Flight Safety Information November 1, 2017 - No. 217 In This Issue Incident: Jetstar A320 over Tasman Sea on Oct 28th 2017, spitting engine Incident: Enter B738 at Salzburg on Oct 29th 2017, hard touchdown and go around BBD Safety Standdown Promotes 'Intentionally Safe' Icarus Aerospace Offers Safety Management Systems to Public Safety Organizations EU Parliament pushes for greater scrutiny of airline working practices American to say adios to MD-80s in 2019 Tableau, GE Aviation partner on data analytics for airline industry Horizon Air to phase out Q400 aircraft in Alaska Women in Business Q&A: Bobbi Wells, Vice President of Safety and Airworthiness, FedEx Express Akron sues flight company and co-pilots over cleanup from 2015 plane crash The Private Air Force Preparing U.S. Pilots for the Next War Research aims to help renewable jet fuel take flight New 500-mph jet will help retrieve hearts, livers and other donated organs for Utah patients in need United Is Near a Deal to Acquire Used Airbus Jetliners The space industry will be worth nearly $3 trillion in 30 years, Bank of America predicts New HFACS workshop in Beautiful Las Vegas December 12th & 13th 5th ECAS...European Corporate Aviation Summit, Monday 20th November 2017, London, UK PHD GRADUATE RESEARCH SURVEY REQUEST GRADUATE RESEARCH SURVEY REQUEST Incident: Jetstar A320 over Tasman Sea on Oct 28th 2017, spitting engine A Jetstar Airbus A320-200, registration VH-VGY performing flight JQ-202 from Auckland (New Zealand) to Sydney,NS (Australia), was enroute at FL340 over the Tasman Sea about 170nm west of Auckland when the aircraft was called back to Auckland. The aircraft landed safely back in Auckland about 35 minutes later. The airline reported a ground handler had put a plastic clipboard onto the cowl of an engine and forgot about it. Later debris was seen being ejected from the engine's tailpipe. The crew was notified and called back to Auckland. An inspection of the engine found minor damage, the engine was repaired and the aircraft returned to service. The aircraft returned to service about 7 hours after landing. http://avherald.com/h?article=4b06b8c1&opt=0 Back to Top Incident: Enter B738 at Salzburg on Oct 29th 2017, hard touchdown and go around An Enter Air Boeing 737-800, registration SP-ESA performing flight E4-503 from Frankfurt/Main (Germany) to Salzburg (Austria), was on approach to Salzburg while a storm system was affecting large parts of Europe, tower reported the surface winds from 270 degrees at 26 knots gusting 46 knots. The aircraft performed a circling approach to Salzburg's runway 33 and was on very short final to runway 33 already in the flare at 10:26L (09:26Z) when a gust caught the aircraft causing the right wing to drop, while the crew counteracted the roll the aircraft touched down hard, the crew initiated a go around and entered the hold at Salzburg VOR. About 5 minutes after the go-around the crew advised they needed to return to Frankfurt, ATC filed a new flight plan. In the meantime two other aircraft went around from very short final (50 feet AGL), one of the crews advised they received a wind shear warning forcing the go-around from about 50 feet AGL. Tower advised the crew of another aircraft "Bei so ca. 50 Fuß über Grund kriegens dann ein paar Watschen" (at about 50 feet AGL you'll receive some clips around the ears), the crew continued the circling approach and subsequently also went around from low height. The Enter Air, after ATC had coordinated the return to Frankfurt, returned to Frankfurt, where the aircraft landed without further incident about 70 minutes after the go around. The aircraft remained on the ground in Frankfurt for about 3 hours, then positioned to Berlin Schoenefeld (Germany) and is still on the ground in Schoenefeld about 4.5 hours after landing in Schoenefeld. Metars: LOWS 291120Z 28026G41KT 250V310 9000 SHRA FEW020 SCT035 BKN055 13/07 Q1004 TEMPO 4000= LOWS 291050Z 29027G47KT 250V310 9999 -SHRA FEW028 BKN050 13/07 Q1004 TEMPO 4000 SHRA= LOWS 291020Z 28023G39KT 230V310 9999 SHRA FEW028 BKN045 13/07 Q1004 TEMPO 4000= LOWS 290950Z 28026G43KT 230V320 9999 -SHRA FEW040 BKN050 14/07 Q1003 TEMPO 4000 SHRA= LOWS 290920Z 27024G40KT 230V310 9999 FEW035 BKN045 14/07 Q1003 TEMPO 30035KT 4000 SHRA= LOWS 290850Z 28026G43KT 240V300 9999 -RA FEW030 SCT045 BKN090 13/08 Q1002 TEMPO 4000 SHRA= LOWS 290820Z 28025G44KT 250V310 9999 -RA FEW025 BKN060 14/08 Q1003 TEMPO 4000 SHRA= LOWS 290750Z 29026G38KT 9999 BKN040 15/08 Q1003 NOSIG= LOWS 290720Z 28027G46KT 240V310 9999 -RA SCT040 BKN065 16/08 Q1002 NOSIG= LOWS 290650Z 27019G35KT 220V310 9999 FEW035 BKN070 16/08 Q1002 NOSIG= http://avherald.com/h?article=4b054ccf&opt=0 Back to Top BBD Safety Standdown Promotes 'Intentionally Safe' Bombardier Safety Standdown keynote speaker Ali Bahrami, the FAA associate administrator for aviation safety, called the annual event a "vital part of our industry" because it stops the clock and forces self-examination. He stressed the importance of sharing data, saying it is the only way to advance aviation safety. (Photo: Bombardier) Bombardier opened its 21st annual Safety Standdown this morning with more than 500 registered attendees on site in Wichita and thousands more anticipated listening online as executives focused on this year's theme of "intentionally safe." Entering its third decade, the Safety Standdown has trained more than 9,000 professionals, Bombardier Business Aircraft vice president and general manager of customer experience Jean- Christophe Gallagher told the audience. Jason Karadimas, safety officer and demonstration pilot for Bombardier Business Aviation, noted last year's event drew an audience of 2,800 online. Bombardier hopes to double that this year. The 2017 edition has nearly three-dozen speakers lined up to discuss topics ranging from safety management systems and culture to runway excursions, winter operations and emergency firefighting and live firefighting training. In addition, 10 of the sessions fall under the conference theme. Underscoring the importance of "intentionally safe"-that safety is a choice and must filter into every level of a flight department-Gallagher encouraged attendees not only to consider the safety information at Safety Standdown, but also to share that information with their organizations. Keynote speaker Ali Bahrami, the FAA associate administrator for aviation safety, called Safety Standdown a "vital part of our industry" because it stops the clock and forces self-examination. He stressed the importance of sharing data, saying it would be the only way to advance safety. Bahrami pointed to the successes of the Commercial Aviation Safety Team in helping drive an 83 percent improvement in commercial aviation safety between 1998 and 2008 through use of data. Also emphasized was the importance of safety management systems, with Bahrami calling incorporation of such programs a smart business move for all organizations. He also updated progress of the agency's shift toward compliance philosophy, which encourages organizations to share unintentional noncompliance issues to enable the FAA and organizations to correct the issue rather than fear enforcement. In the past two years, Bahrami said, "We have cut enforcement actions by 70 percent" and at the same time corrected thousands of issues. "We are seeing a focus on education works," he said, "the feedback we are getting is helping to drive change." John DeLisi, director of the Office of Aviation Safety for the National Transportation Safety Board, stressed that flying safely will not always prevent accidents, saying they are happening for "surprising reasons" such as skipping a preflight check or allowing a second-in-command who is not authorized to fly a revenue flight. DeLisi also encouraged data sharing and flight data monitoring (FDM). He pointed to a company that, after a year of FDM, discovered bank angles occurring at 45, 50 and even 60 degrees on repositioning flights. After sharing that with the organization's pilots, those angles returned to a more normal range. This is the value of understanding and sharing data, he said. Also among the keynote speakers on the opening day was NBAA president and CEO Ed Bolen, who