Flight Safety Information December 1, 2015 - No. 240 In This Issue JUDGES AUBERTIN AND ROBINSON TAKE OVER AIR FRANCE 447 "MASS DISASTER" CASE Indonesia to release AirAsia crash investigation report Rudder-System Failure Contributed to AirAsia Flight 8501 Crash Laser beams apparently aimed at U.S. military aircraft in Okinawa near Futenma Questions Raised as AF Hires Civilian Drone Pilots for Combat Patrols Drone pilots: The next generation El Al orders pilots not to wear uniforms when out and about in Europe New rules for drones not working - pilots (New Zealand) JetBlue Airways plans a more hands-on approach to training future airline pilots American Airlines Attendant Accused of Attacking Crewmates, Marshals PROS 2015 TRAINING Embraer S.A.: Embraer delivers its 1,200th E-Jet to Azul AI to raise bond amount for new pilots to stem poaching (India) TAG Aviation Receives HUD/EVS Operational Approval from UK CAA Electric Airplanes Poised to Transform Aviation Amazon's new helicopter/airplane hybrid drone points to exciting possibilities for jobsite deliveries American rolls out final heritage jet FRONTIER AIRLINES HIRING FLIGHT ATTENDANTS IN CHICAGO Embry-Riddle Aeronautical University Selects Diamond Aircraft DA42 Fleet The US military is killing a program that tried to launch satellites with fighter jets The crash site of Apollo 16's rocket booster has been spotted on the Moon Upcoming Events JOBS AVAILABLE (New Positions) JUDGES AUBERTIN AND ROBINSON TAKE OVER AIR FRANCE 447 "MASS DISASTER" CASE PARIS - After six turbulent years the Air France 447 criminal investigation has moved to a new "mass disaster" court division with a long name, Pôle Santé Publique et Accidents Collectifs du Tribunal de Grande Instance de Paris" Two well qualified judges, Nicolas Aubertin and Emmanuelle Robinson, may order further investigation of the Airbus 330 crash. Alternatively they could rule that a detailed 700 page technical report filed with Investigative Magistrate Sophie Zimmerman in 2012 is sufficient to recommend manslaughter prosecution of Airbus and/or Air France. The new investigative judges could also rule that there are insufficient charges to prosecute the case in a French criminal court. Parties to the case, including families of the 228 victims, Airbus, Air France and the pilots' union, SNPL, are all expected to file new motions shortly in the mass disaster court. The original 2012 technical investigation report on the June 1, 2009 Airbus 330 crash was based on thousands of pages of documents and interviews in Europe, Africa and South America. It paralleled a thorough French government Bureau d'Enquêtes et d'Analyses Pour la Sécurité de l'Aviation Civile (BEA) analysis. The 2012 BEA report attributed the worst crash in Air France history to multiple causes including incorrect flight director indications, loss of angle of attack protection and display to pilots, lack of training on how to handle abnormal air speed indication, absence of any visual information to confirm approach to stall after the loss of limit speeds, erroneous airspeed messages from the electronic centralized aircraft monitor (ECAM) and an obsolete high altitude stall recovery procedure. Some recommendations based on the BEA's analysis have been implemented. Many others, such as airline adoption of standby Angle of Attack indicators found on most military aircraft around the world, have languished. After the first investigation by court appointed experts, Airbus sought a rebuttal called a "Contre- Expertise" with a new team of experts including just one French aviator. Lawyers representing Air France and the Association of Families of Victims of Flight 447 wanted to appoint another expert of their choosing from a court approved list. Their request was rejected by investigative magistrate Zimmerman. She ruled that adding one more expert would slow down the "urgent" case and lead to further delays triggered by translating proceedings into all languages spoken by victims' families residing in 32 countries from China to Brazil. After the technical experts filed their "Contre-Expertise" highly favorable to Airbus in 2014, the Family Association and Air France moved to overturn it. They argued that exclusion of airline and family chosen experts from a special Airbus 330 check ride attempting to simulate Flight 447 violated French criminal code. The plaintiffs argued that their experts were entitled to ride along on the plane with the "Contre-Expertise" team. In addition the Family Association sought additional technical investigations on unanswered questions about the Airbus's performance after certain anti-stall protections were lost. This request and a motion to dismiss the "Contre-Expertise" was turned down in early 2015 by Zimmerman's successor, Investigative Magistrate Sabine Kheris. Air France and the Family Association, which includes members currently suing the airline for damages, appealed. The 42 page appellate court decision released last week overruled Kheris's order on the "Contre- Expertise." The new decision held that Judge Zimmerman violated the right of Air France and the Family Association to include an expert of their choosing. In addition to nullifying the "Contre-Expertise," the ruling struck from court records all evidence, testimony and exhibits gathered from the date of the overruled order. All this research is inadmissible in further proceedings. Airbus lawyers, highly critical of this decision, have said they may appeal. The Family Association applauded the decision. "We are pleased that the court has annulled the 'Contre-Expertise" because it "did not comply with legal requirements," said Danièle Lamy president of Entraide et Solidarité AF447. "The families expect a fair trial that establishes responsibility and sanctions the perpetrators without delay." The Family Association is expected to ask the new judges to close the investigation, arguing that the original 700 page technical report adequately covers the matter. If Robinson and Aubertin agree, they could move the case to a trial court. Airbus can also move for a new "Contre-Expertise" in the mass disaster court. Lawyers for the Family Association would oppose this action. If a move for a new "Contre-Expertise" is rejected, Airbus could appeal. If their attorneys prevail, a new team of experts might include investigators selected by opposing parties. As one of the attorneys representing victim's families explains: "Given the appellate court's decision, the Family Association and Air France would be expected to select their own experts from a court approved list to join the "Contre-Expertise" team. That means we would become a party to this investigation with all the rights enjoyed by Airbus. We'd also be able to include an expert of our choosing on any check rides or test flights. In addition we could potentially challenge the manufacturer on every point." Anticipating this possibility, the family association's technical expert, former Airbus 320 captain and union leader Gerard Arnoux, has already prepared a five page list of new questions for the mass disaster court and future experts. Some of these key issues have not been previously explored by the BEA or previous court investigators. It's possible that all of these new issues could become part of a second "Contre-Expertise". This would open the door to new testimony, exhibits and research. Portions of this review would challenge Airbus's position that technical difficulties outlined by the BEA report did not contribute to the crash. "If a new 'Contre-Expertise' goes forward", explains the plantiff's attorney, "we will have the opportunity to includeour expert,, submit new facts, request additional research and ask any questions we want. None of this happened