Flight Safety Information February 28, 2018 - No. 043 In This Issue Incident: Wizz A321 at Sofia on Feb 26th 2018, rejected takeoff due to unreliable airspeed Accident: Emirates B773 at Islamabad on Feb 27th 2018, ambulift topples over Incident: Aerotrans Cargo B744 at Frankfurt on Feb 26th 2018, engine cowl partly separated Incident: Skyjet B462 at Sayak on Feb 27th 2018, overran runway on landing Incident: Malindo AT72 at Kuala Lumpur on Feb 27th 2018, nose gear tilted 90 degrees on landing Incident: Airbus A3ST near Hamburg on Feb 26th 2018, cable fire in cockpit United flight diverted because of smoke in cockpit EVAS - Cockpit Smoke Protection Avro RJ100 Runway Excursion (Sweden) Some Pilots Still Find "Climb Via" Procedures Confusing In Pushing His Personal Pilot For FAA, Trump Shows Disregard For Air Safety Bombardier Challenger 350 Dethrones Embraer Phenom 300 as the Most-Delivered Business Jet Boeing Invests $1.5 Million in FIRST to Inspire Young Innovators ESASI Regional Seminar -Jurmala/Riga, Latvia on 23-24 May 2018 New HFACS workshop - Daytona Beach, FL - April 16th & 17th, 2018 DTI Training There's still time to book your place on our Human Factors in Aviation Maintenance course IATA Safety and Flight Operations Conference Inspection Authorization Renewal S A F E T Y S E M I N A R Medallion Foundation - Providing Assurance In Your Systems Incident: Wizz A321 at Sofia on Feb 26th 2018, rejected takeoff due to unreliable airspeed A Wizz Air Airbus A321-200, registration HA-LXL performing flight W6-4321 from Sofia (Bulgaria) to Beauvais (France), was accelerating for takeoff on Sofia's runway 09 when the crew rejected takeoff at 80 knots reporting unreliable airspeed indications. The aircraft slowed safely and returned to the apron. The occurrence aircraft remained on the ground for about 8 hours before returning to service. Two other company A321 needed to divert to Budapest due to unreliable airspeed indications the same day, see Incident: Wizz A321 at Sofia on Feb 26th 2018, unreliable airspeed and Incident: Wizz A321 at Sofia on Feb 26th 2018, unreliable airspeed indications. http://avherald.com/h?article=4b572e7b&opt=256 Back to Top Accident: Emirates B773 at Islamabad on Feb 27th 2018, ambulift topples over An Emirates Boeing 777-300, registration A6-END performing flight EK-615 from Islamabad (Pakistan) to Dubai (United Arab Emirates), was boarding passengers. An ambulift was lifting passengers with reduced mobility onto the aircraft, when the ambulift toppled over impacting the right hand engine's (GE90) inlet. A ground handler and 5 passengers received injuries as result of the accident and were taken to hospitals. The airline reported the aircraft was involved in an incident on the ground during boarding causing injuries to five passengers and a ground handling staff. The injured were taken to a hospital. Emergency services reported one of the injured (59) suffered head injuries. The aircraft was unable to depart due to the dents in the engine inlet. A replacement Boeing 777-300 registration A6-EMT positioned from Dubai to Islamabad and performed the return flight EK-615 with a delay of 11:20 hours. The occurrence aircraft is still on the ground in Islamabad about 20 hours later. The ambulift toppled over: http://avherald.com/h?article=4b5725f9&opt=256 Back to Top Incident: Aerotrans Cargo B744 at Frankfurt on Feb 26th 2018, engine cowl partly separated An Aerotrans Cargo Boeing 747-400, registration ER-JAI performing flight ATG-4419 from Frankfurt Hahn (Germany) to Baku (Azerbaijan), was climbing out of Hahn's runway 21 when the crew stopped the climb at FL230 reporting vibrations and decided to return for a safe landing on Hahn's runway 03 about 80 minutes after departure. Part of the aft cowl of engine #1 (PW4056, outboard left hand) had separated with the access door locks appearing open. The engine seen after landing back: http://avherald.com/h?article=4b571308&opt=256 Back to Top Incident: Skyjet B462 at Sayak on Feb 27th 2018, overran runway on landing A Skyjet Airlines British Aerospace BAe-146-200, registration RP-C3855 performing flight M8-421 from Manila to Sayak (Philippines) with 73 passengers, landed on Sayak's (also known as Siargao's) runway 01 but overran the end of the runway and came to a stop with all gear on soft ground about 30 meters past the end of the runway. There were no injuries, the aircraft received minor if any damage. Passengers reported the captain attempted to evade an eagle during landing. Two dead birds were found on the runway. The aircraft was unable to depart for the return flight, the return flight was cancelled. The runway was closed for a few hours until the aircraft was moved to the apron. The Civil Aviation Authority of the Philippines (CAAP) have opened an investigation into the occurrence. The runway according to current NOTAMs offers a landing distance available of 1347 meters/4418 feet. No weather data are available. Possibly related NOTAMs: C0036/18 - EXER EXTREME CTN DRG LDG/TKOF DUE PRESENCE OF OBSTRUCTION (ELECTRICAL POST LOCATED 205M FM EDGE OF RWY 19). 