Flight Safety Information August 16, 2017 - No. 164 In This Issue "We had a big jolt" Pilot Says After Delta Jet Hits Tail Incident: Jetblue A320 near Bermuda on Aug 14th 2017, electrical odour in cockpit Incident: Porter DH8D at Newark on Jul 18th 2017, smell of smoke in cockpit and cabin Incident: British Airways A321 near Paris on Aug 7th 2017, engine shut down in flight Twin-Otter forced landing at Iquitos Airport (IQT), Peru and suffered a runway excursion Breakthrough in hunt for MH370 ERRORS PLAGUE FAA'S ONLINE TFR MAP PAGE NTSB Releases Final Report in Fatal Icon A5 Accident Canadian airlines can now have just one crew member in cockpit, despite U.S. safety requirement FAA orders mode-control panel swap on 777s Lawmakers want FAA to review rules for supersonic aircraft Mesa Airlines holds hiring events for pilots in Kailua-Kona, Honolulu A Navy pilot's take: The Air Force doesn't have a pilot crisis, it has a leadership crisis Not so fast: Russia claims new jet will be faster than U.S. F-22 fighter Universal Aviation UK now IS-BAH accredited Hong Kong Airlines to begin flying to U.S. mainland with new Airbus A350s GAMA Report: Airplane Shipments Total $9B in First Half of 2017 Airlines swoop in on insolvent Air Berlin Manufacturing in Space Just Took a Big Step Forward NTSB Accident Site Photography Course ERAU - 'Aircraft Crash Survival Investigation and Analysis course' Cranfield - Develop your career in safety and accident investigation "Angle of Attack" - NOW AVAILABLE FOR ORDER CHC Safety 7 Quality Summit - 2017 (September 27-29; Grapevine, TX) "We had a big jolt" Pilot Says After Delta Jet Hits Tail Christine Negroni , CONTRIBUTOR I write about aviation and travel. Opinions expressed by Forbes Contributors are their own. The right tail of American Airlines jetliner after a collision with a Delta B737 An American Airlines flight waiting to depart New York for Dublin was struck by a Delta Air Lines Boeing 737 on the taxiway at John F. Kennedy International Airport on Tuesday evening, delaying passengers of both flights for hours and racking up what is likely to be a hefty repair bill. Delta flight 2503 was bound for Seattle. As it maneuvered behind the American Boeing 757, the upturned edge of its left wing seems to have gouged the horizontal stabilizer on the right side of the tail of the American airliner, according to the pilot's account to air traffic control. Photo provided to Christine Negroni Damage to the winglet of Delta's 737 appears less severe than that on the American plane "We had a big jolt, and he has a big scrape on his left wing," he is heard to say on the radio to ATC. "The Delta at our three o'clock, we are pretty sure his winglet, ran into us as he passed behind us." Photos show a large chunk has been knocked out of the tail's movable surface of the American plane with the registration N175AN. Ross Feinstein, a spokesman for American said "American Airlines flight 290 was stationary at the time. No passengers or crew members were injured." There were 121 passengers on the American flight and nine crew members. The Delta plane carried 160 passengers and seven crew, Delta spokeswoman Betsy Talton said. "While on taxi, the wing of flight 2503 came in contact with the tail of another aircraft," she said. Talton could not provide further details, citing the likelihood of a federal safety investigation. "We're sorry for the inconvenience to our customers," she said in a statement. The planes were taxied back to their gates so passengers and crew could get off and new airliners were rounded up for American's trans Atlantic and Delta's trans continental flights. Both departed after a delay of about six hours. Photo provided to Christine Negroni Damage to the AA plane seen from above The Wall Street Journal calls my new book The Crash Detectives, a "must read." Order your copy here and like my Facebook page. https://www.forbes.com/sites/christinenegroni/2017/08/16/we-had-a-big-jolt-pilot-says-after- delta-jet-hits-tail/#38f72de04ee2 Back to Top Incident: Jetblue A320 near Bermuda on Aug 14th 2017, electrical odour in cockpit A Jetblue Airbus A320-200, registration N593JB performing flight B6-369 from New York JFK,NY (USA) to Punta Cana (Dominican Republic) with 154 people on board, was enroute at FL350 about 160nm westnorthwest of Bermuda (Bermuda) when the crew reported an electrical odour in the cockpit and decided to divert to Bermuda, where the aircraft landed safely about 30 minutes later. The source of the odour was located in the avionics bay. The aircraft remained on the ground for about 6 hours, then continued the journey and reached Punta Cana with a delay of 6:20 hours. http://flightaware.com/live/flight/JBU369/history/20170814/1841Z/KJFK/MDPC http://avherald.com/h?article=4ad06b08&opt=0 Back to Top Incident: Porter DH8D at Newark on Jul 18th 2017, smell of smoke in cockpit and cabin A Porter Airlines de Havilland Dash 8-400, registration C-GLQB performing flight PD-120 from Newark,NJ (USA) to Toronto Billy Bishop,ON (Canada) with 74 passengers and 4 crew, was climbing out of Newark when cabin crew informed about the smell of smoke in the cabin, the odour was also noticed in the cockpit. The flight informed ATC, levelled off at 4000 feet and worked the related checklists, the smell dissipated. The flight crew decided to return to Newark nonetheless and landed safely back on runway 22L about 25 minutes after departure. The Canadian TSB reported maintenance deferred the Air Cycle Machine after inconclusive testing, the aircraft was ferried to the home base for maintenance. http://flightaware.com/live/flight/POE120/history/20170718/1155Z/KEWR/CYTZ http://avherald.com/h?article=4ad05f1b&opt=0 Back to Top Back to Top Twin-Otter forced landing at Iquitos Airport (IQT), Peru and suffered a runway excursion Date: 15-AUG-2017 Time: 09:00 LT Type: Viking DHC-6 Twin Otter 400 Owner/operator: Fuerza Aerea del Perú - FAP Registration: 306 C/n / msn: 891 Fatalities: Fatalities: 0 / Occupants: Other fatalities: 0 Airplane damage: Substantial Location: Iquitos Airport (IQT) - Peru Phase: Landing Nature: Military Departure airport: Destination airport: Narrative: The plane made a forced landing at Iquitos Airport (IQT), Peru and suffered a runway excursion. There were no personal injuries. https://aviation-safety.net/wikibase/wiki.php?id=198399 Back to Top Breakthrough in hunt for MH370 Flight MH370 was a Boeing 777. New evidence released by the air safety bureau may have determined the area in which MH370 disappeared three and a half years ago. The Australian Transport Safety Bureau has released a pair of reports which analysed data gathered during the search for the Malaysian Airlines flight. They feature satellite images and drift modelling from debris washed up in the Western Indian Ocean. That drift modelling initially released late last year identified a new area of 25,000sq km just outside the original search area. The CSIRO's reverse drift modelling have now refined down to an area of 5000sq km, isolating the most likely location of MH370. Greg Hood, Chief Commissioner of the Australian Transport Safety Bureau (ATSB), urged caution on the new findings. The MH370 search area has been narrowed down. "Clearly we must be cautious," Mr Hood said. "These objects have not been definitely identified as MH370 debris." "Geoscience Australia identified a number of objects in the satellite imagery which have been classified as probably man-made. "The image resolution is not high enough to be certain whether the objects originated from MH370 or are other objects that