on the first rejected 'Contre-Expertise.' Only Airbus was a party to that investigation." Should judges Robinson and Aubertin reject a new "Contre-Expertise" and order the case to trial, Airbus would not have the right of appeal. If the judges move to dismiss the entire case, the Family Association can appeal. Back to Top Indonesia to release AirAsia crash investigation report A part of the fuselage of the AirAsia Flight QZ8501, is seen in an image captured by the Remotely Operated Vehicle (ROV) on the Singapore Navy's MV Swift Rescue, in the Java Sea on January 14, 2015. Indonesia was set to publish the results of its investigation into last year's crash of an Indonesia AirAsia passenger jet on Tuesday, the first official explanation to the families of the 162 people killed in the disaster. The Airbus A320 crashed into the Java Sea on Dec 28 last year, less than halfway into a two-hour flight from Indonesia's second-biggest city of Surabaya to Singapore. It is one of a string of aviation disasters in Southeast Asia's biggest economy where rapid growth in air travel has overcrowded the country's airports and raised safety concerns. The report, to be released around 2.00 a.m. ET, is expected to offer the first official explanation of why flight QZ8501 disappeared from radar, after the Indonesian Transportation Safety Committee declined to publish its preliminary report. Among the facts released so far, the French first officer was at the controls just before the accident and a stall warning sounded in the cockpit, indicating that the jet had lost lift. The report is expected to focus in particular on whether any of the airplane's systems were faulty and how pilots responded. People familiar with the matter told Reuters earlier this year that investigators were examining maintenance records of a key part of the aircraft's control systems. According to reports, one of the pilots attempted to shut power off to the intermittently faulty computer by pulling circuit-breakers, a procedure not usually allowed in flight. Two sources told Reuters that the captain appeared to have left his seat in order to do so, but Indonesian investigators said in February they had not found evidence for this or that power was deliberately shut off. Experts say an outage of the so-called Flight Augmentation Computers would not directly cause the plane to crash, but without them pilots would have to rely on manual flying skills that are often stretched during a sudden airborne emergency. The report is not designed to attribute blame but to make recommendations to avoid future accidents. AirAsia Chief Executive Tony Fernandes has vowed to support the investigation and said in August the group had already ordered a review of its systems following the crash. Indonesia has seen two other major crashes in the past year including a military cargo aircraft that went down in an urban area in northern Sumatra in July, killing over 140 people on board and on the ground and prompting the air force to review its ageing fleet. Its handling of the high-profile investigation may be scrutinized by regulators in the European Union, where a majority of its airlines are banned from flying due to concerns about safety regulation. Indonesia AirAsia and flag carrier Garuda are not on the EU's so-called 'blacklist'. http://www.reuters.com/article/2015/11/30/us-indonesia-airasia- idUSKBN0TJ29620151130#m3fKw5b0u7SRyUwC.97 Back to Top Rudder-System Failure Contributed to AirAsia Flight 8501 Crash Problem had occurred previously in months before the crash A section of AirAsia Flight 8501's tail is loaded onto a boat for transportation to Jakarta on Feb. 7, 2015. JAKARTA, Indonesia-Indonesian crash investigators said an electrical problem and a resulting rudder- system error contributed to the crash of AirAsia Flight 8501 on Dec. 28, and that maintenance records showed the problem had been a recurring one in months before the flight. Pilots had to fly without autopilot before the plane stalled and crashed, investigators told reporters Tuesday. All 162 people aboard the jet, an Airbus A320, died when it crashed in waters off the coast of Borneo island en route to Singapore from the Indonesian city of Surabaya. Investigators from Indonesia's National Transportation Safety Committee said Tuesday that a cracked solder joint resulted in an electricity interruption that caused rudder failure. Maintenance-data analysis showed that the problem had been a recurring one in months before the crash. Electrical failure also led the autopilot system to disengage, leaving pilots to fly manually. Investigators said the flight crew's actions while flying manually led to the stall. Airbus said it had just received the final accident report and was carefully studying its contents. "Airbus has provided full technical assistance and expertise to the authorities in charge of the investigation," the company added. http://www.wsj.com/articles/rudder-system-failure-contributed-to-airasia-flight-8501-crash-1448956384 Back to Top Laser beams apparently aimed at U.S. military aircraft in Okinawa near Futenma NAHA, OKINAWA PREF. - Laser-like rays were beamed at U.S. military aircraft flying near the Futenma base in Okinawa five times since July 2014, an official with the U.S. Marine Corps said. The official said Monday that such flight-interfering activities "pose a threat to the safe operation" of aircraft at U.S. Marine Corps Air Station Futenma. While there have been no reports of injuries in relation to the beams, such strong lights could disable a pilot's vision and lead to a crash, especially when pilots are using a night vision device. A total of 48 U.S. military aircraft, including 24 MV-22 Ospreys, are stationed at Futenma, which is located in a crowded area in the city of Ginowan. After the U.S. Marines reported the incidents, the Okinawa Prefectural Police started an investigation on suspicion of forcible obstruction of business. The transport ministry said there have been at least 150 cases of lasers beamed at aircraft flying in Japan since July 2010. http://www.japantimes.co.jp/news/2015/12/01/national/crime-legal/laser-beams-apparently-targeted- marine-aircraft-near-futenma-base/#.Vl1Ra3arSUl Back to Top Questions Raised as AF Hires Civilian Drone Pilots for Combat Patrols MQ-9 Reaper The Air Force has hired civilian defense contractors to fly MQ-9 Reaper drones to help track suspected militants and other targets in global hot spots, a previously undisclosed expansion in the privatization of once-exclusively military functions. For the first time, civilian pilots and crews now operate what the Air Force calls "combat air patrols," daily round-the-clock flights above areas of military operations to provide video and collect other sensitive intelligence. Contractors control two Reaper patrols a day, but the Air Force plans to expand that to 10 a day by 2019. Each patrol involves up to four drones. Civilians are not allowed to pinpoint targets with lasers or fire missiles. They operate only Reapers that provide intelligence, surveillance and reconnaissance, known as ISR, said Air Force Gen. Herbert "Hawk" Carlisle, head of Air Combat Command. "There are limitations on it," he said. The contractors "are not combatants." Nonetheless, the contracts have generated controversy within the military. Critics, including some military lawyers, contend that civilians are now part of what the Air Force calls the "kill chain," a process that starts with surveillance and ends with a missile launch. That could violate laws barring civilians from taking part in armed conflict. The use of contractors reflects in part the Pentagon's growing problem in recruiting, training and retaining military drone pilots for the intensifying air war