12 JAN 04:39 2018 UNTIL 12 APR 08:00 2018. CREATED: 12 JAN 04:40 2018 C0834/17 - DECLARED DIST: RWY TORA TODA ASDA LDA 01 1347M 1407M 1347M 1347M 19 1347M 1407M 1347M 1347M REF AIP PAGE RPNS AD 2-2 SECTION RPNS AD 2.13. 18 OCT 06:47 2017 UNTIL PERM. CREATED: 18 OCT 06:47 2017 The aircraft after landing (Photo: Del Carmen Municipal Disaster Risk Reduction Management Office): http://avherald.com/h?article=4b56fe5b&opt=256 Back to Top Incident: Malindo AT72 at Kuala Lumpur on Feb 27th 2018, nose gear tilted 90 degrees on landing A Malindo Air Avions de Transport Regional ATR-72-212A, registration 9M-LMF performing flight OD-1407 from Langkawi to Kuala Lumpur Subang (Malaysia) with 33 passengers, landed on Subang's runway 15 on first approach, however, the nose gear was rotated 90 degrees causing both nose gear tyres to blow out and damage to the nose wheels during roll out. The aircraft became disabled on the runway. There were no injuries, the damage to the aircraft is being assessed. The airline reported the aircraft suffered a tyre burst upon landing at Subang airport which necessitated the closure of the runway until the aircraft can be removed. The aircraft seen disabled on the runway: http://avherald.com/h?article=4b56faf0&opt=256 Back to Top Incident: Airbus A3ST near Hamburg on Feb 26th 2018, cable fire in cockpit An Airbus Airbus A300-600ST Beluga, registration F-GSTF performing flight BGA-143F from Chester,EN (UK) to Hamburg Finkenwerder (Germany), was descending towards Hamburg when the crew declared emergency reporting smoke in the cockpit. Airport and Hamburg City fire brigades were called to the Finkenwerder aerodrome. The aircraft landed safely on runway 05 about 17 minutes later. The smoke had dissipated in the meantime. Emergency services reported that they found evidence of an active cable fire in the cockpit that had extinguished by itself prior to landing. There were no injuries. http://avherald.com/h?article=4b57310c&opt=256 Back to Top United flight diverted because of smoke in cockpit A United Airlines flight from Newark, New Jersey, to Los Angeles was forced to make an emergency landing in Pennsylvania around 9:20 p.m. Tuesday after pilots noticed smoke in the cockpit, the Federal Aviation Administration said. Flight 1165 was diverted to Lehigh Valley International Airport, about 65 miles northeast of Philadelphia. The plane, a Boeing 757, landed safely, and no injuries were reported, the FAA said. United confirmed the diversion in a statement late Tuesday, but said the plane had to be diverted "after reports of smoke in the lavatory," not the cockpit. "The flight landed safely and we will transport customers back to Newark this evening via bus and provide hotel accommodations, helping customers resume their travels as quickly as possible on Wednesday," United said. "Our maintenance team will inspect the aircraft to determine the cause. We apologize to our customers for this inconvenience." United and the FAA both said they would investigate the incident. United passengers experienced a much scarier diversion incident earlier this month when part of a plane's engine fell apart in midair, leaving metal pieces flapping in the wind. The NTSB attributed that incident to an "engine surge and compressor stall" in one of the plane's engines. That plane, a Boeing 777, landed safely with no injuries, but passengers on the flight said the said they were terrified. "I thought we were going to die and hoped that my kids knew that I loved them," one passenger told ABC News on Feb. 13. "It was horrible. The flight attendants were really professional, but they were scared. You could tell from their face." http://abcnews.go.com/US/united-flight-diverted-smoke-cockpit/story?id=53407524 Back to Top Back to Top Avro RJ100 Runway Excursion (Sweden) Date: 27-FEB-2018 Time: Type: Avro RJ100 Owner/operator: BRA Braathens Regional Airlines Registration: SE-DSU * C/n / msn: E.3248 Fatalities: Fatalities: 0 / Occupants: 2 Other fatalities: 0 Airplane damage: Unknown Location: Stockholm-Arlanda Airport (ESSA), Sigtuna Municipality, Stockholm - Sweden Phase: Take off Nature: Ferry/positioning Departure airport: Stockholm-Arlanda Airport (ARN/ESSA) Destination airport: Stockholm-Bromma Airport (BMA/ESSB) Narrative: An aircraft operated by BRA skidded off the runway. The two occupants were not injured. The aircraft had diverted to Stockholm-Arlanda Airport, Sweden after having been unable to land at Stockholm-Bromma Airport due to poor weather conditions. The incident occurred as it was preparing to fly to Bromma Airport. https://aviation-safety.net/wikibase/wiki.php?id=206816 Back to Top Some Pilots Still Find "Climb Via" Procedures Confusing Pilot deviations are a matter of life and death. Dassault Falcon 8X Automation isn't enough to avoid pilot deviations. Just because some business aircraft meet the technical specifications of Level 4 Automation guidelines doesn't necessarily mean all the flight crews operating these sophisticated systems completely understand the procedures they're asking the computers to fly. Recently, two airports separated by some 2,500 miles have experienced nearly the same number of pilot deviations on respective RNAV SIDs. The new RNAV procedures include the use of "Climb Via" techniques that were implemented by the FAA nearly four years ago in an attempt to simplify IFR departures. At New Jersey's busy Teterboro Airport (TEB), NBAA reports a significant increase in pilot deviations,"14 in the first two weeks of February alone." At TEB, the RUUDY 6 RNAV departure from Runway 24 is the cause of most of the recent headaches due to the level-off required right after departure. Even during earlier versions of this departure, the requirement to cross a point just a few miles southwest of the airport at 1,500 feet to avoid conflicting overhead traffic into Newark Liberty International Airport has been problematic. Pilots regularly blew it. Now, even with complete automation, the busts continue as some pilots have been setting in the 2,000 foot top altitude, completely missing the lower altitude restriction they must comply with first. Both the FAA and the Teterboro Users Group are concerned enough that the agency recently published a review (https://www.nbaa.org/ops/cns/pbn/climb-via/RUUDY-LTA.pdf) of the departure procedure, as well as suggestions aimed at keeping all the aircraft in the area safely separated. At Henderson Executive Airport in Las Vegas, the SID departing Runway 35 Left is the problem, with busts there too. The Henderson has experienced enough pilot deviations to warrant a letter of their own similar to the one issued for TEB. In Nevada however, the problem has grown to levels that tower personnel have also implemented a temporary procedure to verify pilots understand the 6,000 foot mandatory crossing altitude at the KITTE waypoint. Vegas Departure HND RNAV departure procedure. "Pilots are interpreting their clearance to mean the higher assigned altitude, or are simply not setting up their autopilots and flight directors to capture published altitude restrictions," said NBAA Access Committee member Keith Gordon, who participated on the team that help create the climb via procedure. "RNAV restrictions can be a matter of life and death. Blowing through the KITTE altitude restriction puts you in the path of traffic landing at McCarran International Airport and that understandably makes controllers nervous." The big questions of course is why so many pilots seem to be misunderstanding these departure procedures. I asked Rich J. Boll II if the new procedures might just have become too complex. Boll is Chair of the Access Committee's Airspace, ATC, and Flight Technologies Working Group. He said the question has been raised before, adding that, "Climb via was originally designed for Airbus and Boeing aircraft operating with the highest level of automation. When we use aircraft with lower levels of automation, we add more work for the pilot." Boll also has begun questioning how well pilots are being trained in the various levels of automation on complex procedures like TEB and HND. A recent NBAA memo warned pilots that the consequences of these continuing pilot deviations include more than a slap on the hand. "We are soon losing a long-standing PBN departure procedure at Eagle, CO because of repeated & frequent pilot deviations, more surprisingly so since