil aviation. "The requirement for a State Safety Programme (SSP) recognises that states as well as service providers have safety responsibilities. The SSP therefore provide a framework within which service providers are required to establish a Safety Management System (SMS)," the statement which was signed by the acting general manager of the agency, Sam Adurogboye said. NCAA also said the ICAO Global Aviation Safety Plan (GASP) recognises the importance of the establishment and maintenance of fundamental safety oversight systems, which are prerequisites to the full implementation of the State Safety Programme and calls on those states with mature safety oversight systems to progress towards full implementation of SSP. "It is required that states that have achieved Effective Implementation (EI) levels of over 60 per cent should fully implement State Safety Programme (SSP) by 2017. Nigeria has achieved 72.1 per cent implementation level during the -2- past ICAO USOAP Audit of 2006.This is well above the required implementation level. "Towards this end, the Director General of the Nigerian Civil Aviation Authority (NCAA), Capt. Muhtar Usman formally inaugurated an 11-member State Safety Programme Implementation Unit on the 4th of August, 2015, at the Authority," NCAA said. The SSP Implementation Unit is to initiate the SSP processes and develop the platform for the implementation of the SSP in Nigeria. The regulatory body also remarked that chapter 3 of ICAO Annex 19 on Safety Management and the Nigerian Civil Aviation Regulations (Nig. CARs), 2009 Parts 3, 6, 9, 12 and 14 state that as part of its SSP, each contracting state shall require service providers to implement a Safety Management System (SMS). "The service providers are Approved Training Organisations (ATO) in line with Annex 1, who are exposed to safety risks related to aircraft operations during the provision of their services. "Others are Air Operators Certificate (AOC) Holders, Approved Maintenance Organisations (AMO), Air Traffic (ATC) service providers, operators of Certified Aerodromes and the General Aviation operators of large or turbojet aeroplanes," NCAA said. The regulatory authority noted that the policy statement was expected to provide guidance to all stakeholders to ensure improvement in safety management and practices including safety reporting within the civil aviation industry. http://www.thisdaylive.com/articles/ncaa-unveils-nigeria-s-air-safety-policy/221952/ Back to Top PIA pilots' row with management grounds 51 flights Spokesman for PIA Danyal Gilani added that the association was ready for negotiations. ISLAMABAD (AFP) - Some 51 flights scheduled by the Pakistan International Airlines (PIA) have been cancelled in three days after pilots refused to work following a dispute over conditions, an airline spokesman said Saturday. "Due to pressure from PALPA (Pakistan Airline Pilots Association) so far 51 flights have been cancelled and it has affected 5,000 passengers since Thursday," spokesman for PIA Danyal Gilani said in a statement. The row started after the Pakistan Civil Aviation Authority suspended the licences of two pilots for one and two years respectively for "unlawfully operating flight without permission," he said. "In the guise of their personal agenda, PALPA leadership is blackmailing the management to agree to unjust promotions and unjustified benefits for PALPA executives," the spokesman said. PALPA vice president Sadiq Rehman denied that pilots were exercising a "go slow" or observing a strike, but they were not taking on extra work and this is why the flights were cancelled. "We are not on a strike or go slow and only following the agreement with the management," Rehman told AFP. "I have just flown a regular flight today," he added. "Our main issue is that the management is asking one man to do the job of two, and get the salary of one and a half men. We want this to end," Rehman said. He added that the association was ready for negotiations. The state-owned PIA has a fleet of 41 aircraft which include Boeing 777, Airbus A320 and ATR, and 436 active pilots. http://dunyanews.tv/en/Pakistan/302057-PIA-pilots-row-with-management-grounds-51- flights Back to Top Behind the Scenes: How an Emergency Airplane Evacuation Works "You can smell the fear as you walk through." My guide during my visit to Virgin Atlantic's headquarters in Crawley, England was taking me inside the airline's cabin safety training rig. This hyper-realistic indoor mockup of a Virgin Atlantic passenger cabin is where flight attendants - trainees and veterans alike - practice how to handle emergency landings, water landings, on-board fires, and all those dreaded "unlikely events" they tell us passengers about during those pre-flight safety briefings. Despite my host's ominous statement about the smell of fear in the passenger safety rig, it looked very innocuous; there was no scary music, nor was there a sign imploring visitors to abandon all hope. It was simply a replica of one of the million airplane cabins I've been on (in fact, the Virgin Atlantic training area had several other replica cabins spread throughout the training floor where flight attendants can practice upper-cabin service, food