against Islamic State militants in Iraq and Syria. It is several hundred short of its goal of 1,281 pilots. The contractors are Aviation Unmanned, a small, 3-year-old company based in Addison, Texas, and General Atomics Aeronautical Systems Inc., a far-larger firm based in Poway, outside San Diego, that is the only supplier of armed drones to the Pentagon. A redacted Air Force document approving the classified contract with Aviation Unmanned notes that the "lack of appropriately cleared and currently qualified MQ-9 pilots is a major concern." The five-page document, dated Aug. 24, says the company will provide pilots and sensor operators for government-owned Reapers to help respond to "recent increased terrorist activities." A similar document, dated April 15, approved a classified contract to lease a General Atomics-owned Reaper and ground control station for a year and to hire the pilots, sensor operators and other crew members needed to fly and maintain it. The Reaper "is needed immediately" for surveillance and reconnaissance, the document states. Both documents black out the cost, as well as most details of the missions and sensors involved. The Reaper is a larger, heavier and more powerful version of the better-known Predator. Both are made by General Atomics. The Pentagon requires the Air Force to fly 60 combat air patrols with Predators and Reapers each day. They plan to ramp up to 90 patrols a day by 2019. Most are controlled from ground stations at Creech Air Force Base, near Las Vegas, command hub for Pentagon drone operations in Syria, Iraq, Afghanistan, Libya, Somalia, Yemen and elsewhere around the globe. An Air Force spokesman denied that the use of contractor pilots blurs traditional lines of military responsibility in a combat zone. "Planning and execution of these missions will be carried out under the same oversight currently provided for military aircrews, and the resulting sensor information will be collected, analyzed, transmitted and stored as appropriate by the same military intelligence units," the spokesman, Benjamin Newell, wrote in an email. General Atomics employees also provide logistics support, software maintenance, flight operations support, aircraft repair, ground control and other work on most Air Force drones. The company was paid more than $700 million over the last two years for those services, according to Air Force records. A General Atomics spokeswoman, Kimberly Kasitz, said the privately owned company had no comment for this article. Aviation Unmanned executives did not respond to repeated phone messages and emails over the last week. The little-known Aviation Unmanned was founded by a former Reaper pilot and instructor, and it provides aircraft, training and operations in support of commercial and government contracts, according to its website. The Pentagon's reliance on contractors is a relatively recent phenomenon. In 1991, the vast U.S.-led force that pushed Iraq's troops out of neighboring Kuwait in the Persian Gulf War was nearly 100% military personnel. That changed dramatically as the Pentagon cut its force, and weapons systems became more sophisticated. By 2010, the number of contractors in Iraq and Afghanistan had surpassed the number of U.S. military personnel and federal civilian employees, records show. The use of drones began in 1995 when the Pentagon used a Predator to gather intelligence during the Balkan wars. Their success persuaded Air Force commanders and intelligence officials to embrace the new technology. Today, nearly every airstrike or special forces ground raid in Iraq and Syria relies on live video or data from electro-optical infrared cameras, wide-area radars and other high-tech sensors on drones. How fully civilians should participate is a matter of intense debate in the Air Force. A lengthy article in the 2013 Air Force Law Review, a publication of the judge advocate general's office, contended that over-reliance on contractors in a combat zone risks violating international law that prohibits direct civilian participation in hostilities. It cites a Predator missile attack that killed 15 civilians in central Afghanistan in February 2010. Although the military piloted and operated the drone, the decision to fire a Hellfire missile "was largely based upon intelligence analysis conducted and reported by a civilian contractor." "It is imperative that Defense Department contractors not get too close to the tip of the spear," the author, Maj. Keric D. Clanahan, warned. The combat air patrols flown by drones involve six steps in the kill chain: Find the target, map the location, track its movements, aim a laser to pinpoint it, fire the missile and assess the damage. "The more closely related an activity is to the kill chain, the greater the likelihood the activity should be barred from contractor performance," he wrote. The article urged the Pentagon to "only allow military personnel to serve as aircraft pilots and ... sensor operators." In an interview, retired Air Force Gen. David A. Deptula, who was deputy chief of staff for intelligence, surveillance and reconnaissance, said he did not believe contractors are in danger of crossing the line into a combatant's role. "Weapons deployment only involves less than 2%" of drone missions," he said. Most flights provide aerial surveillance or intercept and analyze electronic emissions from the ground. But William D. Hartung, director of the arms and security project at the Center for International Policy, a left-leaning think tank in Washington, warned that there is a thin line between tracking an individual or vehicle and firing a deadly missile. "The best way to avoid this slippery slope is to prohibit any use of contractors to fly any mission involving drones," he said. "Military aircraft should be flown by military personnel, period." Mary Ellen O'Connell, a professor of international law at the University of Notre Dame, also expressed alarm at the growing civilian role. Military drones should be flown only by those who "wear a uniform [and] are trained in the law of armed conflict," she said. http://www.military.com/daily-news/2015/11/30/questions-raised-af-hires-civilian-drone-pilots-combat- patrols.html Back to Top Drone pilots: The next generation University of North Dakota student Megan Halek stands in the lobby of the Grand Forks school's aviation department in Grand Forks, N.D. Halek recently aced a training program to fly the Predator drone flown by U.S. Customs and Border Protection, but she doesn't meet what some believe are too strict of requirements by the agency. CBP says it needs to look at ways to get more pilots to fly unmanned aircraft. GRAND FORKS, N.D. -- Megan Halek could be the best unmanned aircraft pilot coming out of the University of North Dakota's highly regarded aviation program this year: She's aced a training program and has enough air experience to fly private jets worldwide. That won't be enough to land her dream job, flying the Predator drone for the U.S. Customs and Border Protection. Though she would enthusiastically take on a job that currently falls to federal pilots who'd mostly rather be up in the air, she's more than 1,300 hours short of the federal agency's required actual flight time and doesn't have the proper flying certificate. "The CBP has their standards, and rightly so. They're looking for qualified people," said UND aviation professor John Bridewell, who is Halek's faculty adviser. "But at some point you have to question if there's a trade-off between someone who simply has hours and this particular certificate versus someone who has capabilities and wants to be there." Officials said they are looking at changing their hiring practices -- especially since the majority of its pilot workforce is