might be found floating in oceans around the world." The ATSB reports here Images taken by a French Military satellite show apparent debris were discarded by governments and authorities in late March 2014 - before the ATSB became involved in the search. The area covered by the imagery was not one that was searched from the air at that time, but is close to the underwater search area. GeoScience Australia has been examining satellite images taken in the weeks after the loss of MH370 in an area identified last year and found 12 objects considered to be man made, and 28 possibly man made. Mr Hood said "the information contained within the Geoscience Australia and CSIRO reports may be useful in informing any further search effort that may be mounted in the future". http://www.theaustralian.com.au/news/nation/flight-mh370-new-reports-may-pinpoint-area- where-plane-went-missing/news-story/aecbc8d06a192277d1914cdea589d6d3 Back to Top ERRORS PLAGUE FAA'S ONLINE TFR MAP PAGE AOPA is urging pilots not to rely on the FAA's online temporary flight restriction (TFR) map page when reviewing the location and status of TFRs during flight planning, and is calling on the FAA to take the page down until it functions properly. AOPA is warning pilots that the FAA's graphical TFR website it erroneously depicting TFRs. The FAA confirmed that the TFR map "is not updating and we are in the process of putting a banner on this page to alert users while the vendor works to fix this issue." Fly-In: Sept 08-09, 2017 in Norman, OK. Learn More Pilots should rely on flight service and DUATS for current information until numerous errors affecting the usability of the TFR map page are corrected, said Rune Duke, AOPA director of airspace and air traffic. AOPA is also calling for the FAA to move quickly to alert users to errors on the website, "and not rely solely on disclaimers. Pilots must have full confidence in the information the FAA is providing," he said. With TFRs being issued on short notice in a variety of locations because of wildfire-fighting operations, Duke said he was alerted by the Bureau of Land Management that the FAA's graphical TFR website was depicting old TFRs and failing to depict many current/active TFRs. Duke compared the depictions with TFR graphics available on a private-sector site, and verified the discrepancies. AOPA is taking action to inform pilots of the problem, he said. "This is very hazardous for the firefighting operations and greatly increases the risk of TFR violations by general aviation aircraft," he said. AOPA had brought quality concerns to the FAA's attention several times beginning in June, as problems with the page-which is scheduled to be superseded on the FAA website next March with an existing Notam Search page-persisted. Now, however, "we believe this website has become unacceptable for pilots to utilize with the large number of errors and lack of any banner noting these deficiencies." "We are requesting the FAA take immediate action to resolve this flight safety issue either by restoring full functionality to the website or removing the erroneous pages from public viewing," he said. The issue underlines the urgency of action being taken on 54 recommendations made in a report of the RTCA Tactical Operations Committee that was given the task by the FAA of improving graphical TFRs in the National Airspace System, Duke said. https://www.aopa.org/news-and-media/all-news/2017/august/15/errors-plaguing-faas-online-tfr- map-page Back to Top NTSB Releases Final Report in Fatal Icon A5 Accident Investigation points to a simple mistake as the cause for the crash. The NTSB has released the final report regarding the May Icon A5 accident that claimed the lives of two people. Ian Allen/Icon Aircraft The National Transportation Safety Board released its final report regarding the Icon A5 accident in May, which claimed the lives of two Icon employees, Jon Karkow and Cagri Sever. The accident took place on the shores of Lake Berryessa, the lake that Icon uses for training flights from its headquarters and training facility at the Nut Tree Airport (VCB) in Vacaville, California. It appears that Karkow, a highly experienced engineer and pilot who had been working with Icon from its inception, made a wrong turn into a narrow cove from which he was unable to escape. The NTSB report stated that a witness saw the airplane flying slowly at about 30 feet above the water as it entered Little Portuguese Canyon, which is surrounded by terrain several hundred feet tall and gets narrower the farther into it you go. The witness reported hearing the engine "rev up and accelerate hard," seeing the airplane start a left turn in an apparent attempt to reverse course out of the cove, and hearing the impact after losing sight of the airplane. "It is likely that the pilot mistakenly thought the canyon that he entered was a different canyon that led to the larger, open portion of the lake," the report stated. "Additionally, it is likely that, once the pilot realized there was no exit from the canyon, he attempted to perform a 180-degree left turn to exit in the direction from which he entered." With no mechanical flaws found with respect to the airplane and a clean toxicology report for the pilot, the NTSB found that the probable cause of the accident was "the pilot's failure to maintain clearance from terrain while maneuvering at a low altitude. Contributing to the accident was the pilot's mistaken entry into a canyon surrounded by steep rising terrain while at a low altitude for reasons that could not be determined." "Jon and Cagri were both extraordinary individuals and are missed tremendously," said Icon's CEO and founder Kirk Hawkins in an Icon press release. "Cagri had recently joined Icon as a star engineering leader from Ford Motor Company. Jon was a legendary aircraft designer, test pilot and unsung hero in aviation. He was a founding member of the Icon team, the lead aero engineer on the A5 and a core part of the Icon's DNA. The A5 not only reflects his genius, it also represents his love for flying in its purest form - it was his final gift to aviation." http://www.flyingmag.com/ntsb-releases-final-report-in-fatal-icon-a5-accident Back to Top Canadian airlines can now have just one crew member in cockpit, despite U.S. safety requirement A Transport Canada rule requiring airlines to always have two crew in the cockpit expired in June, despite the regulation still being in place in the United States. Reid Fiest looks into why there's a discrepancy. Canadian airlines will now decide for themselves whether they want to revert to safety regulations changed after the fatal Germanwings crash that killed over 100 people. The temporary order, which expired in June, required that two crew members be in the cockpit at all times during a flight. If a pilot or co-pilot went on a break, a flight attendant would replace them. Before the Germanwings crash, where a suicidal co-pilot locked his captain out, and crashed the plane, killing 150 aboard, only one crew person was required to be in the cockpit at all times. Responding to that tragedy, the Canadian government announced two crew would be required. But it was temporary. Officials from the Federal Aviation Administration (FAA), the agency which regulates air travel in the United States, still have the two crew to a cockpit rule in place. And after a review before the expiry, the regulatory body for air travel in Canada said existing rules ensure passenger safety. Transport Canada would not do an interview for this story but suggested in a statement that Canada