service, and their other duties). Virgin Atlantic's cabin safety training rig at the airline's headquarters in Crawley, England. (Photo: Sid Lipsey) Still, my host's dramatics were well-earned. For the cabin safety rig may not smell like fear, but it's definitely where every flyers' worst fears are realized. I was there to experience that fear for myself. Every now and then, Virgin Atlantic takes visitors into the cabin safety rig to participate in an emergency landing and evacuation drill - just like the kind flight attendant trainees must master before they get their wings. On this day, I was allowed to climb aboard one of their drills. After donning a genuine Virgin Atlantic flight attendant uniform (when you're in Rome, you dress as the Romans), I was on my way to the cabin safety training rig. On the way there, I kept thinking about what a friend who'd done such a drill told me before my trip to Crawley: "You should know," she said. "It freaks some people out." Virgin Atlantic's training facility has several cabin replicas to train flight attendants. (Photo: Virgin Atlantic) My friend wasn't kidding. Apparently, some visitors who participate in this drill have been known to find the experience a little too much to handle. And it sometimes overwhelms them emotionally. "Even though they know it's not real," Virgin Atlantic safety training instructor Janine Beighton said, "you do get people who get a little bit..." Then she did a mock panic attack. "We're not here to make them even more scared," Janine added. "We're here to show them what our [flight attendants] can do, what they're capable of in an emergency." Virgin Atlantic safety training instructor Janine Beighton was all smiles before the drill. But it was a different story during the mock emergency landing. (Photo: Sid Lipsey) As Janine, who was leading the drill alongside cabin safety training manager Matt Whipp, prepped me for the drill, I got warning after warning. "If it gets too intense," I'm told, "just get up and leave through the exit at the back of the mock cabin." They then had me sign a waiver. Matt warned me that Janine, who would be playing the flight attendant during the drill, "will shout at you." Then they told me again about the panic exit. For a second there, I was expecting them to ask me to pick a safe word (I was really hoping it was "Branson"). Undaunted, I strapped myself into the seat across from Janine, who was seated in the jumpseat across from me next to an emergency exit. Matt took his spot in the back of the rig; as he was playing the part of the captain and the flight manager, he would be out of sight during the drill, making announcements over the PA. Then, the "flight" began. The viewscreens that made up the windows in the safety rig switched on to show a scene of cloud-covered blue sky. The comfortable hum of the plane's engines filled the interior. It had all the makings of a nice flight. Actually, it was the best flight ever; I had the plane all to myself, save for a delightful flight attendant chatting amiably across from me. It was all so real, so pleasant, that I all but reached for the menu to order a chicken salad wrap. All was well. And then it wasn't. Matt's voice suddenly boomed over the PA: "Ladies and gentlemen, this is your captain speaking," he said. "Some of you may be aware that we do have a situation with the aircraft. We have to make an emergency landing in approximately 12 minutes. Please listen to your cabin crew and follow their instructions." Matt, switching roles to the plane's flight manager, then got on the PA to warn us to fasten our seatbelts. That was when Janine took charge. The easygoing, quick-to-laugh person I'd been chatting and joking with during my HQ tour that day suddenly got as serious as a drill instructor as she started instructing us (or, more accurately, me) what to do once the plane was on the ground. Her first order surprised, and unnerved, me. "Okay, now listen up!" she said in a clear, commanding voice that left no room for hesitation or debate. "If I am not okay the first thing you need to do is take me out of my harness and place me on the floor or the seat you've come out of." Janine yells instructions during the emergency landing drill. (Photo: Sid Lipsey) Hearing her say that was jarring. The only thing scarier than a plane accident is the notion that the flight attendant - the one you're probably going to rely on for life-saving instructions during a crash - could become incapacitated, or worse. Her order had the desired effect; I started listening closely, knowing I may not be able to rely on the flight attendant to tell me what to do once we were on the ground. It's probably the only time one could accurately say "s- just got real" about a situation that, by definition, was not real. Janine continued, instructing me to check for fire, smoke, and debris before opening the door and telling me how to manually inflate the slide should it fail to do so automatically. She then assigned jobs for the first four people off the plane, again in the event that she's incapacitated. The first two people off were to take her with them to the bottom of the slide, and then stay there and help the subsequent escapees off the