made up of baby boomer federal agents that must retire at 57 - -- but could not discuss specifics. Other agencies that fly drones, like some branches of the military, have less strict guidelines. Loosening the rules also could give students a stable, well-paying job out of college, rather than flying with regional airlines. Updating hiring practices is a debate worth having, given the many job openings on the horizon among its 1,200-strong staff, according to Max Raterman, who directs the CBP's Air and Marine Operations in Grand Forks. "I would say the agency is aware of the concerns of not being able to hire enough pilots," he said. "It's what to do about it." Steve Bodin, a civilian pilot who had about 3,500 flying hours when he was hired with CBP in 2009, said he'd rather be flying a plane than operating a drone. "You're going out and getting somewhere," the 32-year-old said. "The unmanned is cutting-edge stuff and we're at the front line of it so this is interesting. But it's not flying." The Predator drone -- a $13 million piece of equipment -- is the most difficult plane, manned or unmanned, that Bodin said he has to land. It's harder to feel connected to a drone, he said. "When you are flying a real airplane you can feel that kinetic sense, you have a peripheral view. You can sense the ground coming up, stuff like that," he said. "With the unmanned, there's no sound, there's no feeling, there's no rumbling or anything in there. "It's all what you perceive out of a video monitor. It's a 2D plane and it's all pretty much reactive." Halek decided from the first day of college that she wanted to major in unmanned aircraft. "I am a pilot. I love being in the sky," said the 22-year-old who's set to graduate next month. "But this is something new and a platform I had my eye on since day one. I want to be in a program that is up and coming." Raterman acknowledged that many college pilots have the technological savvy and the interest in flying unmanned aircraft. "I think that will be helpful, but is that enough?" he asked. "As an emerging technology and platform, I do think it's going to sort itself out. I think we're all going to look back one day and say we were there back in the day when we were deciding this (hiring) model." http://www.dailyherald.com/article/20151128/business/151129361/ Back to Top El Al orders pilots not to wear uniforms when out and about in Europe Israeli national airline also bars pilots from staying overnight in Brussels, amid ongoing terror fears El Al has reportedly ordered its pilots not to stay overnight in Brussels, and not to wear their uniforms when out and about in several European capitals. Channel 2 News reported Monday that the new measures were introduced as a consequence of raised fears of terrorism in Europe in the wake of the November 13 Paris terror attacks. An El Al spokesman declined to comment on company security procedures. Belgium raised its terror alert to the highest level in the aftermath of the Paris attacks, as it searched for suspects linked to the bloodbath in France. And though it has since reduced that alert by one level, El Al has barred its pilots from staying overnight in Brussels, and ordered that they must fly back the same day, the TV report said. It added that El Al pilots have been told not to wear their company uniforms in several unspecified European capitals, so as not to be easily identifiable and thus potentially more vulnerable to terrorism. http://www.timesofisrael.com/el-al-orders-pilots-not-to-wear-uniforms-when-out-and-about-in-europe/ Back to Top New rules for drones not working - pilots (New Zealand) New rules for using drones in New Zealand skies - introduced four months ago - are not working, airline pilots say. Under the new regulations, Civil Aviation Authority (CAA) certification is required for anyone wanting to operate a drone at night, into controlled airspace, beyond the line of sight or above 120m. The rule change was prompted by a growing number of incidents involving drones. In 2011, just one incident was reported to the CAA but dozens had already been reported by the middle of this year. When the new rules were introduced in August, the government argued they would be the best way to regulate a growing business with minimum red tape. But New Zealand Air Line Pilots' Association technical director Rob Torenvlied said the use of drones was spreading fast, and sooner or later one would endanger an aircraft. He had two special requests, he said. "For drones to be registered, so they can be traced to a particular owner, and also drones need to be fitted with some kind of see-and-avoid technology, so the pilots can be aware of a drone operating in the vicinity of an aircraft." Mr Torenvlied said the current rules were hard to enforce. http://www.radionz.co.nz/news/national/291013/new-rules-for-drones-not-working-pilots Back to Top JetBlue Airways plans a more hands-on approach to training future airline pilots NEW YORK - JetBlue wants to recruit a few flight students with no flying experience and train them to become pilots. The airline says applicants would still need to meet minimum requirements including 1,500 hours of flying experience before operating one of its planes. JetBlue said Monday it only plans to put 24 students through the training. The airline has about 2,600 pilots. Still, if JetBlue's request is approved by federal officials it would break from a long-standing pattern in the United States. Airlines once got most of their pilots from the military. In recent years, many have been aviation school graduates who gained the necessary flying experience on their own, doing everything from towing advertising banners to working as flight-school instructors. Some airlines that operate small planes for American, United and Delta have reported a worsening shortage of pilots since the Federal Aviation Administration raised the minimum-experience bar to 1,500 hours in 2013 - from a previous 250 hours - after a crash near Buffalo that killed 50 people. One regional airline, Republic, cited a pilot shortage in reducing its flights this year, and the smaller airlines have lobbied to roll back the 1,500-hour requirement. Unions say there are plenty of available pilots if regional airlines would raise pay, which they say starts around $21,000 a year at some regionals. JetBlue Airways Corp. spokesman Doug McGraw said his airline is not experiencing a pilot shortage and gets "thousands" of applicants. He said the proposed new training program, called Gateway 7, would not replace the airline's six current pilot-recruitment programs. McGraw said the program would be designed for people with little or no aviation experience. He called it a competency-based approach that borrowed from programs run by the U.S. military and foreign airlines. New York-based JetBlue would hire an outside company to provide the early part of training. Officials did not describe how the applicants would reach 1,500 flying hours, saying such details were still being finalized. The JetBlue plan was first reported by Bloomberg News. The Air Line Pilots Association, which represents JetBlue pilots, declined to comment. http://www.startribune.com/jetblue-considers-a-new-approach-to-training-pilots/359105411/ Back to Top American Airlines Attendant Accused of Attacking Crewmates, Marshals An American Airlines flight attendant who described herself as "crazy" and a "train wreck" attacked fellow crew members and U.S. marshals during a flight from Charlotte, North Carolina, to Frankfurt, Germany, last week, according to documents filed in federal court. The complaint, filed Wednesday in U.S. District Court in Charlotte, says Joanne Snow is charged with interference with flight crews and attendants, and with