has the safest regulations in the world. "Existing measures under the aeronautics act effectively verify that pilots operating commercial aircraft are fit to fly," it said in an emailed statement to Global News. Transport Canada added that the two crew requirement may also "reduce the number of flight attendants in the cabin, having a potential impact on passenger safety, especially in an emergency." But former National Transportation Safety Board (NTSB) chair Mark Rosenker disagreed, arguing the original rule is unsafe. "I'm disappointed that the Canadian regulatory authorities have decided to let this rule lapse," Rosenker said to Global News in London, UK. "I think it's short sighted and I hope we don't have to say, 'we told you so.'" European officials relaxed the same order more than a year ago, leaving the decision up to airlines. Ultimately, Canadian airlines will have the final say. WestJet spokesperson Lauren Stewart wouldn't comment on its security procedures. "WestJet maintains robust safety and security processes intended to protect our guests and people," Stewart said in a statement. Air Canada spokesperson Angela Mah said in a statement that the airline has changed how crew do their work in the air. "We have revised our policy in accordance with the revised order, and have no additional comment," Mah said. The Air Canada Pilots Association says its members are pleased with the change. "We think that this strikes the right balance of aircraft safety while also ensuring adequate supervision in the passenger cabin," spokesperson Christopher Praught said. http://globalnews.ca/news/3668780/canada-flight-safety-two-crew-cockpit-germanwings/ Back to Top FAA orders mode-control panel swap on 777s US regulators are ordering operators of Boeing 777s to replace the mode-control panel to resolve a glitch involving uncommanded altitude display changes. The US FAA says the mode-control panel needs to be replaced with an instrument having a different part number. It has set a 60-month deadline for the change, having rejected a request from Air Line Pilots Association International to cut this to 50 months. On the 777 the mode-control panel is centrally mounted above the pilots' main displays. The change, covering all 777 variants, was spurred by incident reports featuring unprompted changes in altitude display in the panel's altitude window. In its directive the FAA says such uncommanded changes could lead to incorrect separation between aircraft, increasing the risk of mid-air collision, or possibly controlled flight into terrain. www.flightglobal.com Back to Top Lawmakers want FAA to review rules for supersonic aircraft A rendering of the planned Spike S-512 supersonic business jet. Measures included in both the House and Senate FAA reauthorization bills call on regulators to get to work promptly on opening overland flights to supersonic jets. That's good news for the three companies that are currently developing next-generation supersonic aircraft. But NASA, which is in the midst of what is expected to be a seven- to eight-year project designed to gather data on acceptable noise levels for sonic booms over urban areas, says the legislation might be jumping the gun. "I think it will be very difficult to do what they're proposing," said John Carter, manager of NASA's low-boom flight demonstration project at the Armstrong Flight Research Center. The U.S. currently prohibits civilian supersonic flights over land due to the disturbances that booms could cause to neighborhoods in their flight paths. The noise of a boom is especially onerous because it's not a one-time blast that occurs when an aircraft exceeds the speed of sound (767 mph), as some misunderstand it to be. Rather, the boom trails an aircraft along its entire route as long as it is flying at supersonic speed. The Senate measure calls on the FAA to review supersonic regulations within six months of passage and then report to Congress with recommended changes that would allow for overland supersonic flight. The House measure would give the FAA a year to report back to Congress. Both versions of the FAA reauthorization bill have passed out of committees, but neither has made it to the floor of its respective chamber. Congress must either pass the reauthorization or a short-term extension of the existing authorization by Sept. 30 to keep the agency funded. However, with legislators in recess until after Labor Day, and with budget discussions set to begin when they return, a short-term extension is thought to be a more likely immediate outcome. The proposed measures come as Denver-based Boom Technology is targeting 2023 for the launch of the first commercial supersonic aircraft since British Airways and Air France took the Concorde out of service in 2003. Two other companies, Aerion Corp. and Spike Aerospace, are engineering supersonic business jets. Aerion is working with the assistance of Airbus. Boom Technology's XB-1 prototype, one-third the size of the company's planned supersonic passenger jet. Spike is targeting a 2019 test flight for its 18-passenger S-512 business jet, company president Vik Kachoria said. Aerion anticipates a first test flight for its eight- to 11-seat AS2 in 2022. Boom, which says it has already taken 76 orders for its planned 42- to 50-seat commercial aircraft from the Virgin Group and four other undisclosed global airlines, believes the plane will be economically viable even if it can only cover transoceanic routes. But if overland U.S. travel were to be allowed, it would be a boon, said Eli Dourado, Boom's head of global policy. "We view our ultimate customers as the traveling public, and we want to be able to offer them two- and-a-half-hour flights from New York to L.A.," he said. Kachoria said that if progress were to begin now on more liberal supersonic regulations, it would have a major impact on his business. Spike, unlike Boom and Aerion, is building its jet as a low- boom aircraft with the intention of operating over land, both in the U.S. and elsewhere. "If the investors see it will no longer be restricted by 2025, they'll say, 'Hey!'" Kachoria said. He and Dourado both expect development of the regulations to take a decade, perhaps even a bit longer. "It would be a missed opportunity if we don't do this now," Dourado said. Fueling the optimism that overland flying will be viable during the second wave of commercial supersonic aviation are technological advances in sonic-boom reduction. The Concorde often exceeded 110 perceived noise decibels traveling at 50,000 feet, roughly equivalent to the noise at a nightclub. But in June, Lockheed Martin delivered to NASA the preliminary design of a one-man test craft that engineers believe will create a boom of just 75 perceived decibels at that altitude, a bit quieter than a telephone dial tone. NASA plans to award a contract for design of the plane next spring and expects the first test flight over Edwards Air Force Base to occur by early 2021, Carter said. After that, the agency will spend nine months validating its low-boom properties around Edwards before shifting the test flying to urban areas. NASA does not expect to have gathered enough data to properly recommend overland supersonic regulations to the FAA until 2023 or 2024. http://www.travelweekly.com/Travel-News/Airline-News/Lawmakers-want-FAA-to-review-rules-for- supersonic-aircraft Back to Top Mesa Airlines holds hiring events for pilots in Kailua-Kona, Honolulu Mesa Airlines is holding several recruiting events for pilots in Hawaii. You may recall, Mesa was the parent company of go! airlines, an inter-island carrier that sparked a series of price wars (some fares were under $10) that ultimately led to the collapse of Aloha Airlines. Now, the airline is recruiting for pilot positions that will be based on the mainland. Hiring fairs will be held this Thursday, Aug. 17, from 10 a.m.