slide. The second two people off the plane were to keep running away from the slide until they reached a safe distance, and beckon escaping passengers to safety. Then, Janine spoke loudly for the benefit of the other passengers. Turns out, Matt had been right about his warning; Janine shouted so loud, I had a feeling she'd still be heard if the roof were to fly off the top of a plane. "REMOVE ANY HIGH-HEELED SHOES AND TIGHT CLOTHING! REMOVE GLASSES AND HEADSETS AND PUT THEM IN THE SEAT POCKET IN FRONT OF YOU! PRACTICE YOUR BRACE POSITION! MAKE SURE YOUR SEATBELT IS TIGHT!" Then Matt came over the PA with the announcement no flyer ever wants to hear: "BRACE! BRACE!" Janine somehow yelled even louder. "HEADS DOWN, FEET BACK! HEADS DOWN, FEET BACK!" She kept saying it over and over in anticipation of the fake impact. "HEADS DOWN, FEET BACK!!!" I braced for the pretend impact, trying not to think about how terrifying this must have been for anyone who's lived through this experience. At the moment of impact, the viewscreens that had been showing blue skies now showed us on the ground. "This is an emergency!" came Matt over the PA. "Evacuate! Evacuate!" Janine - who, fortunately for the purposes of this drill, was not injured - sprang up, opened the emergency door. "OPEN SEAT BELTS! GET OUT! LEAVE EVERYTHING BEHIND! OPEN SEAT BELTS! GET OUT! LEAVE EVERYTHING BEHIND! "she yelled repeatedly. She ordered me down the emergency slide (which was just a mat positioned on the floor outside the rig). I "slid" down and, as I was told, ran down the length of the cavernous Virgin Atlantic safety facility, waving the invisible other passengers toward me. The drill was over and, weirdly, part of me was happy to be alive, although I wasn't in any danger. It was an intense experience, and it's one flight attendants must master. Not only do Virgin Atlantic flight attendant trainees undergo this training, veteran flight attendants must also return to Crawley every year for a two-day cabin safety refresher they have to score an 88 percent or above in their evaluations to continue flying. And this isn't just a Virgin Atlantic thing; flight attendant training facilities at other major airlines worldwide are just as strict. "We say to the instructors, 'If you feel that you can't sit on the jump seat next to that crew member and [feel that] if you were unconscious they could save your life, then you don't sign them off," Whipp said in our post-drill briefing. "Sometimes it's difficult to say." Of course, some prospective flight attendants don't master the safety procedures and don't become flight attendants. Interestingly enough, some of them wash out because they can't do what Janine did so effectively during our simulation: take charge of the cabin during an emergency. "I had one person who got to day four of our course and say to me, 'I realize that we we're here for safety but I didn't think I'd have to shout at anybody," remembers Janine. "She said, 'I don't think I can shout at people.' She left at the end of the day. You've got to be able to command an evacuation and get the attention of 450 people, and she just decided it wasn't for her." "We have to be assertive," Matt says. "If we just stand at the door and say 'I'm so sorry, it's all gone a bit wrong, can you leave the aircraft? Thanks for flying Virgin Atlantic,' people aren't going to go anywhere. That's why we become assertive." When you think about it, it might seem odd for an otherwise great flight attendant not to be allowed to fly because they fail to master the one skill that - given the astronomical odds against a plane accident - they likely will never, ever have to use. "On the people side, on the customer experience side, there have been a couple of [trainees] who would have been absolutely fantastic," Matt said about some of the wannabe flight attendants who didn't make the cut. He then pointed to the cabin safety training rig and added, "but if they can't get people off of that, then they're not for us." Personally, after enduring this drill, I'm hoping that the "customer experience side" Matt referred to is the only side of flight attendants I ever see. Yes, flight attendants bring drinks, serve food, and greet you cheerfully as you board. But nervous flyers can take comfort in knowing that that other side - the one that knows what to do when things go wrong - is an emergency, and a loud shout, away. https://www.yahoo.com/travel/behind-the-scenes-how-an-emergency-airplane- 073048803.html?nf=1 Back to Top NTSB Releases Agenda, Call for Questions, for General Aviation Safety Forum WASHINGTON-The National Transportation Board has released the final agenda, including the participants' names and affiliations, for its forum, Humans and Hardware: Preventing General Aviation Inflight Loss of Control. The event, which was announced earlier this month, will be held on October 14 in Washington, D.C. In addition, the NTSB is inviting pilots and others in the aviation safety community to send their questions related to inflight loss of control issues to LOCForum@ntsb.gov. To be considered for inclusion, questions must be submitted via email not later than 3:00 pm ET on October 13. "Understanding questions that pilots