Flight Safety Information April 13, 2016 - No. 072 In This Issue Malaysia Airlines MH370 Searchers Lose 2nd Sonar Device in 3 Months Boeing 777 Air Turn back - Inflight Electrical Odor Britten-Norman BN-2 Islander Fatal Accident (Papua New Guinea) Polish presidential plane pilots 'ignored dispatcher warnings', new data confirms LAX To Test Readiness For Aircraft Accident Emirates identified as customer for two more A380s First Production 737 MAX Set To Emerge From Renton Line Hawaii set to take off as FAA drone testing site FAA restores sim time for instrument rating AOPA joins industry letter supporting uniform UAS regulation Israel Air Force Offers to Shorten Hundreds of Pilots' Contracts in Cost-cutting Move Swiss group buys Airbus jet for zero-gravity flights Aviation Partners Winglets Conserve Six Million Gallons of Jet-A PhD Research Request Graduate Research Request 1st Risk Culture Survey Malaysia Airlines MH370 Searchers Lose 2nd Sonar Device in 3 Months Trying to find a needle in a haystack while battling some of the roughest seas in the world, experts hunting for traces of missing Malaysia Airlines Flight MH370 are already facing a daunting task. Their mission just got harder after they managed to lose a state-of-the-art piece of equipment - for the second time. The search operation revealed details Wednesday of how it came to lose its second "towfish," an underwater sonar device dragged behind ships that scans the seabed for debris. Image: The Remora III, the remotely-operated vehicle (ROV) being used in the search The Remora III, the remotely-operated vehicle that will try to find and recover the lost towfish. Phoenix International The yellow, torpedo-shaped unit was attached to an 1,800-pound weight to keep it floating from the surface when "the failure of a tow cable connector resulted in the loss of the ... towfish and the attached depressor," the Joint Agency Coordination Centre (JACC) said in statement. With the towfish likely thousands of feet down on the seabed, a remote-controlled submersible was flown in from the United States and dispatched aboard a ship from Australia on Monday, the JACC said. Related: MH370 Search Will End This Summer, Official Says It was the second time a towfish has been lost by the MH370 operation in less than three months. In January, one of the devices was temporarily lost after it crashed into a 7,400-foot underwater volcano before being recovered around a week later. A spokesman for the JACC told NBC News on Wednesday that the search operation has three towfishes and he was not sure whether the same device had been lost twice. Image: Map of the MH370 search operation Map showing the progress of the underwater search for missing Flight MH370. Phoenix International The enormous search operation has covered more than 38,000 square miles of a planned 46,000-square- mile search area - but it has not found a trace of the airliner that crashed on Mar. 8, 2014. The Boeing 777 was carrying 239 passengers and crew when it disappeared from radar while flying from Kuala Lumpur to Beijing. http://www.nbcnews.com/storyline/missing-jet/malaysia-airlines-mh370-searchers-lose-2nd-sonar- device-3-months-n555191 Back to Top Boeing 777 Air Turn back - Inflight Electrical Odor Date: 12-APR-2016 Time: ca 02:00 Type: Boeing 777-367ER Owner/operator: Cathay Pacific Airways Registration: B-KPQ C/n / msn: 36162/860 Fatalities: Fatalities: 0 / Occupants: 287 Other fatalities: 0 Airplane damage: None Location: Hong Kong-Chek Lap Kok Airport (HKG/VHHH) - Hong Kong Phase: En route Nature: International Scheduled Passenger Departure airport: HKG Destination airport: DUS Narrative: Cathay Pacific Airways flight CX379 from Hong Kong to Düsseldorf, Germany had to return back to Hong Kong due to issues with the cooling system of the inflight entertainment system. Pilots reported an electrical odour in the cockpit. Flight CX379 took off at 01:29. It landed back at Hong Kong International Airport at 02:15. The Boeing 777-300ER was carrying 269 passengers and 18 crew members. https://aviation-safety.net/wikibase/wiki.php?id=186375 Back to Top Britten-Norman BN-2 Islander Fatal Accident (Papua New Guinea) Status: Preliminary Date: Wednesday 13 April 2016 Time: ca 12:00 Type: Britten-Norman BN-2 Islander Operator: Sunbird Aviation PNG Registration: registration unknown C/n / msn: First flight: Crew: Fatalities: 1 / Occupants: 1 Passengers: Fatalities: 11 / Occupants: 11 Total: Fatalities: 12 / Occupants: 12 Airplane damage: Damaged beyond repair Location: near Kiunga Airport (UNG) ( Papua New Guinea) Phase: En route (ENR) Nature: Domestic Non Scheduled Passenger Departure airport: Oksapmin Airport (OKP/AYOJ), Papua New Guinea Destination airport: Kiunga Airport (UNG/AYKI), Papua New Guinea Narrative: Initial on scene reports suggest a BN-2A Islander crashed in rugged terrain in Papua New Guinea. https://aviation-safety.net/database/record.php?id=20160413-0 Back to Top Polish presidential plane pilots 'ignored dispatcher warnings', new data confirms Experts and investigators stand at the site of a Polish government Tupolev Tu-154 aircraft crash in Smolensk, April 13, 