noted growing efforts of member companies to share data with 60 such organizations now participating in the FAA Aviation Safety Information Analysis and Sharing (ASIAS). Bolen reiterated Gallagher's challenge for attendees to "take the lessons learned and share them exponentially." https://www.ainonline.com/aviation-news/business-aviation/2017-10-31/bbd-safety-standdown- promotes-intentionally-safe Back to Top Icarus Aerospace Offers Safety Management Systems to Public Safety Organizations Icarus Aerospace, Inc., of Woodlyn, PA, has signed an agreement with ARGUS International to offer training and documentation management to drone operators willing to adopt manned aviation- inspired Safety Management Systems (SMS) to guide their UAV activities. This development falls in line with their focus on creating more awareness for drone safety standards and methodologies. We had an opportunity to interview Joshua K. Brown, President and CEO of Icarus Aerospace during the Commercial UAV Expo in Las Vegas. Juan: When did you decide to add the SMS for unmanned operators in the public safety arena to your services? Joshua: Safety has always been important to me. I've been part of the NASA UTM project and I don't see drone manufacturers and operators rushing to address safety concerns. Everyone seems to be focused on getting new products and services out the door with little attention to the safety of the flights involved. The FAA is all about safety and I saw a void between the two approaches. I attended AUVSI last year and met with a number of public safety organizations, so I raised the issue. I asked them why they didn't have a UAS SMS in place? Juan: And what was the reaction? Joshua: The reaction was very positive. I've been involved with New Jersey Innovation Institute & the FAA Technical Center research, and I know that if we don't start applying manned aviation safety standards to the unmanned community, our chances of full integration of manned and unmanned aircraft in controlled airspace are slim, at best. I've been a SWAT Instructor, a Firefighter/Medic and I've been in the military. People have trusted me with their life, and that's the reason I told the public safety community that they need to have an SMS in place for drone operations. Juan: And that generated some potential customers for your company? Joshua: Yes, we are now working with our partner, ARGUS, and a number of public safety organizations across the country in the implementation of baseline safety protocols. These protocols will allow agencies to operate safer in their daily duty of saving lives and protecting the public. We are also going to be partnering with one of the largest public safety industry resources to offer unmanned solutions insight. Juan: Can you describe your partnership with Argus? Joshua: After working with the FAA for years, I know that they're all about safety and adoption of common standards. That's why I knew I needed a partner to bring decades of manned aviation experience to the table so I didn't have to re-invent the wheel. I met with Joe (Joseph Moeggenberg, President and CEO of Argus) and I knew they were the right organization for Icarus. Argus is the true steward of unmanned knowledge to build a foundation of excellence based in skill & safety. After four months of negotiations, we reached an agreement on the training and documentation side of the certification process, and we have been issuing accreditation to our customers following Argus standards. Juan: What can you tell us about that accreditation? Joshua: We are having meetings with major metropolitan Police & Fire departments and military/defense forces amongst others. Currently though, we're working with the Airborne Law Enforcement Association and PSI Tactical, of Physical Sciences Inc., and we have agreed that safety protocols for unmanned operations is the path to national standardization. I'm expecting to issue the first full scale UAS SMS Public Safety certifications very shortly. Tags: ARGUS, Icarus, Icarus Aerospace About the Author Juan Plaza Juan received a degree in Geodesy and a master in digital photogrammetry from Universidad Central de Venezuela and a MBA in international Finance from Florida International University. He has over 750 hours of experience in photogrammetry navigation and camera operation in aircraft as varied as WWII B-25, Cessna 310, Lear Jet 25C and Piper Aztec. Juan holds a Commercial, Multi- engine Pilot certificate. Juan has been selling mapping UAV's in Latin America for four years and is a frequent guest speaker in events where the safety of flying UAV's and the fact that unmanned and manned aircraft inevitably will share the same airspace, is a relevant topic. He is the CEO of Juan B Plaza Consulting, a services' firm specializing in UAV and general aviation issues. https://www.expouav.com/news/latest/icarus-aerospace-public-safety-organizations/ Back to Top EU Parliament pushes for greater scrutiny of airline working practices Brussels - Low-cost airlines' employment models could come under greater European Union (EU) scrutiny under a provision pushed by EU lawmakers concerned about their effect on aviation safety. The practice of employing pilots on zero hours or pay-to-fly contracts, or via temporary third-party agencies, has drawn criticism from labor unions who say it encourages them to have a lower perception of risk or fly even when are ill or tired. The European Parliament and representatives from EU member states are working on a compromise to a reform of the European Aviation Safety Agency (EASA) which will give it a new mandate to probe any links between "socio-economic" factors and safety. The provision was pushed by the group of Socialists in the Parliament, concerned that some low- cost airlines put too much pressure on their pilots to fly, thereby risking passenger safety. The measure has been provisionally agreed, but will not be final until the two sides reach a deal on the full text. However, airlines and several member states, notably Ireland, were opposed to the measure as they see no link between different employment models and safety. "There is no proven link between safety and social matters. Current aviation safety regulations in Europe provide for comprehensive regulatory measures that ensure a very high level of safety," said Thomas Reynaert, managing director of Airlines for Europe, which represents Ryanair, easyJet, Lufthansa and Air France KLM among others. "There is no need for additional requirements on the basis of social aspects or employment conditions," Reynaert said. No Evidence One airline lobbyist said it was an attempt by trade unions to suggest that flexible employment models are less safe. EASA has already started looking into the matter and has not found evidence that employment models have an impact on safety. The employment models of low-cost airlines, which underpin their low fares, have been a bone of contention with unions who take issue with the practice of employing staff across Europe under the less generous terms of Irish law. https://business.mb.com.ph/2017/10/31/eu-parliament-pushes-for-greater-scrutiny-of-airline- working-practices/ Back to Top American to say adios to MD-80s in 2019 American Airlines has set 2019 as the year it will retire its Boeing MD-80 fleet, replacing the venerable rear-engined aircraft with modern Boeing models. While the MD-80 lacks the storied history and iconic shape of the likes of the retiring Boeing 747, it was a workhorse of American and other US carriers' domestic fleets from the 1980s through the early 2000s making it an everyday sight at airports around the country. The US fleet of in-service MD-80s and MD-90s peaked at 683 in 2000, Flight Fleets Analyzer shows. At the time, it was second only to the 1,077 Boeing 737 family aircraft - not including the DC-9 competitors the 737-100 and -200 - in US airline fleets. American has said before that the MD-80 would exit its fleet by the end of the decade, but had not publicly stated a firm date until the announcement on 30 October that it will close its St Louis pilots base in September 2018 due to retirements of the aircraft. The St Louis base, which the airline acquired with