-2 p.m. at King Kamehameha's Kona Beach Hotel in Kailua-Kona, and Friday, Aug. 18, from 9 a.m.-3 p.m. at Daniel K. Inouye International Airport's Conference Room #4 in the inter-island terminal in Honolulu. A third hiring event is scheduled for Saturday, Nov. 11, in Honolulu, though details have yet to be announced. Click here for more information. http://khon2.com/2017/08/15/mesa-airlines-holds-hiring-events-for-pilots-in-kailua-kona- honolulu/ Back to Top A Navy pilot's take: The Air Force doesn't have a pilot crisis, it has a leadership crisis A Navy pilot's take: The Air Force doesn't have a pilot crisis, it has a leadership crisis Best Defense is on summer hiatus. During this restful spell we offer re-runs from the past 12 months. This item originally ran on April 24. By Jack McCain Best Defense guest columnist The United States Air Force is facing a crisis, seemingly a recent one, which will define the service for decades to come. This "Dear Boss" letter is instructive for describing exactly why so many pilots are choosing not to stay in the Air Force, and are instead leaving to go to the airlines. There is a deep lack of faith in leadership at all levels of the Air Force, but especially at the Squadron Commander and above levels, and, from within, it seems that the organization is promoting toxic managers (not leaders) who are not promoted on their merits, but instead on how well they toe the party line. Complaints range, but highlights are; a lack of accountability, protection of the deficient leaders at all costs, overemphasis on promotion versus performance, and too much "queep" (an Air Force term for paperwork). There is no single root cause for pilots bailing out in such large numbers, and the issue contains much more nuance than simple bad leadership, but there is a glaring problem that is a significant contributor, and helps illuminate the distinct lack of Air Force leadership: In the USAF pilots are not provided the opportunity for meaningful leader development. I will explain. First, I need to lend some context. While I am a naval aviator, I have spent as much time with the Air Force as I have the Navy. I went to Air Force pilot training, known as UPT, I spent my operational tour in the only navy unit on Andersen Air Force base, and I am even married to an Air Force Officer, which gives me a slightly more in-depth view of the flying branch, and has allowed me to juxtapose some of my experiences against those of my Air Force compatriots. In the Air Force, junior officers, majors, and even higher ranking officers are pilots and only pilots. The Air Force values tactical and technical expertise, and therefore the center of an Air Force pilot's world until he or she, with rare exception, is put in command of a squadron honing the skill of employing their weapon system. The Navy, however, out of necessity does things very differently. To explain, let me summarize some of my experiences as an operational junior officer. After my third deployment, I had come home and been put into the role Search and Rescue Officer. This was my "ground job," one of many collateral duties assigned to every pilot. As SAR-O I was responsible for writing policy, maintaining pilot currencies, tracking missions launched and lives saved, and ensuring that all of my roughly 75 rescue swimmers were receiving the right training and qualifications, were on career progression, had all of their various paperwork in-order, and that their personal lives were copacetic enough for them to continue flying. To do all this required daily interaction with pilots, enlisted aircrew, maintenance personnel, and every other office in the squadron. While this was not my first leadership role, (on my first deployment, only a few weeks in the squadron I was put in charge of some 30 maintenance personnel) I still made many mistakes, and to keep me on track I had a senior enlisted Master Chief, and several Petty Officers. My Master Chief had been in nearly 30 years, and mentored me, kept me out of trouble, and in a few instances gave stern and needed course corrections. I carried the lessons, both my mistakes and triumphs, into every consecutive leadership role, and forward to this day. As you can see, Navy flying squadrons are structured differently from those of the Air Force. Everything that is needed to function away from home on deployment is included within maintenance, admin, etc, because of the shipboard environment. While this system is imperfect, it allows for leader development for its pilots from day one. In the Air Force, pilots do none of this. Leadership, like strategic thought, is not something that can be taught in a short Command and Staff course, or a few weeks of Squadron Officer's School. Leadership is a continuous development process that requires making mistakes, and assuming increased responsibility over a long period of time, and it cannot occur by "just doing what the last guy did." The first time most Air Force pilots are in real leadership roles, they are usually assuming command of a squadron, where instead of simple tactical proficiency being what matters, it is now leading and managing people that is crucial, a skill they have not had time to hone in the same way they have employing their weapon system. The Air Force does not have a pilot crisis, it has a leader development crisis, one in which leaders are not enabled to succeed because they are never given the tools to do so. You can't learn leadership by osmosis or entirely from a book, you learn it through experience. To be fair, this answer may be unsatisfying to most Air Force personnel, because there is no easy fix, as current career tracks are well worn, and squadron composition is unlikely to change any time soon. The argument also does not address many of the cultural problems within the organization, notably that the only means to the highest levels of command is by being a pilot, which constitute a minority of personnel. It does not address the fact that expecting every leader to be Robin Olds is not a recipe for success. And it does not fix the queep. But to begin fixing a problem, you have to be honest about the realities of the problem you face. The Navy also has its share of issues. In fact, my alma mater is one of the most fraught squadrons in the whole fleet, proving that not all leaders in the Navy are good. We also have a pilot shortage, albeit a less severe one, much of which derives from fatigue in pilots and aircraft due to significantly longer and more frequent deployments. However, at the end of the day, the fundamental mechanics and experiences that make an effective military leader can be found in the career of a Navy pilot, from day one. To build trust in leadership you have to have leaders who understand what it means to lead, not just to fly and fight. Lieutenant Jack McCain, U.S. Navy, is a helicopter pilot with operational experience in Guam, Japan, Brunei, the Persian Gulf, and the Western Pacific. He graduated from the United States Naval Academy and Georgetown University's School of Foreign Service. He is currently assigned as an instructor at the U.S. Naval Academy. The opinions he expresses in this article are his own and represent no U.S. government or Department of Defense