2010. © Sergei Karpukhin The crew of the Polish presidential plane, which crashed near Smolensk in 2010, ignored repeated dispatcher warnings, Polish TV channel TVN24 reported. The broadcaster says it analyzed the new and "clearest transcript" version of the cockpit recording. The channel got hold of a "digitally cleaned" audio recording of the last 38 minutes of the flight of the presidential Tu-154 airplane. In this version experts managed to decipher nearly 40 percent more sound. "The recording allows us to understand the situation in the cockpit and is proof that the pilots ignored numerous warnings," TVN24 said, adding that one can hear the crew joking and laughing. The pilots were warned several times by air traffic control that visibility in the fog was limited to about 400 meters. Half an hour before the tragedy, a Belarusian dispatcher in Minsk reportedly informed the crew of the poor weather conditions and low visibility. The pilots continued to discuss the planned celebrations in Katyn and didn't divert from the route despite further warnings about low visibility in Smolensk, the channel said. About 16 minutes before the crash, the crew received "probably the most important warning," which came from a Yak-40 plane that had just landed, TVN24 reported. The Yak-40 crew told the director of the diplomatic protocol that it would be extremely hard to land, and that a better idea would be to fly to Moscow or somewhere else. Repeated warnings seemed to fall on deaf ears. On April 10, 2010 a Polish Tu-154M plane flying from Warsaw to Smolensk, Western Russia, which was carrying President Lech Kaczynski and his wife, the governor of the central bank, all senior military commanders and other high-profile officials, crashed on landing killing 96 people on board. A Russian-Polish investigative team has found that the pilots had been under constant pressure and lacked adequate training. They decided to land despite Smolensk air traffic control's (ATC) warnings to abort the landing because of low visibility and thick fog. During the final descent, electronic awareness systems fired audible alerts: "Terrain ahead," and "Pull up! Pull up." The presidential aircraft hit the ground and was torn apart. In Poland, a number of conspiracy theories began circulating right after the crash, claiming that it was an elaborate Russian plot or a coup attempt allegedly orchestrated by Moscow. The twin brother of Lech Kaczynski, Jaroslaw, as well as Antoni Macierewicz, the-then head of a controversial parliamentary inquiry and now defense minister, became fierce advocates of groundless assassination accusations. These statements spurred wild conspiracy theories offering so-called explanations about what might have killed President Kaczynski and senior Polish officials. Among these is a theory based on a Polish government report, which claimed that when the plane collided with a tall birch tree, several hundred yards away from the runway, a significant portion of the plane's wing broke off and the tree itself was damaged. In 2013, a group of Polish researchers argued that the birch tree was damaged at least five days earlier, with someone climbing it, banging it with a hammer, and chopping it with an ax, Gazeta Wyborcza reported. One of the researchers said he discussed the crash sounds with a music expert from University of Warsaw, and argued that in reality, a crashing plane should sound like "phew, phew, bziuuuu!" https://www.rt.com/news/339361-ignored-warnings-polish-plane/ Back to Top LAX To Test Readiness For Aircraft Accident LOS ANGELES (AP) - Los Angeles International Airport will conduct a full-scale exercise to test the readiness of firefighters and other emergency crews to handle an aircraft accident. The two-hour simulation scheduled Wednesday morning is required by the Federal Aviation Administration. Some 500 firefighters and other emergency responders will take part, along with 150 volunteers role- playing as victims. Pyrotechnics will simulate a crash and fire. The drill will include a static Boeing 777 aircraft, a debris field and LAX's six new aircraft firefighting apparatus. Some 200 officials will observe the exercise. http://losangeles.cbslocal.com/2016/04/12/lax-to-test-readiness-for-aircraft-accident/ Back to Top Emirates identified as customer for two more A380s Middle Eastern carrier Emirates has been identified as the customer behind an order for two Airbus A380s in March. Airbus has confirmed the Dubai-based airline as the previously-undisclosed operator listed as having signed an agreement on 31 March. Emirates already had 140 of the type on order, powered by a mix of Engine Alliance GP7200s and Rolls- Royce Trent 900s. The airline has confirmed that the additional aircraft will be fitted with Trent 900s, and will be configured with the carrier's higher-density two-class layout. It will take delivery of the extra A380s in the fourth quarter of 2017. The order takes its overall firm commitment for the double-deck type to 142. The carrier is aiming to withdraw 30 older aircraft from its fleet before the end of 2017 and replace them with 33 A380s, including the two newly-ordered