assaulting, resisting or impeding an officer or employee of the United States. Snow was scheduled to appear in court Monday, but the appearance was canceled. American Airlines spokeswoman Katie Cody said the airline is cooperating with federal law enforcement in an investigation and is working directly with employees. Asked about Snow's status with the airline, she declined to comment. In an affidavit, federal air marshal Joseph Fialka says Snow's fellow flight attendants told him she was acting erratically. He said they had requested that she not work the flight, but American Airlines management didn't remove her. "Before we even departed Charlotte, Snow made several unsolicited comments to me that she was 'crazy' and a 'train wreck,'" Fialka said. "I have worked around Snow several times prior to this. Her behavior on Nov. 23 and 24, 2015, was exceptionally unusual." Fialka said that while Flight 704 was en route, one flight attendant told him that Snow slapped her in the face while they were in the aircraft's middle galley. Around 45 minutes later, he said Snow shoved him several times on his shoulder and arm as he was seated. She then went to the back of the plane, where Fialka said she grabbed the collar of another air marshal. About 90 minutes after that incident, Fialka said he was talking with another air marshal when Snow became upset and hit him in the chest with an open palm. He said her behavior continued for the rest of the flight, adding that Snow's fellow attendants were intimidated and unable to perform their duties. Fialka said Snow and the same crew were assigned to the return flight from Frankfurt to Charlotte on Nov. 25. He said Snow "appeared to be mentally unstable on this flight as well." He said when the plane reached Charlotte, the crew and the air marshals attempted to seek help for Snow, but she became more agitated and upset. "I noted that she screamed 'The Air Marshals are gonna get me!" he said, adding that when Snow tried to get past the passport control officer, he told her she would be detained if she didn't stop. She was eventually handcuffed and taken to an interview room, but Fialka said her tirade turned physical before she got there. "She sat down and laid completely on her side," he said. "When I reached down to lift her back up she kicked me approximately five or six times, striking both my legs." Fialka said he needed help from other law enforcement officers to get her to the interview room. http://www.nbcnews.com/business/travel/american-airlines-attendant-accused-attacking-crewmates- marshals-n471576 Back to Top Back to Top Embraer S.A.: Embraer delivers its 1,200th E-Jet to Azul SAO JOSE DOS CAMPOS, Brazil, Nov. 30, 2015 /PRNewswire/ -- Embraer delivered today, in a ceremony held at the Company's headquarters, in Sao Jose dos Campos, the 1,200th aircraft of the E-Jets family. The commemorative aircraft, an E195 model, was received by Azul Linhas Aereas Brasileiras S.A., a Brazilian airline, which operates the largest fleet of this jet type in the world. "It's a joy to share such an important moment of the E-Jets program with our friends at Azul," said Paulo Cesar Silva, President & CEO, Embraer Commercial Aviation. "Just as the E-Jets have been key to Azul's growth and consolidation, the airline was instrumental in popularizing the E-Jets with Brazilian passengers, who have discovered a new way to fly, with live TV and without the middle seat, among other innovations. Together, both companies elevated the standards of efficiency and comfort in Brazilian aviation. The celebration of this E-Jet delivery is an expression of affection and admiration by all of us at Embraer to everyone who made Azul such a great success." "This is a remarkable moment for Azul and Embraer. We are today the largest E195 operator in the world and we are proud of that. We transport thousands of Brazilians in a genuine Brazilian aircraft every day, always providing comfort and safety," said Antonoaldo Neves, President of Azul. "We truly believe that the decision to utilize Embraer products for the creation of Azul was key to the success of the Company. The E-Jets are recognized for reliability and flexibility." The first delivery of an E-Jet to Azul occurred in December 2008, making it the first Brazilian airline to operate an aircraft from this family of commercial jets. The initial agreement was for 36 firm orders: 31 E195 and five E190 jets. Today, the airline has a total of 88 E-Jets in operation. In May 2015, Embraer and Azul signed a purchase agreement for 50 E195-E2 jets, with 30 firm orders and 20 additional purchase rights. The first delivery is scheduled for the second quarter of 2020. Embraer is the only manufacturer to develop a modern family of four airplanes specifically targeted for the 70 to 130-seat segment. Since the formal launch of the program, in 1999, the E-Jets have redefined the traditional concept of regional aircraft to operate in other markets, flying with traditional airlines, low cost and regional as well as charter companies. The E-Jets family entered revenue service in 2004. Currently, E-Jets are flying with 70 airlines from 50 countries, holding a 60% market share, based on deliveries, in the segment of jets with capacity up to 130 seats. About Azul Linhas Aereas Brasileiras S.A. Azul Linhas Aereas Brasileiras S.A. is the airline with the greatest number of destinations served in Brazil. The company has a fleet of 140 aircraft, more than 10,000 employees, over 900 departures per day, 100+ destinations being served, and one-third of all the departures in the country. The quality of its services has been proven by many national and international awards. In 2015 Azul was named by Skytrax World Airline Awards, for the fifth time in a row, as the "Best low-cost airline in South America.". The company also received the FlightStats Award as the "Airline with best on-time performance in South America" in 2013, and was recognized as the most on-time airline in Brazil, in 2014, according to Infraero criteria. That same year, the company was named the "Best low-cost carrier in the world" by CAPA - Centre for Aviation. For more information visit www.voeazul.com.br About Embraer Commercial Aviation Embraer is the world's leading manufacturer of commercial jets that seat up to 130 passengers. Nearly 900 aircraft from the 37, 44, and 50-seat ERJ 145 family of regional jets have been delivered to airlines since their introduction in 1996. The E-Jet family includes four larger aircraft that have between 70 and 130 seats. The E170, E175, E190, and E195 set the standard in their category with their advanced engineering, high degree of efficiency, spacious, ergonomic cabins with two-by-two seating, and attractive operating economics. Since E-Jets entered revenue service in 2004, Embraer has received almost 1,700 firm orders for this aircraft family. More than 1,200 have been delivered. In 2013, Embraer launched E-Jets E2, the second generation of its E-Jets family of commercial aircraft comprised of three new airplanes - E175-E2, E190-E2, E195-E2 - seating from 70 to 130 passengers. The E190-E2 is expected to enter service in the first half of 2018. The E195-E2 is slated to enter service in 2019 and the E175-E2 in 2020. http://www.prnewswire.com/news-releases/embraer-sa-embraer-delivers-its-1200th-e-jet-to-azul- 300185312.html Back to Top AI to raise bond amount for new pilots to stem poaching (India) Air India is in the process of raising bond amount for the new pilots boarding the airline, in a bid to stem their migration to the rivals after acquiring high-cost training at the expense of the national carrier. Air India currently spends a whopping Rs 25-60 lakh on training of a new entrant to fly a particular type of aircraft