have will be critical to the forum's success," said NTSB Member Earl Weener, who will chair the event. The forum will include panels on four broad areas of discussion: - Industry and Government Perspectives and Actions; - Human Performance and Medical Issues; - Pilot Training Solutions; and - Equipment and Technology Solutions. An end-of-day roundtable beginning at 4:05 p.m. will bring back panelists from throughout the day to discuss crosscutting issues and the day's takeaways. This year's forum offers participants a new level of digital accessibility. The forum webpage includes links to add individual panel sessions or the entire forum to calendars on computers and mobile devices. Pilots can also share the forum page with other pilots or student trainees through email or social media. "We've added the new digital functionality to make it easy to share the event with other pilots," said Weener. "Those with compatible calendar software can also save the date and time directly to their device." The forum, which will be held in the NTSB Board Room and Conference Center in Washington (429 L'Enfant Plaza SW, Washington D.C.) will run from 9:00 am ET to 5:00 pm ET. The agenda, including names of panelists and NTSB forum staff, is available at http://go.usa.gov/3tfse. More information about the forum can be found at http://www.ntsb.gov/LOCforum. The forum is free and open to the public. There is no registration for this event. Directions to the forum site are available at http://go.usa.gov/3tfBB. The event will also be webcast live. An archive of the webcast will be available on the NTSB website after the event. A link to the webcast is available at http://www.capitolconnection.net/capcon/ntsb/ntsb.htm. RELATED MATERIAL General Aviation Inflight Loss of Control on NTSB Most Wanted List: http://go.usa.gov/3tfZJ PRESS RELEASE (9/8/15): NTSB to Hold Forum Addressing Inflight Loss of Control in Fixed-Wing General Aviation Aircraft: http://go.usa.gov/3tfZ9 ************ Contact Information Office of Public Affairs 490 L'Enfant Plaza, SW Washington, DC 20594 Peter Knudson peter.knudson@ntsb.gov (202) 314-6100 Back to Top AAIB Centenary Conference '100 Years of Accident Investigation - What's Next?' Royal Aeronautical Society, London - 14 October 2015 To mark the Air Accident Investigation Branch (AAIB) centenary year and to celebrate 100 years of safety investigation in the UK, the AAIB is holding a one-day conference on 14 October 2015, entitled '100 Years of Accident Investigation - What's Next?'.The conference will take place at the Royal Aeronautical Society (RAeS) at 4 Hamilton Place, London. The programme includes speakers from government investigation agencies, regulators, aircraft and engine manufacturers, operators, the media, academia and the legal profession. Places are limited. To find out more about the programme or to register click: http://aerosociety.com/Events/Event-List/1994/100-Years-of-Accident- Investigation-Whats-Next Back to Top Back to Top 550 pilots register to fly at Balloon Fiesta Pilots from 17 countries make their way to New Mexico ALBUQUERQUE, N.M. -Pilots from 17 countries made their way to the International Albuquerque Balloon Fiesta. Five hundred-fifty pilots are registered for this year's festivities. For some, it's their first time, but for Peter Procopio, it was a routine day. "I've flown here since 1978," Procopio said. He pilots the Koshare Gallup balloon and cannot stop coming back every year because of all the friendships he's made. "It's kind of like an annual reunion, and you see a lot of fellow pilots that you haven't seen for years," said Procopio. "What's really special about the Albuquerque event is all the people that we meet and we've made friends here that we've stayed in touch with all these years." Ursula Richards is new to piloting but has been a volunteer with the fiesta for more than 20 years. She will be flying her own balloon called SquawkURs. She said she cannot wait to get up in the sky. "The whole experience. Inflating my balloon, being able to launch from the field with 500 other balloons, so it should be very exciting," Richards said. When she first began volunteering, she never knew she would become a pilot. "I never really dreamed or expected to be a hot air balloon pilot. I was afraid of heights," she said. http://www.koat.com/news/550-pilots-register-to-fly-at-balloon-fiesta/35627248 Back to Top Bombardier Selects Tech Mahindra as a Supplier for the C Series Aircraft's Health Management System MONTREAL, QUEBEC, Oct 05, 2015 (Marketwired via COMTEX) -- Bombardier Commercial Aircraft and Tech Mahindra, a specialist in digital transformation, consulting and business re-engineering announced today that they have signed an agreement under which Tech Mahindra will develop the Aircraft Ground Support System (AGSS) for Bombardier's Aircraft Health Management System (AHMS) for the C Series family of aircraft. The AGSS will facilitate real-time and post-flight recorded data management, fault notification and diagnostic reporting. By leveraging the large amount of data recorded and transmitted from C Series aircraft, the AHMS will allow operators to make sound decisions on aircraft performance and maintenance. "We