Trans World Airlines (TWA) in 2001, only includes the MD-80. Fort Worth-based American plans to finish 2017 with 45 MD-80s in its fleet, shrinking to 26 by the fall of 2018, a spokesman told FlightGlobal on 30 October. All of the carrier's MD-80s will be based at its Dallas/Fort Worth hub once the St Louis pilot base closes. The 140-seat aircraft is being replaced by 160-seat Boeing 737-800s. MD-80 LEGACY American was the first major US carrier to commit to the MD-80 - if only tentatively at first - when it agreed to "rent" 20 from McDonnell Douglas in 1982, the Flight International archive shows. The airframer essentially leased the aircraft to the airline under a deal that allowed it to return the aircraft after five years with no penalty, or earlier with a cancellation charge. Asset Image Flight International, 9 April 1983 Prior to American's rental agreement, AirCal, the first Frontier Airlines, Hawaiian Airlines and Muse Air were the only US carriers operating the MD-80, Fleets Analyzer shows. TWA followed American with an order for 15 of the type later in 1982. Initially, American planned to primarily use the MD-80 to replace Boeing 727-100s in its fleet, citing 37% better fuel efficiency for the former compared to the latter, the archive shows. However, it instead opted to use the aircraft for growth when it placed what at the time was its largest order ever for 167 MD-80s, including 67 firm and 100 options, in 1984. With the 1984 deal, American had "firmly pinned its future" on the MD-80, Flight wrote in March 1984. Asset Image Fleets Analyzer American's MD-80 fleet grew to 260 by 1993, the database shows. The count remained unchanged until 1999 when it increased to 279 following the acquisition of Reno Air, and then jumped to an all- time high of 362 in 2001 following American's merger with TWA. American operated more than 300 MD-80s through 2007. The fleet has shrunk every year since as aircraft have been retired. www.flightglobal.com Back to Top Tableau, GE Aviation partner on data analytics for airline industry * The deal with Tableau is GE's latest partnership aimed at making Predix data more accessible for customers. GE Aviation is expanding its partnership with the business intelligence firm Tableau, the companies announced Tuesday, to provide visual analytics services that can help the airline industry improve fuel efficiency, aircraft safety, and customer experiences. Targeting both commercial and military airline customers, the new agreement combines Predix, GE's industrial cloud platform, with Tableau's visual analytics capabilities. The new deal makes GE Aviation a global alliance and reselling partner of Tableau. Through this partnership, aviation customers will be able to analyze detailed data on their own performance, as well as industry data, via reports created in Tableau through Predix. Using the Predix platform, GE monitors around 35,000 engines in the field. This produces more than 100 million flight records each year -- amounting to more than 1 million terabytes of data captured a day -- that can be used to inform the industry. The records provide information helpful for engine diagnostics and maintenance requirements, flight patterns, and fuel usage. "Aviation customers are not only looking for ways to make sense of their own data but also want to see data trends from across the industry," said Dan Miller, EVP of worldwide sales, services and support for Tableau, said in a statement. GE has partnered with multiple other tech companies so that customers can more easily leverage the data amassed on the Predix platform. For instance, GE Aviation partnered with Teradata, combining Teradata's operations and business analytics software with Predix. GE is also partnering with Apple to develop mobile apps for industrial operators using Predix. http://www.zdnet.com/article/tableau-ge-aviation-partner-on-data-analytics-for-planes/ Back to Top Horizon Air to phase out Q400 aircraft in Alaska Alaska Airlines subsidiary Horizon Air will phase out its Bombardier Q400 aircraft in Alaska. FAIRBANKS - Horizon Air and its Bombardier turboprop Q400 aircraft will be phased out of Alaska in March and replaced with Boeing 737s. Horizon Air is a component of Alaska Air Group, which includes Alaska Airlines. "Horizon started flying in Alaska in 2014, and since that time has struggled to operate cost- effectively in such a remote environment with limited resources," Alaska Airlines Regional Vice President Marilyn Romano said in a Tuesday email to the News-Miner. "Horizon Air has made the decision to close the Anchorage base on March 10, 2018," Romano said in the email. "Employees have been notified of the closure, and resources are available for those employees who will be impacted by this decision. Horizon's 51 Anchorage-based employees have provided great service to our guests and have been offered opportunities to relocate to other Horizon bases in the Lower 48." Romano said the Q400 was primarily used in the Anchorage-Fairbanks and Anchorage-Deadhorse routes. She said the real change that will be noticed by Fairbanks residents is the jet size. The Boeing 737 seats at least 144 people depending on the jet's size, compared to the Q400's 76 seats. The 737 also offers first-class seating. An Alaska Airlines official said in late 2013, when the company announced the switch to the Q400, that use of the turboprops instead of the jets on the Anchorage-Fairbanks route would reduce the cost per departure by 30 percent and increase the flight frequency to eight per day. Horizon uses the Q400s widely on its Pacific Northwest routes. http://www.newsminer.com/business/horizon-air-to-phase-out-q-aircraft-in- alaska/article_f68747c0-bea4-11e7-846e-1fed3ff52253.html Back to Top Women in Business Q&A: Bobbi Wells, Vice President of Safety and Airworthiness, FedEx Express As Vice President of Safety & Airworthiness, Ms. Wells is responsible for the Air Safety, Quality Assurance, Quality Control and Airworthiness Records programs at FedEx Express. Her departments ensure the safety, airworthiness and regulatory compliance of the FedEx Express fleet and air operation worldwide. This includes efficacy in critical processes, such as safety management, safety analytics and air carrier manuals and records systems. How has your life experience made you the leader you are today? I grew up in a small town in the mountains of Wyoming. My dad was born there and was a naturally curious person, so he was always willing to try new things and work at them until he mastered them. His tendency towards curiosity encouraged that tendency within me. He taught my sisters, brother and I to ski at an early age and we spent most winter weekends at the ski hill. When I was in my early teens, my dad told me I could really improve my skiing if I pushed myself a bit more every time I was on the mountain. I told him I was fine with my level of skiing and that I didn't want to push more because I'd fall down more. He said, "Bobbi, if you're not falling down, you're not learning." Two big lessons I learned from him were to have the courage to try new things and the perseverance to work at them, even when you fall down. Failing isn't fun, but we learn best when we fail. I've found the most rewarding things are the things that make me uncomfortable and give me the biggest opportunity to grow. How has your previous employment experience aided your tenure at FedEx? I spent the first 10 years after college in the US Army. It was an extraordinary experience in leadership. My commanders and mentors were some of the best leaders I've ever met. The Army put me in situations where I had to do things I'd rather not do if given the choice. Because opting out wasn't a choice, I discovered I could do much more than I'd imagined. That was an amazing gift. Another thing that I carry with me every day is something my first company commander told me - privilege comes with responsibility. Leaders don't walk by mistakes - because if you walk by a mistake, you endorse it. We're using the perspective of personal leadership and responsibility with regards to recognizing risk and errors in our airline at FedEx by encouraging everyone not to walk by a mistake