after his or her induction, which needs to be recovered if the pilot leaves airline before the mutually agreed time, sources said. The airline had made new pilots sign a bond of Rs 2.5 lakh to Rs 14 lakh in the recent past, which is now being revised upwardly, they said. "We spend huge sums on type-rating these pilots. However, at times, these well-trained pilots get poached by the rival carriers, who put them direct into flying without any additional training or incurring an extra cost," they added. As many as 98 trained pilots quit Air India between April 1, 2014, and October 30 this year . http://www.thehindu.com/news/cities/mumbai/ai-to-raise-bond-amount-for-new-pilots-to-stem- poaching/article7934102.ece Back to Top TAG Aviation Receives HUD/EVS Operational Approval from UK CAA TAG Aviation (UK) Ltd has been granted approval to use less restrictive instrument approach minimums, in line with EASA regulations, through the use of HUD/EVS technology on aircraft it operates that are equipped with these systems. Enhanced vision systems incorporate sensing technology to improve a pilot's ability to detect objects - such as runway lights or terrain - that may otherwise not be visible. The image produced from the sensor and/or image processor can be displayed to the pilot in a number of ways including use of a HUD. The system can be used in all phases of flight and can improve situational awareness. In particular, infra-red systems can display terrain during operations at night, improve situational awareness during night and low-visibility taxiing, and may allow earlier acquisition of visual references during instrument approaches. As part of the approvals process TAG Aviation developed a training programme, associated operational techniques and standard operating procedures in order to equip its crews with the skills and knowledge required to effectively operate these state-of-the-art systems. "The HUD/EVS approval and training permits crews to fly to an approach in visibility worse than the normal minimum, allowing a decent of 100' above the runway in bad weather, rather than the usual 200' ", said Captain David Clarke, Deputy Chief Pilot, TAG Aviation UK, who was responsible for the approvals submission to the UK CAA. About TAG Aviation TAG Aviation has pioneered industry standards in business aviation client service, safety systems, operational excellence and bespoke training, with a history dating back to 1966. TAG Aviation is a global company that includes TAG Aviation Europe, TAG Aviation Asia in Hong Kong and TAG Aviation Middle East in Bahrain. The company offers a broad range of business aviation services including aircraft management, charter, maintenance and FBO/handling. Globally, TAG Aviation manages a fleet of over 120 aircraft, with around 50 available for charter. (More) The company also provides comprehensive maintenance and engineering services in nine locations (Geneva, Sion, Farnborough, Paris, Clermont- Ferrand, Madrid, Lisbon, Hong Kong and Lomé). The company is headquartered in Geneva, Switzerland and comprises of operating centres in Geneva, Farnborough (London), Madrid and Hong Kong. TAG Aviation's FBO facilities in Geneva and TAG Farnborough Airport, a sister company, have repeatedly been rated among the top three FBOs worldwide. TAG Aviation employs over 1,200 aviation professionals worldwide including nearly 600 pilots and cabin crew. TAG Global Training, TAG Aviation's training division, trains an average of 3,000 aviation professionals each year. www.tagaviation.com http://www.aviationpros.com/press_release/12143659/tag-aviation-receives-hud-evs-operational- approval-from-uk-caa Back to Top Electric Airplanes Poised to Transform Aviation By Alex Vanover When I started taking flying lessons in 1998, one thing that surprised me was the relatively primitive engines that modern airplanes use. These are engines that have more in common with tractor engines than the reliable high-tech automotive engines we all drive behind. Would you be surprised if I told you that in the year 2015 most brand new airplanes have engines that use carburetors with primers and chokes? Not only that, but these engines also require you to manually adjust the fuel mixture as you ascend and descend. And to top it all off, these engines require fuels with lead additives to operate. How can this be when we live in an age of fuel injection and electronic ignition? How can this be when we just turn the ignitions in our cars and drive, never giving so much as a thought to how our engines operate? Federal regulations -that's why. Surprised? You shouldn't be. The Federal Aviation Administration (FAA) long ago put in place strict regulations on aircraft engines that were supposed to ensure that only engines that have gone through a long and arduous testing process would be approved for use in certified aircraft. It was for our safety, we were told. The implementation of these regulations, however, backfired in one big way: The regulations were so strict that it became prohibitively expensive for engine manufacturers to test new engine designs. This caused aircraft engine technology to lag decades behind automotive engine technology. It simply became too expensive to develop and test new engine designs due to the strict new rules. There is one category of aviation, however, where people are free to experiment and test new designs with limited government oversight. That category of airplanes is called...wait for it...the experimental aviation category. Experimental airplanes are what we most commonly refer to as home built airplanes or kit planes. These are airplanes that amateurs build in their garages from either plans or kits they purchase. Airplanes built in the experimental category can use a wide range of engines, including automotive engines adapted for airplane use. And with the rapid advancement of battery technology, it was only a matter of time before someone attempted to build an all-electric airplane in the experimental category. One particular electric airplane design has already hit the market, the ElectraFlyer , an ultralight design with an enclosed cockpit. Even some big-name aviation companies are researching electric-powered airplanes like Airbus, EADS, Boeing, and others. Airplanes equipped with electric motors have several advantages over those powered by internal combustion engines. Just a few of these advantages include: * Instant starting (no fumbling around with primers or chokes); * Near-silent operation (no upsetting the neighbors); * No engine vibration for smooth operations; * Solid-state motors (no need for oil changes, expensive overhauls, or carburetor cleanings); * No need to handle dirty, smelly fuels; * Affordable operations (electricity costs just a tiny fraction of the cost of expensive aviation fuel); * Motors can be easily stopped and restarted in-flight (for glider operations). As the technology continues to mature, it is inevitable that the FAA will eventually have to allow electric motors to be used in certified airplanes. Once this happens, we will see a massive technology leap in aviation propulsion systems. Aviation companies will essentially get to skip over newer technologies proven in the automotive sector (like fuel injection and electronic ignition) and go straight to motors powered by electrons. The end result will be airplanes that are more reliable than ever before with simplified operations and reduced operating costs. https://tech.co/electric-airplanes-poised-transform-aviation-2015-11 Back to Top Amazon's new helicopter/airplane hybrid drone points to exciting possibilities for jobsite deliveries Amazon's new hybrid delivery drone design can reach speeds of up to 55 mph. Amazon has released the first design