jets, and 24 Boeing 777s. Emirates' decision to take the extra A380s keeps the backlog unchanged because Reunion carrier Air Austral cancelled its own order for two of the type. www.flightglobal.com Back to Top First Production 737 MAX Set To Emerge From Renton Line LOS ANGELES-Despite being months away from entering service, the first production version of the 737 MAX is scheduled to emerge from Boeing's Renton facility this month as part of a plan designed to ensure a trouble-free manufacturing and assembly build-up. The aircraft, a 737-8, is the fifth off the new "central" production line and will be stored without engines at the Washington state facility along with several other complete airframes until test and certification is finished and deliveries begin in 2017. The plan, which has never been undertaken by the manufacturer before, is designed to provide workers with a chance to gain experience on the new model and give Boeing a buffer period in which to make needed late changes to the initial batch of aircraft prior to service entry. Although up to seven airframes will be temporarily stored, Boeing stresses the situation is very different from that experienced during the 787 development when, at the height of that program's production and certification issues, the company was forced to put 11 early-build aircraft in open storage at nearby Paine Field in Everett. These initial 787s, nicknamed the "terrible teens" because of their build sequence numbers, required extensive post-production modifications on a scale unprecedented for a Boeing commercial program, and a handful still remain to be updated and delivered. "We are clearly not dealing with a situation like that here," said Keith Leverkuhn, the 737 MAX vice president and general manager, who describes the early build-up strategy as a "delicate balance" between getting a head start on production line efficiency and avoiding production of too many airframes before deliveries can begin. "We are building MAX inventory in 2016," Leverkuhn said. "The factory is at the 42- per-month rate and that includes a relatively small number of MAX that we will build and sit on until flight- test is completed and we can deliver in 2017." Line Number Five will be hung with concrete blocks to simulate the weight of the CFM Leap-1B engines that will be installed pending flight-test completion and any "change incorporation" that might be needed. "We don't want CFM to have to build up an inventory . . . while we are testing if there are discoveries that will have to be incorporated-and the same goes for the engine. So if there are discoveries, we'd rather have CFM do that back at the factory," Leverkuhn said. Following the experiences of the 787, 747-8 and even the troubled development of the original Next Generation 737 in the 1990s, Boeing has adopted a cautious attitude to the testing, certification and manufacturing build-up of the MAX. However, with flight-testing going to plan and assembly of the initial airframes progressing "cleanly" through the production site, the company is quietly optimistic that deliveries may be possible earlier than the official July 2017 target date. "We have budgeted a certain number of hours to do change incorporation work and right now we've found it is far more than we need," Leverkuhn explained. "The early indications are really favorable that we have the right plan to do change incorporation." Adding to the urgency of getting the MAX right the first time is the projected dramatic production ramp-up that includes an overall 737 rate increase to 57 per month in 2019. "We have looked at the sins of our past and really tried to learn from what disrupted us so badly in the Next Gen days. Plus the rate of the Next Gen pales in comparison to the MAX, so there is unprecedented work going into the supply base and ourselves to make sure we are ready," Leverkuhn added. http://awin.aviationweek.com Back to Top Hawaii set to take off as FAA drone testing site A FAA drone testing program that lawmakers say could bring high tech jobs to Hawaii is finally getting the funding it needs. The governor recently approved $135,000 to hire a chief operating officer for the program. Advocates like Senator Will Espero say this is a good first step. Hopefully Hawaii can create a little niche market in terms of unmanned aerial systems in both manufacturing and being a part of research and development. Hawaii partnered with Alaska and Oregon to become a drone testing site in 2013, but the state is just now beginning to fund the program. So how will the program affect residents amid growing privacy concerns. Senator Espero says privacy is very important to the program, "Certainly privacy is paramount and high-priority and want to make certain that even if law enforcement that they have warrants and they're not using individual rights or constitutional rights." Hawaii was selected for the program partly because it has so much open airspace over water, and because of it's diverse terrain and climate. The FAA is using these test sites to see how to integrate drones into airspace that is already used by planes and