or error. It takes everyone on the team to protect our people and equipment. It means we will be able to withstand adversity and grow from it. What have the highlights and challenges been during your tenure at FedEx? My highlights at FedEx will always be the people. I've served in every operating division at FedEx Express and, without fail, our people are what differentiate us. I started as a Senior Manager in downtown New York City with our pickup and delivery operation and saw first-hand how our people live the Purple Promise, which is our mantra of making every FedEx experience outstanding. The biggest challenges always come from unusual situations, whether managing the first relief flight into an area just hit by a hurricane, earthquake or tsunami, or getting the system back on track after a major snow storm. Teamwork is a special skill at FedEx and it has invariably shown through no matter the size or scope of the event. That is the Purple Promise. What advice can you offer to women who want a career in your industry? I encourage women to think of themselves as enough - enough for any challenge, enough for any opportunity, enough for whatever they ask of themselves. Doubt rarely exists outside of our own heads. If we're willing to ignore the small voice raising objections about our ability or worth, we will be amazed at what we can do. I've regularly asked those who come see me to answer a few questions: What if you are truly extraordinary? What if you are truly amazing? If you are willing to believe you are, what would change for you? The final thing I tell them is not to worry about how they're different than the men they're working with. Our differences are what make us special. I've always worked in predominantly male jobs and have always had male bosses. It's very rare when men have treated me as though I can't do something because of my gender, and I think this is because I tend to trust my perspective and push myself to take risks. At the end of the day, most people are interested in teamwork and success, just like I am. What is the most important lesson you've learned in your career to date? I believe learning is the most important thing we can do. Human beings have a natural, insatiable need to learn about the world around us and understand things. If we seek to extend our knowledge and understanding, we can extend our ability to influence those around us. I think this is the single most important thing for leaders and contributors at all levels. No matter what position you hold, you are a leader of some sort. I think of myself as a practicing leader, which means I'm constantly working to improve my leadership skills in every interaction. People who work to be extraordinary at what they do, such as professional athletes, musicians and artists, never stop practicing. Leaders need to have that same mindset. How do you maintain a work/life balance? I rely on my teams to be successful at work and at home. It's less about balance and more about responding to the highest priority using the best resources I have. My husband is a great partner and has always been my biggest supporter. He steps up at home when I need help and I do the same when he needs it. Asking for help from your family or friends and returning the favor makes us all stronger. My mom worked full-time when I was growing up. She owned her own business with four kids, and both she and my dad expected us to pitch in to make things work. That set me up for the same opportunities and expectations, rather than narrowing what was possible. My team at FedEx operates in a similar way - we know we can count on each other. I mentioned that the people differentiate FedEx, and that's true here as well. The relationships we have, at home and at work, help us deal with demands in both areas of our lives. What do you think is the biggest issue for women in the workplace? A question about the biggest issue doesn't seem like the right question to me. If there were a biggest issue, it would be self-evident and the question would therefore be irrelevant. The fact is, bias exists in the world. Human beings all have bias because it's linked to our survival. It's our hard-wired technique to identify friend and foe, so while we all use it, what really matters is how we respond to it. As I mentioned, I've always worked in male dominated fields and, on occasion, people have speculated that I didn't get a job because of my gender. Rather than presume that was the reason and let it narrow the space in which I'd be relevant, I've tried to shift my focus to how I can contribute. The best way we demonstrate our potential and the fallacy of a negative opinion is to show what we're capable of. When I say what you bring is enough, I mean it. When I am able to ignore self-doubt, believe I can make a difference, and stay true to who I am, I can be successful. If you are able to focus on what you can do and have confidence in your abilities, achievement will always be closer. I suspect nearly everyone has been made to feel, by someone, somewhere, that they don't measure up. Whether we believe it or not is up to us. And whether we choose to succeed despite those comments is also up to us. How has mentorship made a difference in your professional and personal life? Having mentors - and being a mentor - has significantly impacted my life. My mentors have had the courage to hold up a mirror for me when I needed it most. Time and again, their guidance has helped me refocus and push selfishness aside. They've also shown me what is possible and have given me the gift of observing their techniques. As a mentor, I've encouraged people to find one behavior they can emulate. It's an easy thing to do and is free to anyone willing to simply pay attention. Finally, I encourage everyone to reach out and help those around them. When you are gone, you want people to be glad they had the chance to know you. That's really the only thing that matters and the only thing that lasts. Which other female leaders do you admire and why? The female leaders I admire most are at FedEx. Our CFO, Elise Jordan, is a great example. She's incredibly selfless and a strong, balanced leader. She has never turned down a chance to give back and is gracefully direct whenever we've worked on projects together. For me, the leaders I admire most have demonstrated selflessness and integrity. What do you want FedEx to accomplish in the next year? FedEx is an extraordinary company and I am very passionate about our ability to connect people and possibilities. We have a unique opportunity to make a difference in the world every, single day - and with our recent acquisition of TNT, we have a chance to extend those connections even further. While FedEx runs the largest air express network in the world, it is TNT's unparalleled road network in Europe that will deepen our access into markets and increase our ability to capitalize on important trends, like cross-border e-commerce. We're on a great path with our global growth strategy and I'm very excited to be part of the history FedEx is making. https://www.huffingtonpost.com/entry/women-in-business-qa-bobbi-wells-vice- president_us_59f8ca2fe4b0412aab840bb8 Back to Top Akron sues flight company and co-pilots over cleanup from 2015 plane crash AKRON, Ohio - The City of Akron is suing a private jet company and the estates of two now- deceased pilots for the cleanup associated with a plane crash in 2015 that killed 9 people and destroyed an apartment building. The city sued the estates of co-pilots Oscar Andres Chavez and Renato Marchese, who died in the crash, as well as the company that owned the plane and the company that leased the plane. It is asking for $18,283.56 for cleanup, alleging that the defendants "failed to pay the necessary and reasonable, additional or extraordinary costs Plaintiff incurred in investigating, mitigating, minimizing, removing or abating the unauthorized spill, release, or discharge or contamination." Chavez and Marchese both died when the plane crashed into an Akron apartment building on Nov. 10, 2015. Seven passengers also died. The National Transportation Safety Board said a "litany of failures" led to the