are excited to be working with Bombardier and contributing to the AHMS for the C Series aircraft. Our digital tools will support efficient analysis of the data, so that it can be quickly captured and shared with operators," said Lakshmanan Chidambaram, Head of North America, Tech Mahindra Ltd. "We are aligned with Bombardier's vision around 'connected aircraft' and the core of our digital strategy will focus on converting information into insight, to impact operators' business efficiency and profitability." "Together with Tech Mahindra, we are developing a system that will optimize aircraft availability and lower maintenance costs," said Rob Dewar, Vice President, C Series Program, Bombardier Commercial Aircraft. "Specifically designed for the C Series aircraft, the AHMS will help operators manage their activities, resulting in superior dispatch reliability." "Tech Mahindra's digital solutions are another key component in our AHMS as we approach entry into service and implement start-up strategies that will support our C Series aircraft operators," said Todd Young, Vice President and General Manager, Customer Services, Bombardier Commercial Aircraft. "We're very pleased about this important collaboration with Tech Mahindra because the AGSS will facilitate the analysis of data and provide benefits to our customers throughout the life cycle of the C Series aircraft." Tech Mahindra's digital solutions for the AHMS will leverage cutting-edge Cloud Computing, Sensor, Internet of Things (IOT) and Big Data technologies to perform deep analytics of the aircraft's health status. As previously announced by Bombardier, Pratt & Whitney's data service system will be the infrastructure unit used to perform data transmissions from the C Series aircraft's on-board Health Management Unit (HMU) while on the ground. About the Bombardier AHMS An integral part of the C Series aircraft design, ground system and support tools, the AHMS will be available to operators at the aircraft's entry into service. The AHMS is comprised of both on-board and ground system components. On the aircraft, the on-board maintenance system manages fault messages from all aircraft systems while the high-capacity recording and transmission Health Management Unit affords airlines an exceptional degree of customization to manage aircraft data. The unit collects broad stream aircraft operation and performance data from every system during flight. Examples include avionics, flight controls, fly-by-wire, landing gear, braking systems, environmental control systems, thrust reversers, engines, electrical system, auxiliary power units (APUs) etc. On the ground, the AHMS system performs the detailed analysis of the transmitted on-board data to support a wide variety of operational decisions. While C Series aircraft operators will be the first to benefit from the AHMS, Bombardier is assessing the feasibility of equipping other in-development and in-service aircraft models with this state-of-the-art tool. About C Series Aircraft The C Series family of aircraft, representing the fusion of performance and technology, is a 100 per cent all-new design that offers operators potential savings of between US$ 7.5 to 12 million per aircraft. The aircraft are delivering more than a 20 per cent fuel burn advantage compared to in- production aircraft, and a greater than 10 per cent advantage compared to re-engined aircraft. In addition to delivering best-in-class economics with the C Series aircraft, Bombardier has placed considerable emphasis on cabin design to ensure an excellent passenger experience. The C Series aircraft's larger seats, overhead bins and windows create a widebody feel that offers passengers unparalleled comfort. The CS100 and CS300 aircraft have over 95 per cent parts commonality, as well as the same type rating. The groundbreaking Pratt & Whitney PurePower(R) PW1500G engine, combined with advanced aerodynamics, delivers reduced fuel burn, noise and emissions, increasing the aircraft's environmental and social compatibility. By focusing on the 100- to 150-seat market segment, Bombardier has designed the C Series aircraft to deliver unparalleled economic advantage to operators and to open up new opportunities for single-aisle aircraft operations. Bombardier has booked orders and commitments for 603 C Series aircraft, which include firm orders for 243. About Tech Mahindra Tech Mahindra represents the connected world, offering Consulting, Digital Transformation, Integrated Engineering, Business Services and Solutions, enabling Enterprises, Associates and the Society to Rise(TM). We are a USD 3.8 billion company with 103,600+ professionals across 90 countries, helping 750+ global customers including several Fortune 500 companies. Our innovative services, platforms, products, solutions and reusable assets connect across a number of technologies to deliver tangible business value to our stakeholders. Tech Mahindra is winner of Forbes 2014 Asia Fab 50, Deloitte Tech Fast 50, The CIO 100 among other awards. We are part of the USD 16.9 billion Mahindra Group that employs more than 200,000 people across 100 countries. The Mahindra Group operates in key industries that drive economic growth, enjoying a