helicopters. Aviation analyst Peter Forman says being part of the program is good for the state and for pilots. "It's something that we all know was coming there's going to be turns carrying packages and things like that in the future so why not have some input." For more information, log onto http://gpcprod.spo.hawaii.gov/spo2/exempt103d/attachments/form071926.pdf http://khon2.com/2016/04/08/hawaii-set-to-take-off-as-faa-drone-testing-site/ Back to Top FAA restores sim time for instrument rating Redbird full-motion flight simulators.An FAA final rule that takes effect May 12 will make it possible, once again, for pilots training for the instrument rating to count up to 20 hours of use in an approved aviation training device (ATD) toward their time requirements. The new rule, which doubles the amount of approved ATD time currently allowed, was strongly advocated for by AOPA and much of the flight training industry. The final rule published April 12 restores the amount of approved ATD time pilots counted toward the instrument rating until early 2014, when an FAA policy statement cut the hours to 10. In December 2014, the FAA fast-tracked a rulemaking proceeding to restore the 20-hour limit-but that process ran into procedural obstacles when two adverse comments required that the FAA withdraw the rule, which it revised and resubmitted last June. The rule allows instrument trainees to credit a maximum of 10 hours using a basic ATD (BATD) and a maximum of 20 hours using an advanced ATD (AATD). Credit, using a combination of the two, however, may not exceed 20 hours. Allowances have been increased for Part 141 programs as well-something that will be appreciated by schools and students alike. Students training for an instrument rating in a Part 141 program may credit no more than 40 percent of training toward total time requirements in an AATD. The limit for using a BATD will increase to 25 percent of total time requirements, and the limit for the combined use of both types is 40 percent. Previously, Part 141 training time was limited to 10 percent for either type, or both combined. The now-final rule drops a requirement for students to wear a view-limiting device when logging instrument time in an approved ATD, if the student is operating solely by reference to the instruments and the device is representing instrument meteorological conditions. "AOPA pushed strongly for all of these changes," said David Oord, AOPA vice president of regulatory affairs. "The new provisions will benefit the safety of training while significantly reducing the costs associated with it. Training using simulation has proven to be safe, effective, and economical for commercial aviation and we support its increased use in GA flight training." The FAA said it gave weight to comments stressing the importance of instrument-rating students being able to learn emergency procedures "using meaningful repetition" until mastery of the skills can be confirmed. "AOPA supported this view, stating that simulator training for an instrument rating allows instructors to provide a safer, more effective training experience," the final rule notes. The FAA added that persons who use the new provisions "will do so only if the benefit they will accrue from their use exceeds the costs they might incur to comply." Given the high use of ATDs in the training industry, "the change in requirements is likely to be relieving." http://www.aopa.org/News-and-Video/All-News/2016/April/12/20-hour-credit-for-instrument-rating- simulator-training-restored Back to Top AOPA joins industry letter supporting uniform UAS regulation AOPA and nine other aviation groups signed a letter opposing a proposed amendment to the U.S. Senate's FAA Reauthorization Act that would do away with federal preemption in the integration of unmanned aircraft systems (UAS) into the National Airspace System. Section 2152 of the FAA Reauthorization Act calls for federal preemption in UAS regulation, but an amendment proposed by Sen. Dianne Feinstein (D-Calif.) would eliminate that preemption and allow states and local governments to propose their own rules and regulations. AOPA Senior Vice President of Government Affairs Jim Coon said, "AOPA's primary concern is the safety of pilots and passengers of manned aircraft, and the best way to ensure the safe integration of UAS's into the airspace is to have clear and uniformed rules across the country." According to the letter, "Proposals by state and local governments in these areas have the potential to create a complicated patchwork of laws that may erode, rather than enhance, air safety." The letter went on to say that non-uniformed regulation could have "a profound effect on the operations of the manned aviation community." The Association for Unmanned Vehicle Systems International, Aerospace Industries Association, Cherokee Nation Technologies, Consumer Technology Association, DJI, Drone Manufacturers Alliance, General Aviation Manufacturers Association, National Business Aviation Association, and Small UAV Coalition also signed the letter. http://www.aopa.org/News-and-Video/All-News/2016/April/12/AOPA-joins-industry-letter-supporting- uniform-UAS-regulation