positions. http://foreignpolicy.com/2017/08/15/a-navy-pilots-take-the-air-force-doesnt-have-a-pilot-crisis-it- has-a-leadership-crisis-2/ Back to Top Not so fast: Russia claims new jet will be faster than U.S. F-22 fighter The Russian air force will soon get the first batch of its much-anticipated, supersonic fighter jets, but at least one U.S. expert is not impressed. United Aircraft Corporation CEO Yuri Slyusar told the Russian news agency Tass that a pre- production batch of about a dozen jets, recently named Su-57s, will be made available to military pilots in advance of final design work. That's expected to be completed in 2019. "The plane has got its name like a child after the birth," Air Force Commander-in-Chief Viktor Bondarev told Rossiya 24 TV Channel. "Pilots will be learning to operate it." Bondarev called the Su-57 a "wonderful machine" at an aviation expo last month, and the jet has received an extensive promotional push from Russian state media, Newsweek reported. Richard Aboulafia, vice president of the defense market analysis firm Teal Group, was not buying the hype. "The Russians really like talking big, but the cash and technology just don't seem to be there," Aboulafia told USA TODAY. Russian state media has reported the Su-57's maximum speed at 1,600 mph, which would be slightly more than the F-22 Raptor. Newsweek reported the Su-57's missile range, based on the information available, also exceeds the F-22. "Every country probably wants planes such as this, and we have them," Bondarev said of the Su- 57. Aboulafia, however, says Russia must create new technology, particularly engine technology, to meet reach the specifications it is claiming. "They still need to find the cash to fund the development of the complete version of this aircraft," he said. "They've been trying for quite some time." https://www.usatoday.com/story/news/world/2017/08/15/new-russian-jet-could-faster-launch- missiles-farther-than-u-s-f-22/568787001/ Back to Top Universal Aviation UK now IS-BAH accredited LONDON, Aug. 15, 2017 (GLOBE NEWSWIRE) -- Universal Aviation UK, based at London-Stansted International Airport (EGSS) has passed an International Standard for Business Aircraft Handling (IS-BAH) audit and is now an official IS-BAH accredited location. Universal Aviation, the ground support division of Universal Weather and Aviation, Inc., has more than 40 locations in 20 countries. "This is an extremely proud day for Universal Aviation, and is official recognition of our efforts is reducing our clients' operating risk and stress when on the ground," explained Sean Raftery, Managing Director, Universal Aviation UK and Ireland. "Our Universal Aviation Safety Team is committed to having the highest global safety standards and has worked tirelessly over the past two years to attain this mark of distinction for our location." The International Standard for Business Aircraft Handling (IS-BAH) is a set of global industry best practices for business aviation ground handlers, which features at its core a safety management system (SMS). The IS-BAH follows the structure of the International Standard for Business Aircraft Operations (IS-BAO) Program and incorporates the NATA Safety 1st Ground Audit Program. IS-BAH is the global industry standard for handlers and operators around the world to meet the coming SMS requirements from the International Civil Aviation Organization (ICAO). Universal Aviation Singapore is currently going through the IS-BAH accreditation process and more locations are scheduled in the coming year. "Universal Aviation UK is the first of our locations to earn IS-BAH accreditation, but will not be the last, as we are fully committed to reaching this level of distinction at all of our locations," explained Charlie Mularski, Vice President, International, Universal®. "Over the next year, five more Universal Aviation ground support locations will be going through IS-BAH audits, starting with Universal Aviation Singapore. Our clients' mission success is our highest priority and that means being committed to not just meeting but exceeding the industry's best practices for business aviation ground handlers." About Universal Weather and Aviation, Inc. You're counted on to make every trip a success, but you don't have to do it alone. Reduce your operating risk and stress by accessing a global community of resources dedicated to helping you prepare for unforeseen events, navigate the ever-changing regulatory environment, and manage your stakeholders' expectations. Keep your organization moving and ensure mission success with complete and customized trip management services - coordinated through your dedicated trip support team, or online and on your Apple® iPad® via uvGO. For more information, contact worldwide sales at +1 (800) 231-5600 ext. 3300 (North America) or +1 (713) 944-1622 ext. 3300 (Worldwide). https://globenewswire.com/news-release/2017/08/15/1084994/0/en/Universal-Aviation-UK-now- IS-BAH-accredited.html Back to Top Hong Kong Airlines to begin flying to U.S. mainland with new Airbus A350s Hong Kong Airlines' first Airbus A350 makes its maiden flight at the Airbus assembly line in Toulouse, France. (Photo: Airbus) The line-up of international airlines flying to the U.S. mainland will grow this winter. The latest to announce service is Hong Kong Airlines, which will launch non-stop flights between Los Angeles and Hong Kong on Dec. 18 on Airbus A350 aircraft. The airline will begin with four round- trip flights a week before moving to daily service on Jan. 16. News of the L.A. route comes less than two months after Hong Kong Airlines began flying from Vancouver, it's first North American destination. Beyond its new North American routes, Hong Kong Airlines -- founded in 2006 -- flies from its Hong Kong hub to more than 30 destinations across Asia, Australia and New Zealand. "Following the success of the Vancouver route, we are excited to launch our first route in the continental United States and further expand our international network," George Liu, Hong Kong Airlines' chief marketing officer, said in a statement. "By strengthening the connection between North America and our Asia Pacific destinations, we can provide more options for American business, leisure, academic, and family travelers." Hong Kong Airlines will face competition from oneworld partners American and Cathay Pacific, which also fly non-stop on the route While Los Angeles will be the carrier's first route to the mainland United States, it's not its first to a U.S. territory. Hong Kong Airlines already flies to Saipan, part of the U.S.