crash. http://www.news5cleveland.com/news/local-news/akron-canton-news/akron-sues-flight-company- and-co-pilots-over-cleanup-from-2015-plane-crash Back to Top The Private Air Force Preparing U.S. Pilots for the Next War * For years, the U.S. military secretly flew Russian aircraft. Now it needs a cheaper option. A U.S. Air Force F-16 pilot prepares for a flight at Bagram Airfield, Afghanistan on February 1, 2016. (U.S. Air Force) When Lt. Col. Eric "Doc" Schultz died in a crash during a training flight in early September at a Nevada test range, it took three days for the U.S. Air Force to acknowledge the accident. Even then, the Air Force refused to say what kind of jet Schultz was flying when he was killed. The hushed reaction spawned theories that the Air Force didn't want to expose a new, classified aircraft. Another theory was the military was covering up the crash of an F-35 stealth fighter, which the service eventually denied. Some of the speculation was put to rest when reports emerged that Schultz was part of Air Force squadron tasked with evaluating foreign aircraft and was likely flying a Russian Su-27 used to train pilots on how to fight some of the newest aircraft coming from Russia and China. Over the years, plane spotters have snapped pictures of at least one Russian Su-27 fighter jet flying over Nellis Air Force Base in Nevada, where American pilots schooled in Russian tactics go head to head with other American pilots. Yet the Air Force's operation of Russian aircraft now is modest compared with during the Cold War. In the 1970s and 1980s, the U.S. Air Force operated a secret squadron, nicknamed the Red Eagles, that flew Soviet aircraft to train American pilots to fight against potential adversaries. That squadron was disbanded in 1990, however, and its remaining aircraft transferred to a smaller test squadron, which Schultz was a part of. While the Red Eagles were disbanded, the need to operate foreign aircraft as part of an aggressor squadron never went away. And with recent advances in Russian capabilities, and a more aggressive posture after the Kremlin's 2014 invasion of Ukraine, the need is greater today than at any point since the dissolution of the Soviet Union. As a result, last year the Air Force's Air Combat Command announced that it would explore using a fleet of contractor-owned and operated aircraft to fly what is officially known as "adversary air." This week, the Air Force released its formal "presolicitation," essentially an announcement to the industry that it is moving forward with a formal competition. The lucrative contract, potentially worth billions of dollars, has already sent companies scrambling to buy up foreign aircraft. It also signals a fundamental break from the past: What was once a fundamental part of the U.S. Air Force will now go to private contractors. Speaking last month at an annual Air Force summit, Gen. James Holmes, the head of Air Combat Command, pointed to an escalating pilot shortage as one of the major factors leading to the decision to outsource adversary air. Taking pilots out of combat rotations isn't an option given the pace of military operations against the Islamic State in Iraq and Syria, increased combat in Afghanistan, and growing tensions with Iran and North Korea. "I'd have to trade an operational fighter squadron for an aggressor squadronI'd have to trade an operational fighter squadron for an aggressor squadron," which would take about 20 to 24 aircraft and their pilots out of circulation, Holmes said. The Air Force's aggressor squadron is a classic Cold War story. The U.S. Defense Department, in a program named Constant Peg, quietly sought to obtain Soviet aircraft on the sly. The Red Eagles, the product of this program, flew a variety of aircraft including MiG-17s, MiG-21s, and MiG-23s. Even after the unit was disbanded, however, the Air Force continued to obtain and operate Soviet aircraft for testing. According to several sources, the Air Force now has a number of MiG-29s that were obtained via Moldova and two Su-27s, one of which is believed to have been destroyed in the crash that killed Schultz. Getting Russian aircraft has become easier since the fall of the Soviet Union, according to those familiar with the Air Force program, but keeping those aircraft flying proved difficult; they required spare parts that were difficult to get. "A lot of that was political," said a former government official who worked with Soviet aircraft. "To get spare parts, you had to deal with the Russians and their purchasing agents, and you had to deal with their companies." The question now, however, is why the Air Force is turning to non-Russian aircraft to mimic a Russian threat. "My guess is it's political considerations that may be driving the quest for non- Soviet aircraft," said one owner of a private firm that deals in Russian aircraft. The Air Force would prefer to have something "maintained and operated by a big company." But the cost of aircraft is just one factor driving the new contract. The other is the availability of military pilots. The pool of U.S. Air Force pilots that can be spared to fly training missions is vanishingly small. The Air Force is currently struggling to cope with a shortage of 1,500 pilots, forcing leadership to shutter many of the dedicated training squadrons that kept Cold War-era fliers sharp, leaving a new generation of fighter pilots with diminishing opportunities to fly against modern aircraft. After looking at options to keep as many fighter pilots flying as possible, using contractors "turned out to be the quickest to field and most cost-effective" way to keep people flying, said Stephen Brannen, the adversary air program manager at Air Combat Command. He estimates that the contract will be worth as much as $500 million a year. But primarily, "it was borne out of the combat fighter pilot shortage," he said. The potential reward of billions of dollars has two companies in particular scrambling to buy foreign aircraft in a bid to win the contract, and several other companies are rumored to be in the mix. Only it's not Russian aircraft they're snapping up. The Virginia-based Airborne Tactical Advantage Company, or ATAC, has bought 63 modernized French Mirage fighters, and Draken International has purchased 20 Mirages being retired by Spain. Turning to private industry and older aircraft to mimic new Russian and Chinese fifth-generation fighters is a bold, and possibly risky, step that the Air Force says is necessary, given the massive shortfall in available pilots and budget constraints partially imposed by massive buys of F-35 aircraft and a new stealth bomber currently in development. The service is looking to contract out about 37,000 hours of the 60,000 training hours it flies each year, leading some Air Force leaders to estimate that about 150 to 200 contractor aircraft will be needed. No one contractor could even come close to filling that need, meaning the bid will be split among multiple companies, of which ATAC and Draken are the largest. Draken, which has somewhere around 80 aircraft, already has a deal to fly missions at Nellis Air Force Base. The industry's biggest contractor, ATAC - with about 90 jets - flies with Navy aircraft carrier strike groups before they head out on lengthy deployments. But private contractors' planes don't come close to matching the capabilities of modern Chinese and Russian planes, much less the U.S. aggressor squadrons flying F-16s and F-15s. Until now, contractors have been able to fly second- and third-generation aircraft, but both services are demanding fourth-generation aircraft to give their pilots a taste of what they might face. The Mirages aren't to that level, but the hope is that with some upgrades to their avionics, they can mimic fourth-generation aircraft well enough. Jeffrey Parker, the CEO of ATAC, told Foreign Policy that his company snapped up "basically the entire French air force" supply of Mirages - along with 6 million spare parts - and is paying to upgrade them because it saw both potential Air Force and Navy contracts coming, and he sees there being demand around the globe for these kinds of contractor-led air training programs. Parker and others noted