leadership position in tractors, utility vehicles, information technology, financial services and vacation ownership. Connect with us on www.techmahindra.com About Bombardier Bombardier is the world's leading manufacturer of both planes and trains. Looking far ahead while delivering today, Bombardier is evolving mobility worldwide by answering the call for more efficient, sustainable and enjoyable transportation everywhere. Our vehicles, services and, most of all, our employees are what make us a global leader in transportation. Bombardier is headquartered in Montreal, Canada. Our shares are traded on the Toronto Stock Exchange (BBD) and we are listed on the Dow Jones Sustainability North America Index. In the fiscal year ended December 31, 2014, we posted revenues of $20.1 billion. News and information are available at bombardier.com or follow us on Twitter @Bombardier. http://www.marketwatch.com/story/bombardier-selects-tech-mahindra-as-a-supplier- for-the-c-series-aircrafts-health-management-system-2015-10-05-5173043 Back to Top Japan increases aircraft parts production A model of the envisaged Boeing 777X TOKYO -- Japanese manufacturers are raising production capacity of aircraft components for next-generation models from Boeing and Airbus. Nabtesco, Japan's leading computerized-equipment manufacturer, plans to enhance the production of its actuators, a tilt-angle and flight-altitude controller attached to the primary flights and tails of aircraft. The company will complete the construction of two production wings at its plant in Gifu Prefecture by next year. Work done at the plant will include surface finishing of metal parts and production of key components. The company has received orders of the control system for the Boeing 737 Max and 777X, small- and large-seized new-generation aircraft. The new facilities will double the production efficiency by introducing component assembly robots. The enhancement is expected to double monthly production capacity to 1,500 units by 2019. Production of aircraft components can be a strength to a manufacturer, as it requires particular materials and high level of accuracy. Japanese makers have established their own quality control systems and production skills, which have propelled them to the forefront of the aircraft component industry in Asia. In addition, they have significantly contributed to the local economy and domestic job creation. Most production facilities are located in Japan. Robotics revolution Mitsubishi Heavy Industries and Kawasaki Heavy Industries have also decided to add new lines or facilities for producing fuselages for Boeing aircraft. Kawasaki Heavy is currently building a new facility in its Nagoya Works 1 site in Aichi Prefecture, where robots will play a major role in production. The bots will carry out tasks including punching and riveting fuselage panels that used to be done by manual labors. The new system will help achieve stable quality and allow the company to reduce the number of people it employs. According to the company's president Shigeru Murayama, the Japanese maker wants to gain an edge over competitors on costing, quality and delivery time. To achieve the goal, plant management focused on robots and data will play a key role. Mitsubishi Heavy will introduce advanced production management technology at its Hiroshima facilities. The new system aims to maximize revenue by working out an optimal production schedule based on the data collected through parts and machines. Japan's heavy industry group IHI, meanwhile, plans to build new factory in Nagano Prefecture for fan blades used in Airbus' new small aircraft, the A320 Neo. The facility, with a several-billion-yen investment, is slated to start operations next year. Jamco, a Japanese supplier of aviation interiors, will spend 2.5 billion yen ($20.6 million) on the launch of production facilities capable of high-volume production for cabin lavatories and aircraft galleys. The new facilities in three locations, in Niigata Prefecture and Miyazaki Prefecture, will start operations as early as fiscal 2016 and supply both Boeing and Airbus. http://asia.nikkei.com/Business/Trends/Japan-increases-aircraft-parts- production?page=1 Back to Top Teens build airplane from scratch Young plane builders How do you build an airplane from scratch? You put it together carefully and over a long period of time, according to a group of teens and adults constructing a small plane in a hangar at Brighton Airport, 8664 Hyne Road in Brighton Township. The teens, some of their parents and mentors with experience building planes are roughly six months into building a RV-12 light-sport aircraft. It is a "kit" plane, which is sold by Van's Aircraft. The kit includes all the parts and detailed step-by-step instructions. Their guess is that it will take them a year total. The pressure is on to build it safe to fly. "Our plan is that people who are helping to build it will eventually at least get to ride in it. Hopefully, some will be able to take flight instruction in it," hangar owner and BrightonBuildAPlane coordinator Jack Haviland said. "There are jokes (that) we hope we put it together right," Haviland said. "But these are safe airplanes. They are