this is a special procedure involving a higher level of pilot knowledge and training. There is the very real possibility of losing other PBN procedures like those at TEB and HND if these pilot deviations do not stop. It also threaten efforts to expand the use of PBN procedures at these airports, such the current work ongoing to develop an RNAV or RNP SID for TEB's runway 19." The NBAA said, "It is important pilots understand the purpose of the "Climb Via SID" phraseology. It should trigger them to carefully review the assigned SID for any published altitude restrictions, and be especially alert for "at" and "at or below" altitude restrictions. Pilots should program their aircraft's automation to ensure these altitude restrictions are complied with during the climb. And of course, if pilots are unsure of any element of the SID, the best time to ask is while the aircraft is still on the ground. https://www.flyingmag.com/some-pilots-still-find-climb-via-procedures-confusing Back to Top In Pushing His Personal Pilot For FAA, Trump Shows Disregard For Air Safety Christine Negroni , CONTRIBUTOR I write about the business of aviation and travel. Trump's pilot, John Dunkin (left) with Jay Galpin (Photo by Andrew Milligan/PA Images via Getty Images) There is no reason to believe that Capt. John Dunkin isn't a capable pilot and a genuinely nice guy. But President Trump does his friend no service by putting him forward as a candidate to lead the Federal Aviation Administration which is being reported in several publications this week. If the stories are correct, it is the second time Donald Trump has suggested his personal pilot has the right stuff to lead the most influential air safety organization in the world. The FAA not only regulates all U.S. airlines but foreign carriers that fly into America. It oversees one of the world's largest communities of general aviation from recreational aircraft to business and corporate jet operations. The FAA regulates how planes are constructed, maintained and repaired and how they will fly so they remain safely separated in increasingly crowded airspace. The FAA keeps an eye on hundreds of thousands of sport and commercial drone operators. And if you see someone working at an airport or in an airplane, there's a good chance the FAA had something to do with their education, training and licensing. If the agency's immense portfolio comes as a surprise to some, that's because aviation is so safe in the U.S., its work is taken for granted. So it should be obvious that being a pilot, even a great pilot, as Trump proclaims Dunkin to be, is not enough to lead the FAA. During the presidential campaign, Trump supporters often claimed his lack of government experience was inconsequential because he would surround himself with the very best people. That prediction turned out not to be the case as evidenced by the ten-day tenure of Anthony Scaramucci as communications director, the raucous 7 month reign of White House Chief Strategist, Steve Bannon who even Trump characterized as having "lost his mind" or the three-week stint of Secretary of State Michael Flynn to name but three. Clearly, Trump's view of qualified skews from the norm. More to the point, it calls into question the judgment of his nominees. Dunkin is an experienced and qualified fixed wing and helicopter pilot who managed a team of pilots and a small fleet of aircraft for a presidential campaign. For two years he flew candidate Trump to 45 states covering nearly 400 thousand miles. But in the flash of a news cycle Dunkin becomes better known for what he is not, experienced in industry, government or safety. How could he have failed to anticipate that? Americans may not appreciate the role of a president's chief strategist, or Secretary of State but anyone who flies understands the FAA makes sure planes are safe, skies are safe and people are competent as evidenced most dramatically by the ordinary, well-trained FAA-qualified professionals involved in the Miracle on the Hudson flight. December 9, 2016 in Grand Rapids, Michigan. DON EMMERT/AFP/Getty Images That's why air travelers will demand that the person who leads the agency next is not only "smart" but knowledgeable with a wide range of experience in the aviation industry. The next FAA administrator doesn't need to be a pilot but it is critical that he or she be steeped in the extremely complex, interlocking and multi-faceted system that is 21st Century aviation. That Trump doesn't understand this is