-controlled Northern Marianas Islands in the Pacific Ocean. As for Hong Kong Airlines, the A350s it will use for the Los Angeles route will be brand new to its fleet. The carrier's first A350 made its maiden flight at Airbus' assembly line in Toulouse, France, just last week. It's the first of 15 A350s Hong Kong Airlines has on order and is expected to be delivered to the carrier by the end of the month. https://www.usatoday.com/story/travel/flights/todayinthesky/2017/08/15/hong-kong-airlines- begin-flying-u-s-mainland-new-airbus-a-350-s/566866001/ Back to Top GAMA Report: Airplane Shipments Total $9B in First Half of 2017 Cessna Citation Longitude. Photo: Textron Aviation. General aviation airplane shipments reached a total of $9 billion during the first six months of 2017, according to a new report published by the General Aviation Manufacturers Association (GAMA). OEMs delivered a total of 995 business jets, piston aircraft and turboprops between January and June, the report says. While the total shipments for the first half of the year showed a 2.7% increase compared to the same period in 2016, the $9 billion total was a 3.4% reduction. GAMA did not include rotorcraft shipments in the report, which will be published separately, according to the organization. Total business jet shipments increased by three units to 295 deliveries over the first six months of the year. The turboprop segment was down 0.9%, or two units, in the first six months of 2017 compared to the same time period last year, the report says. GAMA President and CEO Pete Bunce called the results "mixed with some bright spots." "We hope rule rewrites in the U.S. and Europe, reorganization of the FAA certification directorate and ongoing certification and regulatory reform efforts in Congress, including fuller utilization of the delegation authorization, will spur higher numbers in future quarters this year and the next," said Bunce. Among individual OEMs, Textron Aviation reported the highest number of total shipments, moving a total of 142 Beechcraft and Cessna aircraft during the second quarter of 2017. Textron shipped a total of 31 Cessna 172 Skyhawks during the quarter. Textron CEO Scott Donnelly recently discussed what type of regional demand trends the company is seeing for business jets during its second quarter earnings call. "I think on the business jet side, it's still a very North American-centric market. It's really - I haven't seen any particular dynamics changing over the course of the year and that's how we would envision it playing out for the balance of 2017. So, it's still very North American-driven," said Donnelly. Elsewhere, Gulfstream reported a total of 30 shipments, compared to 24 for Embraer and 17 for Dassault Aviation. Bombardier shipped 36 total business jets during the quarter, including 15 Global 5000/6000s. GAMA's report comes following the recent publishing of Aircraft Electronics Association's (AEA) business and general aviation second quarter 2017 aftermarket avionics sales report, which showed a 5.4% year-over-year increase. http://www.aviationtoday.com/2017/08/15/gama-report-airplane-shipments-total-9-billion-first- half-2017/ Back to Top Airlines swoop in on insolvent Air Berlin As Air Berlin faces being broken up, a number of other airlines are jostling to buy up the leftovers of what was once Germany's second largest carrier. Ryanair seems to prefer staying on the sidelines sulking. Flugzeug von Air Berlin (Thomas Schuhmacher/airberlin) A day after Air Berlin had announced it was seeking protection from its creditors, Lufthansa was the best-performing European stock, up 4.7 percent in morning trading, with budget rivals EasyJet and Ryanair hot on its heels. The jump in European airline stocks was prompted by a German government announcement, saying Lufthansa and another airline were in talks to take over some of Air Berlin's assets. Lufthansa has made no secret of its interest in taking on more of Air Berlin's business while being mindful of the potential obstacles posed by debts and anti-trust issues. The German flagship carrier already has a close relationship with its former rival following an agreement last year to lease 40 Air Berlin aircraft and crew. "Lufthansa has played a canny waiting game over a number of years and is now well placed to cherry-pick those parts of Air Berlin operations that suit it best without buying the whole loss- making enterprise," said Jonathan Wober, analyst at CAPA-Centre for Aviation. And Anand Date, analyst at Deutsche Bank, said in a note to investors that a combined Lufthansa- Air Berlin would have "strong positions" at several key airports, including Vienna, Düsseldorf and Zurich. "It's a very close statement between Lufthansa, Air Berlin and the German government, which suggests Lufthansa is in quite a good position with regards to what it wants to do with Air Berlin's assets," he added. Air Berlin filed for bankruptcy protection on Tuesday after key shareholder Etihad Airways withdrew funding following years of losses, leaving valuable runway slots up for grabs. The insolvency comes with thousands of Germans enjoying summer holidays abroad on flights booked with the airline. Therefore, the German government has granted a bridging loan of 150 million euros ($176 million) to allow Air Berlin to keep its planes in the air for three months and secure the jobs of its 7,200 workers in Germany while negotiations continue. Berlin is expecting decisions to result from these negotiations in the coming weeks. German Transport Minister Alexander Dobrindt said he did not expect any deal to rescue Air Berlin as a complete airline. "There is no transfer of Air Berlin as a whole... there are parts of the business that will go to Lufthansa and there are interested parties for other bits of the business, so we do not expect cartel difficulties," Dobrindt said EasyJet, Europe's second biggest low-cost airline, is understood to be the second carrier in the race for Air Berlin assets, according to sources close to the talks. "The goal has been to keep out Ryanair," one person familiar with the talks told the news agency Reuters. EasyJet would be keen to acquire slots to boost its small presence in Germany, where Lufthansa dominates. An EasyJet spokesman said the airline would not comment on speculation. Ryanair sulking in the wings Meanwhile, Europe's biggest low-cost airline, Ireland's Ryanair, is not believed to be seeking any part of Air Berlin. The airline even lodged a competition complaint on Tuesday with German authorities and the European Commission. It claimed that there was an "obvious conspiracy" between the German government, Lufthansa and Air Berlin to carve up Air Berlin's assets, excluding competitors and ignoring EU competition and state aid rules. "This is clearly being set up for Lufthansa to take over Air Berlin, which will be in breach of all known German and EU competition rules. Now even the German government is supporting this Lufthansa-led deal with 150 million euros of state aid. German customers and visitors will suffer higher air fares to pay for this Lufthansa monopoly." But the German government justified its intervention on the grounds of Air Berlin's "ongoing and positive long-term discussion" with Lufthansa and another, unnamed airline "to continue operations under different ownership." But Royal Bank of Scotland (RBS) analyst Damian Brewer believes that a Lufthansa takeover would indeed mainly be to thwart the likes of Ryanair. "For Lufthansa we see any moves as defensive - blocking other more competitive airlines from expanding. Air Berlin's Düsseldorf airport slots would likely be a valuable asset to Lufthansa while freezing new entrants out, unless the German authorities require slots to be surrendered to new entrants," he said in a note. While the European Commission said it was in "constructive contact" with Germany over the issue, German services sector trade union Verdi has called for as many jobs as possible to be saved and for labor representatives to be involved in the talks. Air Berlin had about 8,500 employees at the end of last year. http://www.dw.com/en/airlines-swoop-in-on-insolvent-air-berlin/a-40111787 Back to Top Manufacturing in Space Just Took a Big Step Forward For the first time ever, large-scale objects have been 3-D printed in a space-like environment. Made In Space just took another step toward its goal of building telescopes and other large structures off Earth. A 3D printer built by the California-based company churned out multiple polymer-alloy objects - the largest of which was a 33.5-inch-long (85 centimeters) beam - during a 24-day test inside a thermal vacuum chamber (TVAC) here in Silicon Valley at NASA's Ames Research Center in June. The milestone marks the first time a 3D printer has created "extended structures" in a space-like environment, Made In Space representatives said here Thursday (Aug. 10) during a press event announcing the success of the June test. (The TVAC imposed the temperatures and vacuum of space, though standard Earth gravity remained.) [3D Printing in Space: A Photo Gallery] Image::Archinaut's 3D printer in the thermal vacuum chamber at NASA's Ames Research Center in California's Silicon Valley. The printer created numerous objects under space-like conditions during the June 2017 test, Made In Space representatives said.