constructed very strongly." He said a Federal Aviation Administration official would inspect it first, and "before you can take any passengers, you have to fly the airplane for a certain number of hours to make sure all the systems work correctly." The local chapter of the Experimental Aircraft Association No. 384 is sponsoring BrightonBuildAPlane supported by money Haviland put up. "It's our project to give kids and adults who may have an interest in aviation a chance to see what it's like to build a plane and get them involved without them having to spend a lot of money (themselves)," Haviland said. Patrick Rosso, 15, of Milford, comes to the hangar twice a week - on Monday evenings and Saturday mornings - with his dad, Bill Rosso, "to learn how to use tools and my way around a workshop," he said. "We're working on the wings, and (other) guys are working on the skins for them," Bill Rosso said. "We are getting close to putting those together." The tail section is already done. The cockpit and front section will come next. In addition to putting together the inner structure and skins to cover it - this particular plane is mostly aluminum - the group will also install things like control instruments, electrical wiring and lights. Project mentor Ralph Hookana said "riveting" parts together is probably the largest task. "You have to deburr the edges. Holes in this kit are already punched and the skin covering that goes over it has matching holes that line up," Hookana said. Lucas Ambler, 16, of Brighton, said he is "heavily" interested in aviation and is considering going into the U.S. Air Force or Navy. "Before I came in here, I would not have been able to identify a lot of the parts. Now, I can dissect the airplane we're building and tell you every single part, what it does and what it's for," Ambler said. The Livingston Daily recently reported how, for his final Eagle Scout project, Jack Parzuchowski designed and built a model-rocket launch pad near the small airfield where the Hamburg Flyers Radio Control Club meets to fly model airplanes at Manly W. Bennett Memorial Park in Hamburg Township. His interest in pursuing aviation led him to join the BrightonBuildAPlane group. Alek Wisinski, 13, of Brighton, said he was more interested in learning how to build a plane than fly it. "It teaches basic math. We're doing fractions to figure out measurements," said Wisinski, Haviland's grandson. Collin Burton, 13, of Genoa Township, plans to fly planes as a hobby. He would follow in the footsteps of his father, Jason, who has his private pilot's license. Building a plane is right up his alley because "I'm very mechanical," he said. "I have hobby-grade remote-controlled cars, and I'm always taking them apart and doing stuff to them." Keith Walker, a board member of the Brighton Airport Association, said building the plane is only "a piece of it." "We take several of them up for flights in our own airplanes to give them a taste of what the controls are like and teach them how an airplane works. We have speakers come in ... to talk about careers," he said. "This gives them a good insight into what it's all about," he said. For more information on BrightonBuildAPlane and how to get involved, visit https://sites.google.com/site/brightonbuildaplane http://www.livingstondaily.com/story/news/local/community/brighton- township/2015/10/04/teens-build-airplane-scratch/73347956/ Back to Top AVIC plans general aviation industrial bases A WZ-10 attack helicopter is displayed in front of the office building of Aviation Industry Corporation of China (AVIC) in Beijing, July 16 2014. [Photo/IC] WUHAN - China's leading aircraft maker has begun building what it hopes will be the first of many industrial bases dedicated to serving the country's general aviation market as it is set to take off. The Aviation Industry Corporation of China (AVIC) and the local government on Saturday held a ceremony to launch a complex that will cover 30 square km in Jingmen City of central China's Hubei Province. With an investment of 20 billion yuan ($3.1 billion) from the AVIC, the base will be dedicated to manufacturing aircraft as well as research and training. It should be completed within eight years, said AVIC chairman Lin Zuoming. "The AVIC will build 50 such complexes across China to cover 90 percent of the country's population in order to build a national light aircraft operation network," said Lin. The United States has about 600 similar aviation communities that integrate entertainment with business functions, said Jon Dauplaise, director of emerging markets at U.S. manufacturer Cirrus Aircraft. With the opening up of China's general aviation market and the development of advanced equipment manufacturing, there is enormous potential for aviation bases in China, said Dauplaise. General aviation refers to all civil aviation operations other than scheduled air services. General aircraft, ranging from helicopters to private jets, are restricted to flying in low- altitude airspace below 1,000 meters in China, but policymakers are mulling loosening that regulation. http://www.chinadaily.com.cn/business/2015-10/05/content_22094385.htm Back to Top International Flight Test Institute and the Civil Aviation