no surprise. That Dunkin allows his name to be put forward for the post shows its not just experience he lacks, but judgment as well. The Wall Street Journal calls my bestselling book, The Crash Detectives, a "must read." Order your copy here and visit my Facebook page. https://www.forbes.com/sites/christinenegroni/2018/02/27/in-pushing-his-personal-pilot-for-faa-trump-shows-disregard-for-air-safety/#3b48300f6cac Back to Top Bombardier Challenger 350 Dethrones Embraer Phenom 300 as the Most-Delivered Business Jet Bombardier's super midsize claims the title that Embraer's light jet had held each year since 2013. According to the figures collected by the General Aviation Manufacturers Association, the Bombardier Challenger 350 was the most delivered business jet in 2017. With 56 deliveries worldwide, the super midsize aircraft finished just ahead of the light-class Embraer Phenom 300 and the midsize Cessna Citation Latitude, each of which had 54 deliveries. GAMA, an international trade organization for companies that build general-aviation aircraft, released the delivery numbers at its annual State of the Industry press conference, which was held February 21 in Washington, D.C. When endorsing the Challenger 350 as a Best of the Best selection last year, Robb Report Private Aviation Advisory Board member Lee Rohde noted that "charter operators regularly claim it is one of the most highly demanded aircraft. Additionally, NetJets and Flexjet continue to add Challenger 350s to their fractional fleets." The Challenger 350 entered service in 2014 and surpassed 200 deliveries in 2017. In 2016, Bombardier delivered 62 examples, placing the Challenger 350 one unit behind that year's first-place finisher, the Phenom 300. The Embraer aircraft was the most delivered business jet every year from 2013 through 2016. As with the Challenger 350, many of the Phenom 300 deliveries have been to the fractional companies. The Latitude entered service in 2015, and in its first three years, Textron Aviation (owner of the Cessna brand) delivered 112 examples. Last year was the second straight year that it was the most-delivered midsize jet. Gulfstream and Dassault Falcon, the two other major business-jet manufacturers, do no report individual model deliveries. Gulfstream delivered a total of 120 aircraft in 2017, five more than it delivered in 2016, and Dassault Falcon delivered 49 in 2017, the same number as the previous year. Overall from 2016 to 2017, business jet deliveries grew by 1.3 percent, increasing from 667 to 676 and reversing a downward trend that began after 2014, when deliveries fell from 722 to 718. Business-jet deliveries peaked in 2008 at 1,317. Although the number of deliveries grew from 2016 to 2017, overall billings fell by 3.9 percent, from $18.73 billion to just under $17.99 billion. Last year marked the third straight year that billings had fallen from the previous year, though the drop from 2015 to 2016 was much steeper-14.4 percent-than last year's. "There was growth in the lighter end of the segment, especially in new models," GAMA chairman Phil Straub said at the press conference. "The midsize market contracted. Similarly, there was a slight slowdown in the large-cabin category. This is why billings were down and units were up." New models that contributed significantly to the growth in the light-jet category were the Hondajet and the Cirrus SF50, also known as the Vision Jet. The Honda Aircraft Company delivered 43 examples of the Hondajet last year, 20 more than in 2016. Vision Jet deliveries jumped from three in 2016, when it went into service, to 22 last year. With 39 deliveries, the now 5-year-old Cessna Citation M2 was the second-most delivered light jet in 2017. http://robbreport.com/motors/aviation/bombardier-challenger-350-dethrones-embraer-phenom-300-as-the-most-delivered-business-jet-2780427/ Back to Top Boeing Invests $1.5 Million in FIRST to Inspire Young Innovators MANCHESTER, N.H., FIRST (For Inspiration and Recognition of Science and Technology), an international K-12 not-for-profit organization founded by inventor Dean Kamen, today announced a $1.5 million grant awarded by The Boeing Company to support young innovators through FIRST programming. The company's investment will assist in the development of targeted mentorship programs that increase STEM diversity, proficiency and interest among K-12 students - specifically among underserved and geographically diverse populations. "Whether they're solving technical challenges