Back to Top Israel Air Force Offers to Shorten Hundreds of Pilots' Contracts in Cost-cutting Move Cutbacks aimed at reducing number of majors in IAF, who receive extra benefits. New Air Force pilots celebrate in their graduation ceremony in Hatzerim Air Base The IDF must remain an army of conscripts, for now With the Israeli army budget, small is beautiful The Israel Air Force is offering hundreds of pilots to shorten their service by two years and leave the military when they are about 28 years old. This would require their agreement to change their career paths and leave the service as captains, before being promoted to major, though they would continue in the reserves. Many of the pilots affected have complained this is a worsening of their employment conditions, which included the promotion, raises and a car from the Israel Defense Forces. Last year, the IAF changed its career program for aircrews. Since the beginning of 2015 pilots, navigators and flight engineers are required to sign up for only seven years of professional military service after finishing their three years in the flight academy. Until then, they were required to sign up for nine years in the professional military. The nine-year program was created when a bachelor's degree requirement was added to the flight academy program, and also included time for obtaining a master's degree during the nine years. Because of the time added on, all pilots received a promotion to major within this period. This created a situation where a large number of now senior officers were placed in various jobs all over the Air Force that had nothing to do with their flight training. In recent months, the IAF has begun offering hundreds of pilots and other aircrew, at the relatively young ages of 22 to 27, to change their career path and leave two years earlier. In general, these officers are serving in the Air Force's operational squadrons. An officer involved in IAF manpower explained that while the pilots may have signed for nine years and were promised a master's degree program, the other benefits stemming from the program have become standard, even if they were not part of the original contract and commitments. For example, because the law grants tenure and other job protections for civil service jobs after seven years, many pilots received the rank of major - the IDF's equivalent of receiving tenure and job security - even though their positions did not require, or grant such tenure. In this way, the rank of major became a fixed part of the career path, even if it was not part of the contract signed when the aircrews began their training. Receiving the rank of major also entitles the officers to a car from the military, a raise and many other benefits. "We decided the promotion to major is not a matter of time served - it [depends on] the position. We think it is justified," the personnel officer told Haaretz. "I know some [of the pilots affected] feel hurt, but considering what they signed in their contracts, no harm is being caused." While the various benefits may have become the norm, today conditions are different and the IDF has laid off 2,500 people from the professional military, he said. The Air Force can no longer keep to the new conditions and it is not right to discriminate in favor of aircrews over other parts of the military, added the officer. The Air Force has held talks with aircrews in their squadrons in recent months to present the options. They are supposed to decide next week, before the Passover holiday. "We are conducting a dialogue with the people who will choose whether they want seven or nine years. People who choose to leave and become teachers or doctors - I will be pleased if they do so as early as possible, from our perspective that is age 28," a senior Air Force officer who serves as a base commander told Haaretz. "Whoever chooses to remain, we will know how to offer them a better career path." Some of the aircrew officers involved feel they will lose benefits if they leave early, and some say they have been pressured somewhat in an attempt to have them choose to shorten their service. The IAF says it has presented the alternatives and the advantages and disadvantages in full, but nonetheless has not hidden the IDF's position that the seven-year plan is preferred. The IDF Spokesman's Office said: "The model of signing seven years of service for aircrews was set in 2015 in light of the IDF's policies, after the Air Force conducted comprehensive staff work [on the issue]. Differentiating between the career paths has clear advantages for the individual and the system, both for progression on the command path and for jobs in civilian life. The 'transitional generation' has been offered the possibility of choosing between the two tracks, with all the implications and conditions presented to them with full transparency." http://www.haaretz.com/israel-news/.premium-1.714199 Back to Top Swiss group buys Airbus jet for zero-gravity flights A Swiss aerospace group plans to offer zero-gravity flights this year in an airliner that will expose thrill- seekers with strong stomachs to