that the Navy hurriedly issued a solicitation for fourth-generation trainers as soon as word leaked about the upcoming Air Force bid. With the services competing for a limited number of fourth-generation aircraft, the French and Spanish jets bought by ATAC and Draken were part of a dwindling supply. Even so, industry watchers expect it to be several years before the industry can meet the Air Force's needs, forcing the service to continue to make trade-offs. "Demand is appearing to outstrip supply," Parker said, "and the aftermarket for used military fighters has grown tremendously" as the rising cost of new advanced aircraft slips further out of the reach of smaller countries. Even beyond the cost, questions remain over how well these older jets and contract pilots can mimic advanced aircraft and if they can effectively replace highly trained Air Force aggressor squadrons that have flown missions for decades. "You have to train like you fight," said retired U.S. Air Force Maj. Gen. Lawrence Stutzriem, a former fighter pilot. What is being lost is felt acutely by Stutzriem, who spent years flying against fellow Air Force pilots who had perfected Russian tactics during the height of the Cold War. In those years, "the best pilots got assigned to aggressor squadronsthe best pilots got assigned to aggressor squadrons," he said, where they focused on studying Russian doctrine and tactics, and the service made sure that "they're better pilots than you." Holmes, the head of Air Combat Command, said seeking private contractors isn't the desired option but that it's the only one the Air Force can afford right now given shortages in budgets and personnel. "It's a temporary measure the way we see it," he said. "We would like to get it back in house." The trade-offs are real, he said. American pilots have always trained against a peer threat, but with contractors flying older jets, "we know it's going to be something less than that." But as of now, there's not enough money and too few pilots to even place a timeline on that plan. And at least for the foreseeable future, a mission that was once a core Air Force capability will be filled by contractors flying private aircraft. "It's years away before we can start doing it ourselves again," Holmes said. http://foreignpolicy.com/2017/10/31/the-private-air-force-preparing-u-s-pilots-for-the-next-war/ Back to Top Research aims to help renewable jet fuel take flight Date: October 30, 2017 Source: University of Delaware Summary: The International Air Transport Association predicts that 7.2 billion passengers will fly in 2035, nearly doubling the 3.8 billion in 2016. So how do we make flying easier on the environment? Instead of petroleum, researchers have now developed new processes to ramp up production of bio-based fuel made from corncobs and wood chips. Researchers at the University of Delaware's Catalysis Center for Energy Innovation -- an Energy Frontier Research Center supported by the US Department of Energy -- are advancing the development of renewable jet fuel made from corncobs and wood chips vs. petroleum. Credit: Illustration by Jeffrey Chase, University of Delaware Airplanes zoom overhead, wispy-white contrails streaming behind them. The Federal Aviation Administration (FAA) handled 43,684 flights, on average, every day last year, and U.S. military and commercial flights together used over 20 billion gallons of jet fuel. All those emissions add up. World air travel contributed 815 million tons of CO2 emissions in 2016 - - two percent of the global humanmade total, according to the International Air Transport Association. And global air traffic is not slowing down. IATA predicts that 7.2 billion passengers will travel by air in 2035, nearly doubling the 3.8 billion that flew in 2016. So how do we make air travel easier on the environment? University of Delaware researchers are working to develop an alternative jet fuel. Instead of petroleum, UD researchers want to power planes with corncobs and wood chips -- stuff you generally don't care much about unless you're a groundhog or a beaver looking for leftovers. In UD's Harker Interdisciplinary Science and Engineering Laboratory, researchers are transforming such plant material, known scientifically as lignocellulosic biomass, into green products, including new fuels and chemicals. The scientists are affiliated with the Catalysis Center for Energy Innovation (CCEI), an Energy Frontier Research Center supported by the U.S. Department of Energy. Based at UD, the center brings together scientists from nine institutions to work on clean energy challenges. One of the biggest hurdles to making renewable jet fuel, according to CCEI Associate Director Basudeb Saha, is increasing the speed and efficiency of two critical chemical processes -- coupling and deoxygenation. Since the plant material the center works with has a low carbon content once it's broken down from a solid into a liquid, the carbon molecules must be chemically stitched together or "coupled" to create high-carbon molecules in the jet fuel range. Then the oxygen must be removed from these molecules to form branched hydrocarbons. This branching is essential to improving the flow of fuel at the freezing temperatures of commercial flight. "International planes may fly at an altitude of 35,000 feet, where the outside temperature could be as low as -14° Centigrade," says Saha, who is leading a renewable jet fuel project at the center. "That's the temperature at which a plane has to run, and the fuel can't be frozen." Accelerating renewable jet fuel production The demand persists for non-petroleum-based fuel for aviation. More than a decade ago, the FAA had set a target of using 1 billion gallons of renewable jet fuel by 2018. According to IATA, sustainable aviation fuels are integral to its pursuit of carbon neutral growth from 2020 on, and to a 50 percent reduction in net carbon emissions by 2050 (relative to 2005 levels). But not enough quantities of this alternative fuel are being produced, nor at a competitive cost. Currently, several U.S. companies make renewable jet fuel from materials such as triglycerides extracted from used oil and grease, or from a combination of carbon monoxide and hydrogen called syngas. One company uses algae as its source material and even has an underground pipeline to the Los Angeles Airport (LAX), where a percentage gets mixed with conventional jet fuel, Saha says. However, processing this non-conventional material requires high temperatures -- 350°C (662°F) -- and high pressure as well. Not so with those wood chips and corn cobs at UD, where Saha and his colleagues have developed new catalysts -- so called "chemical goats" -- that kickstart the chemical reactions that can transform this plant material into fuel. One of these catalysts, made from inexpensive graphene, looks like a honeycomb of carbon molecules. Its unique surface properties increase the speed of the coupling reaction. It also operates at low temperature (60°C). Another catalyst removes oxygen in an energy-efficient way and produces high yields of branched molecules, up to 99 percent, suitable for jet fuel. Both catalysts are recyclable, and the processes are scalable. "The low temperature and high selectivity of our process can enable cost-competitive and sustainable production of bio-based aviation fuels from lignocellulosic biomass," Saha says. Story Source: Materials provided by University of Delaware. Original written by Tracey Bryant. Note: Content may be edited for style and length. Journal Reference: Sibao Liu, Saikat Dutta, Weiqing Zheng, Nicholas S. Gould, Ziwei Cheng, Bingjun Xu, Basudeb Saha, Dionisios G. Vlachos. Catalytic Hydrodeoxygenation of High Carbon Furylmethanes to Renewable Jet-fuel Ranged Alkanes over a Rhenium-Modified Iridium Catalyst. ChemSusChem, 2017; 10 (16): 3164 DOI: 10.1002/cssc.201701493 University of Delaware. "Research aims to help renewable jet fuel take flight." ScienceDaily. ScienceDaily, 30 October 2017. . https://www.sciencedaily.com/releases/2017/10/171030154446.htm Back to Top New 500-mph jet will help retrieve hearts, livers and other donated organs for Utah patients in need The small jet cruises at more than 500 