|||[object Object] Archinaut's 3D printer in the thermal vacuum chamber at NASA's Ames Research Center in California's Silicon Valley. The printer created numerous objects under space-like conditions during the June 2017 test, Made In Space representatives said. Made In Space "This is an important milestone, because it means that we can now adaptively and on demand manufacture things in space," said Made In Space CEO Andrew Rush. "We have significantly de- risked that technology." Made In Space has already demonstrated zero-G printing; the company built the two 3D printers aboard the International Space Station. (NASA owns one of the machines, and Made In Space owns the other, operating it as a commercial facility.) But both of the ISS printers are kept inside the station, so they don't experience the vacuum or extreme temperature fluctuations of space. The printer that aced the June test is a component of Archinaut, a robotic system that Made In Space is developing under a NASA "tipping point technologies" contract. Archinaut will also feature robotic arms, which will work with the 3D printer to build and assemble structures in the final frontier. (At Thursday's event, Made In Space gave a demonstration of one such robotic arm autonomously grabbing a small beam and inserting it in its proper slot. Photos were not allowed, or you'd be seeing some in this story.) Such technology will allow for the design and manufacture of much larger and more ambitious spacecraft, since they won't need to fit inside a rocket's nose cone and survive the rigors of launch, NASA officials said. "We do believe that in-space robotic manufacturing and assembly is going to revolutionize the way we design and deploy and operate systems in space," Steve Jurczyk, the head of NASA's Space Technology Mission Directorate, said at Thursday's event. Archinaut "could enable a wide range of in-space manufacturing and assembly capabilities," he added. One such potential capability is the construction of much larger space telescopes. Jurczyk pointed to the example of NASA's much-anticipated $8.8 billion James Webb Space Telescope (JWST), which has a primary mirror 21.3 feet (6.5 meters) wide. JWST will be so compacted for its November 2018 launch that it will take more than 80 separate deployment operations after liftoff to get the scope ready to observe the heavens, Jurczyk said. Such a strategy could work for a space telescope with a mirror up to 26 feet (8 m) or so wide, he added. But NASA wants to build even bigger scopes, ones at least 39 feet (12 m) wide, to hunt for signs of life in exoplanet atmospheres and perform other ambitious observations. "That mission is just not doable right now, given the current launch vehicles and trying to fold things up and fit them in a launch vehicle shroud, in a single launch," Jurczyk told Space.com. "It would take multiple launches of partially assembled systems, which would be expensive." Archinaut would make things much easier and cheaper, he added: Mission managers would just have to launch feedstock material to the three-armed spacecraft, which would build the telescope in orbit. But Archinaut isn't just about building new things: It will also be able to repair and augment existing satellites, Rush said. The next big technological step for Made In Space is working to integrate Archinaut's printer and robotic-arm operations, Rush said. After that step is complete, the company would like to fly a demonstration mission in Earth orbit. Next will come full-on commercial operations. Based on what he's seen, Jurczyk estimated that Archinaut could be up and running by the mid-2020s. Rush didn't disagree. "I think operational systems in that time frame are very achievable," he told Space.com. https://www.nbcnews.com/mach/science/manufacturing-space-just-took-big-step-forward- ncna792786 Back to Top NTSB Accident Site Photography Course Title Accident Site Photography Description Three courses in one training event - two days of photography instruction and practical exercises in addition to one day of digital image processing. Day One - Technical Photography The principles of digital imaging will be explained and demonstrated. Participants will create images to apply techniques discussed in class. Participants should be familiar with the operation of their digital camera prior to attending the course. Day Two - Advanced Accident Site Photography Participants learn how to capture the most important and useful images to document any accident site. Through the use of methods described in this course, participants will expose their own images in various photographic disciplines and then share in critique sessions offering constructive observations for improvement. This session will include interactive instruction and demonstration, as well as practical exercises. Day Three -Digital Image Processing Processing and storing of images for current and archival use in a variety of electronic formats will be discussed. Generally accepted protocols for processing of images to enhance image clarity will be presented, as well as information for retaining authenticity crucial for use as documentary evidence. ID Code IM300S Dates and Tuition October 17-19, 2017 $1,198 early registration by September 17, 2017 $1,248 late registration between September 18, 2017 and October 12, 2017 $100 processing fee will be added to tuitions for all offline applications. A tuition invoice can be ordered for a $25 processing fee. Note: payment must be made at time of registration. Times Day 1 & 3: 8am - 4:30pm Day 2: 8am-1pm and 5pm - 8pm (night documentation exercise) Location NTSB Training Center * 45065 Riverside Parkway * Ashburn, Virginia 20147 Status OPEN. Applications are now being accepted. Apply to Attend SIGN UP FOR THIS COURSE HERE CEUs 1.8 Program Agenda Day One - Technical Photography * Digital photography - how a digital image is formed, processed and stored; digital vs. analog imaging; adjusting resolution & file sizes for particular purposes * Camera usage and care - holding, focusing, light metering, batteries, moisture and cleaning * Elements of exposure - shutter speeds, lens apertures, depth-of-field and exposure vs. noise * Lighting: sources and techniques * Close-up and macro-photography - use of flash, filtration and polarization * Troubleshooting - Resolving difficulties by understanding the basics of digital hardware * Photographer safety and camera care * Digital imaging media, techniques and cautions Day Two - Advanced Accident Site Photography * Project environment - preparing for assignments under any conditions * Documenting the scene - protocols for documentation of any type of accident/incident site * Size, color and positional references - GPS capabilities and animation * Storytelling - capturing images to maximize informational content * Quantitative scene data - virtual reality, photomontage * Authenticity - ensuring image authenticity through use of specific procedures * Photo Reality - taking advantage of contrast, perspective, proper lens focal length and color reproduction * Exercise: Documentation of simulated aircraft accident site Day Three -Digital Image Processing * Workflow process - from image capture to archival storage * Scanning - converting traditional prints into digital images * File types - determining optimal file formats for various image types and usages * Image size - Guidelines for best file sizes for a range of storage and electronic transmission considerations * Compression - balancing the benefits and drawbacks of various modes of image compression * Image Correction - using imaging programs to correct for deficiencies in overall image quality: o Enhancing detail o Adjusting luminosity o Cropping out distracting/irrelevant elements o Correcting distorted color o Improving contrast Authenticity protocols - practices and procedures to ensure that the integrity and accuracy of the documentary digital image is not compromised at any point in the workflow process Equipment Participants must provide an individual digital camera, camera manual and laptop computer. In addition, it is recommended and encouraged that you bring to class all equipment and accessories that you may use on the job, such as scales, mirrors, memory, and tripods. Students should be prepared to photograph at a simulated scene outdoors. Please be prepared for local weather and outdoor working conditions. Who May Attend * NTSB investigators * Federal, state & local investigators, including those outside the field of transportation, who would like to build or enhance photographic skills * Potential participants in an NTSB investigation * Law Enforcement Officers * Safety and Private Investigators * Enforcement Inspectors * Others who would like to build or enhance photographic skills Accommodations Area hotels and restaurants Airports Washington Dulles International (IAD): 10 miles Washington Ronald Reagan National (DCA): 30 miles Baltimore/Washington International (BWI): 60 miles More Information Email StudentServices@ntsb.gov or call (571) 223-3900 Courses, forums and symposia are added to the schedule throughout the year. Subscribe to the e- newsletter to learn about upcoming events and new programs: https://app.ntsb.gov/trainingcenter/list/list_mw020207.htm Back to Top Back to Top Develop your career in safety and accident investigation Download our short course brochure Are you looking to further your skills and advance your expertise in safety and accident investigation? The Cranfield Safety and Accident Investigation Centre (CSAIC) offers an extensive range of continuing professional development (CPD programmes, which provide insight and knowledge to support accident investigators. Find the right short course for you Our courses are designed for the aviation, rail and marine transport sectors - but they are also highly relevant to other safety-critical industries. Upcoming courses include: * Safety Management Systems in Aviation: 4 - 8 Sep 2017 * Fundamentals of Accident Investigation: 11 - 29 Sep 2017 * Airworthiness Fundamentals: 11 - 15 Sep 2017 * Practical Reliability: 16 - 20 Oct 2017 * Fundamentals of Material Failures for Accident Investigators : 23 - 27 Oct 2017 * Crisis Management and Business Continuity: 30 Oct - 3 Nov 2017 CSAIC has an international reputation for award-winning teaching, research and consultancy in transportation safety management, human factors, airworthiness and incident/accident investigation. We can offer training suited to your needs - and if your organisation wants a tailored course, we can provide that too. Find out more: Download your free brochure or call an advisor on: T: +44 (0)1234 754189 Back to Top NOW AVAILABLE FOR ORDER EXCLUSIVELY FROM CURT LEWIS AVIATION BOOKS Starting with the Air France 447 accident, the authors present a fascinating and heartbreaking human interest story about one of the most important events in aviation history. They have also written the defining work on Angle of Attack technology and what it means to every pilot and passenger. Their analysis of worldwide aviation accident history shows how the use of AOA equipment instrument may have prevented aviation tragedies. Autographed first edition copies available from Curt Lewis Aviation Books at http://www.pilot-errormovie.com/book/angle-of-attack Buy the book and Pilot Error, the acclaimed tie-in feature film the Milwaukee Journal calls a "first class ticket" and save $6. http://www.pilot-errormovie.com/book/book-and-dvd Meet co-author Shem Malmquist at the Beyond Risk Management booth during the ISASI annual seminar in San Diego August 22-24. Shem Malmquist, a 777 Captain and veteran accident investigator, is presenting "Investigating accidents that are a consequence of complex systems," with Dr. John Thomas (MIT) on August 24 at 11:30 a.m. at the ISASI Conference in San Diego. Malmquist will also be at Quinn's Ale House at the convention venue, the Sheraton San Diego Hotel and Marina from 5:15 p.m. to 7 p.m. on August 23. For more details contact the author at spmalmquist@outlook.com or phone 901 302- 0779. Co-author Roger Rapoport is a Flight Safety Information contributing editor who conducted over 300 interviews around the world for this book. He is the author of Citizen Moore and has written for Harper's, the Atlantic, Esquire, the Wall Street Journal, Los Angeles Times and the London Independent. WHAT THE EXPERTS ARE SAYING ABOUT ANGLE OF ATTACK "We owe Rapoport and Malmquist a great debt of gratitude. Read every word." -Dr. Gary Helmer, Embry Riddle University "A great resource for aeronautical professionals ... exposes the failed defenses that can reside at each layer of the aviation system. A must-read for anyone with an interest in aviation accident investigation and aviation safety." -Dr. Chris Johnson, Director of Aviation Education and Research, Industrial & Systems Engineering, University of Wisconsin, Madison "A must-read for professional pilots, aircraft designers, government regulators and political decision makers." -Captain Elaine M. Parker, Beyond Risk Management "Angle of Attack sheds light for the novice and expert alike. Their subject matter expertise is admirable. They have used the Air France 447 crash and other crashes of automated airplanes as examples of accidents that might have been prevented if the crews had access to realistic training to prepare them for those rare events and if their aircraft had been equipped with angle of attack indicators." -Gregory Fox, Director of Safety, Florida Institute of Technology, ATPL pilot, safety manager since 1971, 35 years safety regulator, and 20 years check inspector on A320 and A340. "For the very first time the full story of Air France 447, one of the most significant events in aviation history, is revealed thanks to eight years of painstaking research." -John Darbo, Argus Inernational, former American Airlines manager of internal evaluation and event investigation "You don't have to be a pilot to find this book moving and absorbing." - Adam Hochschild, Author of Spain in Our Hearts and King Leopold's Ghost "This book proves conclusively that education by meteorologists is the key to fundamental understanding of the impact weather has on the elements of the aviation arena." - Debbie Schaum Embry-Riddle University "A masterful work that was hard to put down." -Captain Shawn Pruchnicki Ohio State University for Aviation Studies Curt Lewis