repeated bouts of weightlessness. In what it called a world premiere, Swiss Space Systems (S3) said on Tuesday it had bought an Airbus A340-300 jet that will carry around 70 passengers on 90-minute flights featuring 15 parabolic arcs. Each parabola will generate 20 to 25 seconds of weightlessness as passengers pass through the top of the arc. "Our ultimate vision is to democratize access to space through our reusable launcher program. Well before our launcher becomes a reality, the ZeroG experience onboard our Airbus aircraft will offer everyone an opportunity to become an astronaut for a day," S3 Chief Executive Pascal Jaussi said. Prices range from 2,700 Swiss francs ($2,826) for a seat in the "party zone" with up to 40 passengers to as high as 65,000 francs for the VIP Room, which will hold up to 12 passengers, who will also get a luxury watch and can keep their flight suit. The aircraft will also provide a platform for high-precision microgravity experiments, the company said. http://www.reuters.com/article/us-airbus-zero-idUSKCN0X92DI Back to Top Aviation Partners Winglets Conserve Six Million Gallons of Jet-A Aviation Partners and its joint venture company with Boeing (Chalet 5, BBJ in static), Aviation Partners Boeing, announced yesterday that their blended winglets has saved the world's commercial and business jet operators an estimated six billion gallons of jet fuel, representing a global reduction in CO2 emissions of over 64 million tons. This is equivalent to the fuel used by approximately 12 million passenger cars being driven for a year. Aviation Partners blended winglets are now flying on more than 7,000 aircraft-approximately 1,000 business jets and 6,000 airliners-across more than 20 type designs. On the business jet side, the company's winglets are certified and in-service on the Dassault Falcon 2000, 900 and 50 series; Hawker 800 series; Gulfstream II; and Boeing BBJs. Airliners with the drag-reducing devices include the Boeing 737-300, -500, -700, -800 and -900, as well as 757-200 and -300, and 767-300ER/F. The winglets reduce the drag caused by wingtip vortices, increasing fuel efficiency and boosting range. Aviation Partners expects that the amount of fuel saved by its winglets will grow to more than 10 billion gallons by the end of 2019. http://www.ainonline.com/aviation-news/aerospace/2016-04-13/aviation-partners-winglets-conserve-six- million-gallons-jet Back to Top PhD Research Request Fellow Helicopter Crewmember, This is a request for you to participate in a research study for my doctoral degree. The purpose is to study the relationship between safety management systems, incidents and accidents, and company performance for small helicopter companies with less than 5 aircraft and in the last 10 years. The survey asks several questions to determine if you can continue. There are series of questions on safety management systems, incidents and accidents, and company performance. To participate, you must be between age 21 to 60, had aircrew experience in a small civil helicopter organization with less than 5 aircraft and in the United States in last 10 years. You may currently be a helicopter student pilot. Please follow the link below and fill out pre-survey questions to confirm your eligibility. The survey does not include any identifiable data about the crewmember or places of employment. It will take about 12 minutes to complete. The survey will remain active through the end of April 2016. https://www.surveymonkey.com/r/5VPCZZ5 Thank you very much for your participation! Principal Investigator Scott Burgess Doctoral student at Northcentral University S.Burgess4793@email.ncu.edu Back to Top Graduate Research Request Research Survey Invitation Are you or have you been a pilot, UAS-pilot or air traffic controller? Do you have an interest in how UAS are integrated into the National Airspace? If so, please consider taking my survey which forms part of a masters research project to see if there are differences in the attitudes of pilots, UAS-pilots, and air traffic controllers when it comes to the integration of UAS into national airspace. The survey will take around 20 minutes to complete and can be saved at any stage. Responses are anonymous. SURVEY LINK: https://coventry.onlinesurveys.ac.uk/unmanned-air-systems-integration Back to Top 1st Risk Culture Survey "1st Risk Culture Survey in Commercial Air Transport Industry was launched on the 1st of April. More information about the concept and the link complete a short questionnaire can be found @ www.riskculture.org The study is part of an academic research and it aims to explore what and how operational risk decisions are made by frontline operators such as pilots, engineers/technicians and their managers. It does not apportion blame to anyone and it aims to identify factors encouraging professionals to accept certain risks. Also there is an opportunity to go into a £1500 bursary draw to attend a course at Cranfield University in United Kingdom. This first survey of its kind will remain open until the end of June 2016 and it will be repeated every year to study emerging risks in the industry." Curt Lewis