update on its 'Prime Air' drone delivery program since releasing footage of a prototype nearly two years ago. In that time the company has pushed for the Federal Aviation Administration to speed up the process in establishing commercial drone regulations, but beyond that, we haven't seen much of the unmanned aircraft Amazon is actually developing. In the video update below, starring former Top Gear host Jeremy Clarkson, we see Amazon's latest drone, capable of accepting payloads through a set of bomb bay-like doors before initiating a vertical takeoff. But as Clarkson describes in the video, unlike the quadcopter prototype uneveiled in 2013, this new drone features a hybrid design: part helicopter, part airplane. After reaching altitude, the aircraft's rear propellers kick in, allowing horizontal flight. Amazon says this horizontal flight path is much more battery efficient and enables the drone to hit speeds up to 55 miles per hour to reach destinations up to 15 miles away. And, as has been the case since the beginning, the online retailer continues to promise deliveries through this drone service in 30 minutes or less. In the video, the family has set out a landing pad the drone can "see" (speaking of which, this new design also features an obstacle avoidance system) and upon finding it, gently hovers down and drops off the package. Amazon says this is just one of several drone designs it has worked up and in the video Clarkson says the company has different designs for navigating different environments. And probably the most striking thing about this new design is just how big it is. It engulfs the shoebox in the video and in the photo above it looks massive in comparison to the conveyor belt to its left. More so than what Amazon specifically plans to do with these designs, we're more excited to see how both the drone and logistics industries as a whole affected by Amazon's innovation. While it's cool to imagine 30-minute home delivery, just think about how useful that type of thing could be on the jobsite whenever you need a part or a tool. Just imagine calling up your equipment dealer, or making a couple of quick taps on a manufacturer's app, and 30 minutes later, here comes exactly what you need. Updates like this prove it's not too far off. While Amazon has got to refine this experience at a huge scale, that's not so for equipment dealers. Once they get the technology in their hands, all they have to worry about is staying within FAA regulations (which this type of thing most assuredly will be) and locating their http://www.equipmentworld.com/amazons-new-helicopterairplane-hybrid-drone-points-to-exciting- possibilities-for-jobsite-deliveries/#sthash.HuXWH18c.dpuf Back to Top American rolls out final heritage jet American Airlines has unveiled its AirCal heritage livery, the final aircraft in its fleet showcasing the liveries of its predecessors. The Boeing 737-800 (registration N917NN, MSN 29572) wears a modified version of the livery AirCal introduced in 1981. The Newport Beach, California-based carrier merged with American in 1987. The livery joins the Reno Air and Trans World Airlines (TWA) heritage liveries that American has unveiled during the past month. Reno Air merged with American in 2000 and TWA in 2001. The heritage liveries have proved popular since they were first introduced by US Airways following its merger with America West Airlines in 2005. The fleet included Allegheny Airlines, America West, Pacific Southwest Airlines (PSA) and Piedmont Airlines liveries and has been expanded to include the AirCal, Reno Air, TWA and US Airways liveries since the carrier disappeared into American this October. The aircraft are popular with employees and customers alike, with American repeatedly highlighting the aircraft in its employee newsletter. While Fort Worth-based American is finished with its heritage liveries, it will continue to repaint US Airways aircraft in the American colours through the end of 2016. https://www.flightglobal.com/news/articles/picture-american-rolls-out-final-heritage-jet-419582/ Back to Top FRONTIER AIRLINES HIRING FLIGHT ATTENDANTS IN CHICAGO CHICAGO (WLS) -- Frontier Airlines says it is recruiting more than 500 new flight attendants, primarily to be based out of the airline's new crew base in Chicago. Prospective flight attendants must be at least 21 years old, hold valid passports and be willing and able to meet the company's dress code. They also must be willing to work nights, weekend and holidays. Customer service and sales backgrounds are preferred Frontier will host a meet and greet for interested candidates at 10 a.m. on Tuesday, Dec. 8 at the Doubletree Hotel in Arlington, Ill. For more information and to apply online, visit flyfrontier.com . http://abc7chicago.com/careers/frontier-airlines-hiring-flight-attendants-in-chicago/1104075/ Back to Top Embry-Riddle Aeronautical University Selects Diamond Aircraft DA42 Fleet Peter Maurer, president of Diamond Aircraft Industries, and Dr. John Watret, interim president of Embry- Riddle Aeronautical University, pose in front of a new Diamond aircraft at NBAA 2015, in Las Vegas. Embry-Riddle Aeronautical University has selected the AUSTRO ENGINE jet-fuel piston engine-powered Diamond Aircraft DA42-VI to provide multiengine training at its Daytona Beach, Florida campus. Delivery of the fleet of 10 aircraft will start April 2016 with all aircraft scheduled to be in place prior to the start of the Fall 2016 semester. Compared to conventional powered twins, the fleet of 10 aircraft is expected to generate more than $3 million in fuel savings alone, over the next eight years. The DA42-VI is the newest version of Diamond's technology leading light piston twin, the first certified general aviation piston aircraft to combine modern technology airframe, avionics and powerplants. Nearly 1,000 DA42's have been delivered since its introduction 10 years ago, outselling all other certified piston twins combined. The all-carbon composite DA42's are equipped with efficient, clean and reliable turbo-diesel AUSTRO engines, Garmin G1000 with 3-axis Automatic Flight Control System and optional electrically driven air conditioning. "We are proud of our long standing relationship with Embry-Riddle and commend them on their vision regarding new technologies," said Peter Maurer, President and CEO of Diamond Aircraft Industries Inc. (Canada). "These aircraft are expected to be in operation at Embry-Riddle through 2024 and as such it was of particular importance for the university to consider the advanced technology offered by Diamond. The sophistication and advanced technology of the DA42 commands a higher retail price than conventional flight training twins; however it is the total cost of ownership, especially the incredible fuel cost savings, which is the deciding factor. We are particularly proud of the exemplary safety record that the DA42 has accumulated in North America." Embry-Riddle has the largest suite of DA-42 of any flight training institute of higher education in the United States and Canada. The university's Daytona Beach campus had the benefit of being able to scrutinize the operational experience of the fleet of DA42's operating at its other residential campus that offers flight training in Prescott, Arizona, where the average fuel burn of only 10.4 gph of jet fuel and superior high density altitude performance have made them the favourite. The Prescott campus continues utilizing its existing four DA42's as part of its training fleet. "Our strong relationship with Diamond within both of our flight programs at our Daytona Beach and Prescott campuses combined with the advanced technology, a shared commitment to being environmentally responsible and the simple fact that