mph and can soar across the country in a few hours. Onboard are a surgeon and two surgical coordinators, often briefed on the trip's details just minutes before takeoff. Their goal? Obtain hearts, livers, kidneys or other transplant organs as fast as possible, then return them to Utah in hopes of saving a patient's life. In long-distance organ retrieval operations, where minutes can make a life-or-death difference, Utah medical officials said Monday that a new Cessna Citation CJ4 jet - devoted entirely to organ retrieval and similar trips to and from Utah - has already made a positive impact in its first year of operation. Officials unveiled the $7 million jet Monday at a private hangar near Salt Lake City International Airport, while also announcing a new partnership between Intermountain Healthcare's Life Flight air ambulance service and Intermountain Donor Services, a nonprofit agency that coordinates organ transfers in Utah and parts of Idaho and Nevada. Other medical centers including University Hospital will have access to the jet, which will also be deployed on occasion to transport patients in emergency situations. While the aircraft has been in operation for nearly a year - with 81 trips so far - it has now been fully retrofitted with medical equipment essential for transporting organs, officials said. "It's forward-thinking to make investments like this in a market where there is incredible competition to save everyone's life," said Richard Gilroy, medical director of the liver transplant program at Intermountain Medical Center in Salt Lake City. He said flights to retrieve organs are a part of about 70 percent of all procedures they do. Before, Life Flight often used one of its three turboprop planes, Beechcraft King Airs, to obtain organs. The planes are 200 mph slower than the jet, fly at lower elevations and were more easily grounded due to poor weather. An East Cost trip could sometimes take two days - compared to 12 to 14 hours with the new jet - due to weather and limits on how many hours a pilot can fly, said Kent Johnson, director of aviation operations for Life Flight. When it did need a jet, Intermountain Donor Services would contract with Keystone Aviation, a private aviation firm in Salt Lake City. But sometimes the company wouldn't have any jets available, said Tracy Schmidt, executive director of Intermountain Donor Services. So Keystone would find a plane in another city, fly it to Salt Lake City, pick up the surgical team and then head to wherever the organ was located. "It's not efficient, and it's extremely expensive," Schmidt said of the prior method. http://www.sltrib.com/news/health/2017/10/31/new-500-mph-jet-will-help-retrieve-hearts-livers- and-other-donated-organs-for-utah-patients-in-need/ Back to Top United Is Near a Deal to Acquire Used Airbus Jetliners * Carrier looks to add 30 to 40 narrow-bodies, people say * Consultant sees 'a cheap way of bringing in peak capacity' United Continental Holdings Inc. wants to acquire as many as 40 used Airbus SE jets, seeking a thrifty way to bolster short-distance service as the airline struggles to get costs under control. The carrier is looking at A319 and A320 single-aisle aircraft, the Chicago chapter of the United pilots union said in an Oct. 10 memo to its members. A deal for 30 to 40 of the jets is "imminent," according to the memo. The ultimate agreement could be for fewer. Planes operated by U.K. budget carrier EasyJet Plc are a possible source of the aircraft, people familiar with the matter said. Most of the planes would be A319s, said one of the people, who asked not to be named because the information is confidential. EasyJet, which declined to comment, has its own plans to take over leases on A320s from Air Berlin Plc, which is being liquidated. The search for used planes underscores United's efforts to reduce expenses as it seeks to regain investor confidence in its turnaround plan. Shareholders punished the Chicago-based carrier earlier this month after an earnings call in which management failed to establish how it would contend with rising costs and improve profit margins to the level of industry leader Delta Air Lines Inc. United executives are pursuing "a plane they already have in their fleet," said George Ferguson, an analyst at Bloomberg Intelligence. "They can add them cheaply and there is no additional cost for spare parts or to train pilots and mechanics." It isn't clear how United would configure the used planes or where they would fly. The carrier's existing A319s seat 128 passengers and its A320s carry 150. They are used primarily on domestic routes. The current market value for 30 decade-old A319s is about $480 million, while 30 A320s of the same vintage is roughly $690 million, according to consulting firm Avitas. Either would be a substantial discount to the total list price of $2.7 billion to $3 billion, even after taking customary discounts into account. The pilots memo didn't mention whether the planes would be purchased or leased. Delivery could be over several years. Discounter Playbook United Chief Financial Officer Andrew Levy, a former operating chief at discount airline Allegiant, has been a zealous advocate for tapping the used-jet market, saying over the summer that the practice would be "an important part of our fleet strategy." United has acquired used planes before, agreeing to add second-hand aircraft from China in late 2015. The planes could give United a relatively inexpensive way to increase service in the busy summer period or other peak times while keeping capital expenses under control, said aviation consultant Bob Mann. "Andrew Levy is a former Allegiant Air guy, and Allegiant lives on used airplanes," Mann said. "It's a rational thought process. It hasn't been used that much by the major carriers." Read more: Airlines are hungry for hand-me-down jets United declined to comment on specific plane-acquisition plans. "We have made clear that we are going to explore the used market to acquire additional aircraft as part of our overall fleet strategy," the company said by email. Peak Periods United probably sees the aircraft as a way to provide additional seats during busy periods, such as the summer and holidays, Mann said. During most of the year the planes would be in light duty, flying about four hours a day or getting used as spares. They would be pressed into service for as much as 12 hours a day during periods of high demand. "It's a cheap way of bringing in peak capacity," Mann said. U.S. airlines, the world's most profitable, have been among the largest consumers of used narrow- body jets made economical as low fuel prices damp the need for cost-savings from more-efficient new aircraft. This is a "great market for jet sellers" as demand remains strong for used single-aisle planes despite a recent spate of airline failures, said Gary Liebowitz, an analyst at Wells Fargo & Co. "With interest rates low and financing widely available, midlife narrow-body values appear to have increased lately," Liebowitz said in an Oct. 30 report. United has pinched pennies on its fleet in other ways, as well. In September, the carrier delayed the first deliveries of new twin-aisle Airbus A350 jets until 2022 instead of 2018. Last November, it deferred delivery on 61 Boeing Co. 737 and upgraded the order to a more fuel-efficient version of the workhorse narrow-body jet. The company said it expected to save $1.6 billion in capital expenses from the move. https://www.bloomberg.com/news/articles/2017-10-31/united-airlines-is-said-near-a-deal-to- acquire-used-airbus-jets Back to Top The space industry will be worth nearly $3 trillion in 30 years, Bank of America predicts * Bank of America Merrill Lynch sees the space industry growing to $2.7 trillion in 30 years. * The firm's expectation is nearly triple Morgan Stanley's estimate of $1.1 trillion by 2040. * "A raft of new drivers," BofAML says, are pushing the "Space Age 2.0." SpaceX's Falcon 9 rocket takes off on its mission to deliver the EchoStar 105/SES-11 satellite to space. Bank of America Merrill Lynch sees the size of the space industry octupling over the next three decades, to at least $2.7 trillion. "We are entering an exciting