Administration of China (CAAC) Sign Historic Flight Test Training Agreement MOJAVE, Calif., Oct. 4, 2015 /PRNewswire/ -- In response to its growing need for highly skilled, well trained test pilots and flight test engineers the Civil Aviation Administration of China (CAAC) will begin training flight test pilots and flight test engineers at the International Flight Test Institute (IFTI) at aviation's hallowed ground of Mojave, California. These students will be attending a comprehensive refresher course covering all topics involved in civil aircraft certification training from performance and flying qualities to all types of aircraft Said IFTI CEO Bill Korner, "with our world renowned training staff and some 35 different types of aircraft and helicopters available, we look forward to a long lasting relationship providing state of the art training to CAAC personnel." "We believe strongly that there is a significant, unfulfilled demand for skilled civilian test pilots and flight test engineers, and we've invested heavily in meeting that demand - and are very proud of the amazing cadre of instructors and fleet of aircraft we've assembled." About the Civil Aviation Administration of China (CAAC) Directly under the State Council, the General Administration of Civil Aviation of China (CAAC) is a ministry-level organ, which is responsible for the national civil aviation affairs. CAAC's mission is to "enforce the unified supervision and regulation on the civil aviation activities of the whole country, and in accordance with laws and State Council's decisions, to issue regulations and decisions concerning civil aviation activities within its jurisdiction". About the International Flight Test Institute Headquartered in Mojave, California, the International Flight Test Institute (IFTI) gives students the training and hands-on experience they need to serve as test pilots and flight test engineers in the commercial and business aviation industries. Patterned after the world's top military test pilot schools, IFTI provides pilots and engineers an unmatched aerospace aerodynamic curriculum, complemented with a wide range of high performance training and research aircraft - from fighter jets, to transports, to helicopters. IFTI is staffed by a world-renown cadre of instructors with military and civilian test pilot experience. Interested students are invited to call 661-824-0631, or write: bcook@iftinstitute.com for more information and class schedules. For More Information Contact Scott Glaser International Flight Test Institute 661-824-0631 sglaser@iftinstitute.com SOURCE International Flight Test Institute http://www.prnewswire.com/news-releases/international-flight-test-institute-and-the- civil-aviation-administration-of-china-caac-sign-historic-flight-test-training-agreement- 300153805.html Back to Top CERTIFICATE OF MANAGEMENT IN AVIATION SAFETY Professional education seminars for aviation practitioners Embry-Riddle will host a variety of aviation safety focused executive education courses at its Daytona Beach Campus; all courses are offered in a face-to-face traditional classroom setting taught by subject matter experts from the aviation industry. Who Should Attend: These courses are tailored for industry professionals involved in the operations, management, and supervision of aviation organizations. What You Will Learn:The certificate is designed for participants interested in obtaining a strong safety foundation; the objective is to produce aviation industry professionals who are skilled in providing expertise in safety management and technical guidance on FAA, OSHA, DOT and EPA Compliance Issues. The certificate requires completion of three 5-day courses in Occupational Safety and Health & Aviation Ground Safety, Aviation Safety Program Management & Aircraft Accident Investigation and Management. REGISTER TODAY ONLINE ERAU FALL 2015 CERTIFICATE OF MANAGEMENT IN AVIATION SAFETY SERIES: OCT. 19-23, 2015: OSHA & Aviation Ground Safety Oct. 26-30, 2015: Aviation Safety Program Management Nov. 2-6, 2015: Aircraft Accident Investigation LOCATION: DAYTONA BEACH CAMPUS, FLORIDA CONTACT INFORMATION: Ms. Sarah Ochs, Director of Professional Programs Email: case@erau.edu Phone: (386) 226-6928 www.erau.edu/cmas iSMS - Safety Management System Training Back to Top Upcoming Events: Fundamentals of IS-BAO November 2, 2015 Hong Kong, China https://www.regonline.com/builder/site/Default.aspx?eventid=1724162 IS-BAO Auditing November 3, 2015 Hong Kong, China https://www.regonline.com/builder/site/Default.aspx?eventid=1724176 BARS Auditor Training October 6-8, 2015 Dubai, United Arab Emirates http://flightsafety.org/bars/auditor-training 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 New HFACS workshop Las Vegas December 15 & 16 www.hfacs.com 2016 DTI SMS/QA Symposium January 3, 4, & 5 2016 Disney World, FL 1-866-870-5490 www.dtiatlanta.com Back to Top JOBS AVAILABLE: *IOSA FLT Auditors *Experienced Trainers in the area of Safety Management Systems *Quality Control Specialist *Manager Quality Assurance and Quality Control Aviation Quality Services GmbH www.aviation-quality-services.com Flight Training Human Factors Specialist Emirates www.emirates.com/careers Curt Lewis