our students love flying them makes this an exciting step forward for our university," said Ken Byrnes, Chair of the Flight Department at Embry-Riddle's Daytona Beach campus. "The completely modernized aerodynamics, airframe, jetfuel piston engines and glass cockpit appeal to the students, while the low-noise signature and eco-friendly design and functionality are important not only to the university, but our local community." About Diamond Diamond produces a full range of high quality certified all composite aircraft including the 2 seat DA20, the 4 seat DA40, 4 seat twin engine DA42 and 7 seat twin engine DA62. Diamond uses proprietary lead-free jet fuel piston engines, made by Austro Engine GmbH of Austria, for the DA40, DA42 and DA62. Diamond applies modern technologies to achieve high fuel efficiency, low noise, excellent performance and safety. Our aircraft are flown by private pilots and professional flight training operators and institutions worldwide. The entire Diamond range is distributed and supported in the USA and Canada by Diamond Aircraft Industries Inc. (Canada). For more information about Diamond Aircraft Industries Inc. (Canada) go to: www.diamondaircraft.com http://news.erau.edu/top-news/embry-riddle-aeronautical-university-selects-diamond-aircraft-da42- fleet#sthash.QlYt9lzh.dpuf Back to Top The US military is killing a program that tried to launch satellites with fighter jets The US military research lab that funds some of the most important (and terrifying) scientific work out there is scrapping a program that would have launched satellites with fighter jets, after the next- generation rocket fuel involved turned out to be a little too explosive. DARPA, the Defense Advanced Research Projects Agency, had tasked contractors at Orbital ATK and Boeing to help it develop a system to launch small satellites with 24 hours notice for less than $1 million. The team came up with a rocket utilizing a new propellant called NA-7 and designed to be launched from the bottom of an F-15 jet fighter. It hopes to test the program, called Airborne Launch Assist Space Access (ALASA), multiple times in 2016. But unmanned tests conducted this year revealed a problem with the new, high-powered fuel, which attempts to combine in one fluid the two components in liquid rocket engines-an oxidizer and the fuel itself, typically liquid oxygen and a kind of high-grade kerosene. Two on-the-ground tests of the new fuel resulted in explosions, according to officials interviewed by Space News, and the substance was determined to be too volatile to be carried by a piloted plane. "From a performance standpoint it's still great but from a safety standpoint you have to work that out," Brad Tousley, who supervises the program for DARPA, told Space News. "As of present, we've stopped planning for any launches." The team behind the research intends to keep developing the propellant, possibly for ground-based launches. A unified rocket fuel would simplify the incredibly complex plumbing inside of a rocket engine, but the reason why engineers have typically separated the two components has become apparent in these tests. Efforts to rapidly launch small satellites on the cheap won't end here, though, as governments and private companies alike seek to enhance satellite development by making rapid prototyping possible. Creating more flexibility for satellite operators at a time when launches take months, if not years, of planning remains an important goal. Another promising effort comes from Rocket Labs, a startup that electrified a key component in rocket engines, the turbopump, in a bid to create a more efficient engine. The company hopes to test its rocket in 2016 and begin a low-cost, high-tempo small satellite launch business by 2017. http://qz.com/561628/the-us-military-is-killing-a-program-that-tried-to-launch-satellites-with-fighter-jets/ Back to Top The crash site of Apollo 16's rocket booster has been spotted on the Moon Still need proof that humans went to the Moon? A researcher has finally found the impact crater where the Apollo 16 rocket booster crashed on the Moon, almost 44 years later. The Apollo 16 mission was the fifth NASA mission to land humans on the Moon and return them safely to Earth, and as one of the crew's experiments, they crashed their Saturn V stage 3 booster onto the Moon's surface after it had propelled them safely into lunar orbit. The experiment allowed them to perform seismic measurements to try to investigate the interior of the Moon. Unfortunately, a malfunction meant that the tracking data for the rocket got lost, so there's been long-standing uncertainty as to exactly where the booster crashed. But now Jeff Plescia, a physicist from Johns Hopkins University, who's become an expert at locating lost hardware on extraterrestrial surfaces, used high-resolution images produced by the LROC system on board NASA's Lunar Reconnaissance Orbiter to find the missing impact crater. "I did finally find the Apollo 16 SIVB crater," Plescia told Leonard David over at Inside Outer Space. "It looks like the others, but its position was much more poorly defined since the tracking was lost prior to impact." The Apollo 16 mission was the second last Apollo program, and it included astronauts John Young, Thomas Mattingly II, and Charles Duke, Jr., who famously left his family portrait on the surface of the Moon. The mission launched from Florida on 16 April 1972, and Young and Duke used the lunar lander Orion to touch down in the Descartes Highlands of the Moon. Even though the astronauts struggled to find out exactly what was happening beneath the surface of the Moon, we now know more than ever thanks to the Lunar Reconaissance Orbiter. In fact, NASA scientists have been able to detect that our planet's gravitational pull is forming cracks in the lunar surface and could be causing moonquakes. But without a seismic sensor network set up on the Moon, we're can't test that hypothesis just yet. Still, it's pretty cool that more than 40 years later we can still see traces of human activity on the Moon using a satellite that we put into space. And just in case you're feeling nostalgic about the golden days of space exploration, don't worry, NASA is just about to open up applications for astronauts for their mission to Mars, and there's no age limit. We just hope someone packs one of these bad boys to play around with on the Red Planet: http://www.sciencealert.com/the-crash-site-of-apollo-16-s-rocket-booster-has-been-spotted-on-the-moon Back to Top Upcoming Events: Unmanned Aircraft Systems (UAS) Seminar (ERAU) Dec. 8-10, 2015 Daytona Beach, FL www.erau.edu/uas Gulf Flight Safety Council(GFSC) - Safety Summit December 9-10, 2016 Dubai, UAE www.gfsc.aero 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 6th European Business Aviation Safety Conference 2016 February 23-24, 2016 Frankfurt, Germany www.ebascon.eu 2016 Air Charter Safety Symposium | Safety: A Small Investment for a Rich Future March 8-9, 2016 | NTSB Training Center | Ashburn, VA http://www.acsf.aero/events/acsf-symposium/ CHC Safety & Quality Summit | Back to Basics: Prioritizing Safety in a Challenging Economy April 4-6, 2016 Vancouver, BC www.chcsafetyqualitysummit.com BARS Auditor Training Washington, DC Tuesday-Thursday 5-7 April http://flightsafety.org/bars/auditor-training Back to Top JOBS AVAILABLE: Deputy Director of Flight Operations & Technical Services Helicopter Association International https://www.rotor.org/AboutHAI/Employment.aspx Position Available: Airline Safety Manager - Investigation (Engineering) Cathay Pacific https://career10.successfactors.com/career?_s.crb=Q%252ffWkAOt5SsrsXlBnG3GK%252bmGYsU%253d Auditors Needed Wyvern Consulting, Ltd James.nicoletti@wyvernltd.com Curt Lewis