era in space where we expect more advances in the next few decades than throughout human history," the firm wrote in a report on Monday. As the cost of space access plummets, BofAML joined Morgan Stanley among Wall Street investment banks bullish on the extraterrestrial industry. Both put the space market today at around $350 billion, but BofAML's outlook is nearly triple Morgan Stanley's expectation of a $1.1 trillion market by 2040. "A raft of new drivers," BofAML said, is pushing the "Space Age 2.0": reusable launch by SpaceX, the growth of private ownership in the market, investment by more than 80 countries and the falling launch costs from vehicles by the likes of Rocket Lab and Vector. The firm cautioned that this is a market where companies traditionally have had trouble turning profits. "However, for investors with a truly long-term time horizon, we see it as one of the final frontiers of investing," BofAML said. There are only five "pure play" companies - defined as having 100 percent of sales in the space business - in the firm's report. All five work with satellites, with ViaSat and Intelsat SA based in the U.S., while Inmarsat, SES and Eutelsat are based in Europe. The companies are also fairly small, with values ranging from $500 million to $9.6 billion. While the report highlights more than 70 global stocks, the remainder have medium-to-low exposure to the space industry's growth. Other opportunities range from incumbent aerospace and defense companies - Boeing, Lockheed Martin, Northrop Grumman - to technology giants - Facebook, Google and Microsoft. Space is "a hotbed for disruptive technologies," the firm said. Today's benefit from satellites is nearly immeasurable, and massive projects such as the International Space Station or the Stratolaunch aircraft are possible only through the industry's growth. https://www.cnbc.com/2017/10/31/the-space-industry-will-be-worth-nearly-3-trillion-in-30-years- bank-of-america-predicts.html Back to Top New HFACS workshop Las Vegas, NV December 12th & 13th, 2017 HFACS, Inc. offers professional development training on our innovative HFACS/HFIX methodologies. Our intensive, two-day workshops teach updated cutting-edge techniques to help your organization identify the causes of errors and develop preventative measures to lower your risk and improve performance. You have been included in our new email database as we begin using this important tool for communication on upcoming workshops as well as being the first to hear about any special offers. Please forward this to any interested co-workers so they may also stay How to register: To register visit hfacs.com or call 800-320-0833 or email dnlmccnn@gmail.com or info@hfacs.com Attendees of the workshop will learn how to: * Integrate human factors and system safety concepts into the root cause analysis (RCA) process * Utilize the Human Factors Analysis & Classification System (HFACS®) to identify systemic causes of human error during accidents, incidents, and/or near misses. * Integrate HFACS into traditional RCA tools like the fishbone diagram, fault trees, and link analysis using HFACS * Implement the Human Factors Intervention matriX (HFIX®) to develop innovative corrective action programs Develop a human error database and tracking system for monitoring and evaluating performance improvement efforts All attendees of the workshop will receive: * HFACS-RCA Handbook (including HFACS Interview Guide & HFACS/HFIX Checklists) * Complimentary Associate HFACS Professional (AHP) Certification * Opportunity to join the largest Listserv catering to human factors accident investigation and error management Already attended a 2-day workshop? Don't miss out on our special offers! * Our workshops have been updated to feature the newest information * If you have already attended our 2-day HFACS course, don't miss out on the opportunity to attend another workshop as a "refresher" for a discounted rate of $200 * Or bring a full-paying customer with you and receive free refresher course registration * For any additional questions and information, contact info@hfacs.com or call 800-320-0833 5th ECAS European Corporate Aviation Summit Monday 20th November 2017 London, UK EARLY-BIRD REGISTRATION: £250 + 20% VAT, Total: £300 Until 3rd November 2017 Regular Fee: £450 + 20% VAT, Total: £540 INFORMATION & REGISTRATION ONLINE MEDIA PARTNERS FREE REGISTRATION FOR BUSINESS AIRCRAFT OPERATORS Following the previous success of ECAS in the UK and Sweden, the 5th Summit in 2017 will explore the latest developments in the corporate aviation sector of Europe. Debate the future of business aviation, learn about the latest developments and network with leading experts. Don't miss the Networking Drinks Reception! CONFIRMED EXPERT-SPEAKERS Colin Brickman, Managing Partner, CAMO4jets Mark Byrne, Director, Martyn Fiddler Aviation Armando Cairoli, ETS Support Facility, Eurocontrol Tatiana Chernyavskaya, Regional Sales Manager - CIS and Ireland, FlightSafety International Greg Coburn, Managing Director, Mercury Aero Stephane De Wolf, IS-BAO Operations Specialist, IBAC - International Business Aviation Council Jay Faria, President and Commercial Director, Airtrade Aviation Capt. Tilmann Gabriel, Program Director of the Air Transport Master Programs, City University London Owen Geach, Chief Commercial Officer, IBA Group Andrew Hughes, MACAW Jonathan Russell, Senior Associate, Hill Dickinson Chris Seymour, Head of Market Analysis, Flight Ascend Consultancy Gabriella Somerville, Managing Director, ConnectJets ECAS AGENDA HIGHLIGHTS - The European business jet fleet: 2017 trends, value changes and outlook - Bizjet values overview - Business aviation and the pilot shortfall; on the way to new pilot licensing / training regulations - Technical and commercial aspects of an aircraft transaction - The bureaucratisation of safety and how operators keep on improving without losing their minds - The ETS Support facility for aircraft operators - CAMO4jets a structured approach to risk management when acquiring aircraft - New opportunities for Light Jets in Europe - Advanced technology for safety in corporate aviation - 10 steps to set up a flight department - Isle of Man update and thoughts on Brexit and EU VAT - Avanti EVO SPONSORSHIP OPPORTUNITIES For more information, please contact sponsor@aeropodium.com Early-Bird Registration: £250 + 20% VAT, Total: £300 Until 3rd November 2017 Regular Fee: £450 + 20% VAT, Total: £540 FREE REGISTRATION FOR BUSINESS AIRCRAFT OPERATORS For more information, the agenda and to register, please visit www.aeropodium.com/ecas.html Email: register@aeropodium.com Tel: +44 20 8123 7072 PHD GRADUATE RESEARCH SURVEY REQUEST International airline pilot and 38-year veteran of flying, Karlene Petitt, has instructed pilots on Boeing aircraft for over 21 years, and holds type ratings on A330, B747-400, B747-200, B767, B757, B737, and B727. She is working on her PHD in Aviation with a focus on safety at Embry- Riddle Aeronautical University. Petitt is researching the impact of training, aircraft understanding, safety culture, aviation passion, and manual flight tendencies, to better understand the impact on performance. If the pilot is always blamed for errors, the underlying factors may never be identified. The survey will take approximately 10-15 minutes and is anonymous. If you fly for a commercial operation, with a two (or more) person crew (corporate, charter, or airline) please visit http://petittaviationresearch.com to learn more and access the link to the survey that can be found at the bottom of the page. Thank you!!! Karlene Petitt MBA. MHS. Doctoral Candidate Aviation ERAU Typed: A330, B747-400, B747-200, B767, B757, B737, B727 http://karlenepetitt.blogspot.com Back to Top GRADUATE RESEARCH SURVEY REQUEST I am a student of Air Transport Management at City University of London. I am in the final stage of writing my dissertation on Human Machine Interaction. However, I am looking for some data in order to have a better understanding of the real issues among pilots. I would like to kindly ask, if you could complete my survey attached: https://it.surveymonkey.com/r/JBZG6FJ Thank you. Kind Regards, Yari Franciosa Curt Lewis