in the classroom or putting their skills to work at a FIRST competition, it's remarkable what these young minds are capable of creating," said Dennis Muilenburg, Boeing chairman, president and CEO. "Boeing is committed to supporting STEM programs like FIRST through employee volunteerism and charitable grants. By exposing students to STEM subjects and experiences and teaching them how to apply what they've learned in real and relevant ways, we hope to inspire future generations of dreamers and doers." The 2018 grant supports FIRST programs, which inspire innovation and leadership through engaging, hands-on robotics challenges developed to ignite curiosity and passion and develop valuable science, engineering, technology, teamwork, and problem-solving skills in students in grade K-12. Boeing, a FIRST Strategic Partner, has supported the organization since 2001. Boeing is sponsoring more than 550 FIRST teams around the U.S. this year. Over the years, the company has provided employee volunteers to mentor teams and donated money, scholarships, and other resources to help FIRST grow. Boeing has also been a longtime sponsor of FIRST Championship and a recent sponsor of the FIRST STEM Equity Community Innovation Grants. Muilenburg is a member of the FIRST Board of Directors. "This generous grant from Boeing is helping us move closer to our goal of reaching all kids with equitable access to opportunity, mentorship, and engagement to build a foundation for a bright future," said Donald E. Bossi, president of FIRST. "We're incredibly grateful for Boeing's ongoing commitment to FIRST, especially through Dennis's valuable expertise on our board and the powerful mentorships so many of his employees provide FIRST participants." For more information about FIRST programs and sponsorship opportunities, please contact development@firstinspires.org https://www.firstinspires.org/about/press-room/boeing-invests-in-first-to-inspire-young-innovators Back to Top ESASI Regional Seminar - Jurmala/Riga, Latvia on 23-24 May 2018 We are pleased to announce that the 9th ESASI Regional Seminar will take place at the Baltic Beach Hotel in Jurmala/Riga, Latvia on 23-24 May 2018. In addition, the meeting of the military investigator group is scheduled to take place on the afternoon of 22nd May 2018. The aim of the seminar is to keep the European air safety investigation community, abreast of current developments and evolving best practice in aircraft safety investigation. As in previous years, the seminar will include presentations on case studies, the European environment, challenges of modern air safety investigations and human factors in aircraft accidents and incidents. Register now for ESASI 2018, as a special early bird price is available before 31st March 2018. Cost of registration is €150 per delegate, which includes the event dinner at the Baltic Beach Hotel on 23rd May 2018. Companions are welcome to attend the dinner at a cost of €50. For further information please go to - https://www.esasi.eu/ Back to Top HFACS, Inc. offers professional development training on our innovative HFACS/HFIX methodologies. Our intensive, two-day workshops teaches updated cutting-edge techniques to help your organization identify the causes of errors and develop preventative measures to lower your risk and improve performance. How to register: To register visit hfacs.comor call 800-320-0833 or email 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 Textbook • 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 There's still time to book your place on our Human Factors in Aviation Maintenance course 19 - 23 Mar 2018 This course will provide you with in-depth knowledge of a wide range of human factors issues in aviation maintenance. You will also gain practical skills to manage human error, through the application of key theories and tools covered throughout the course. The challenges associated with practical application of currently-available safety tools are examined, together with the latest strategies to enhance understanding and management of maintenance error. Practical exercises will enable you to apply your knowledge and skills to real-life scenarios. By visiting Cranfield's B737-400 aircraft, you will have the opportunity to observe the specific features of the aircraft systems and understand the challenges faced by frontline operators. Groups are expected to conduct an investigation based on a specific maintenance error scenario by using well-known investigation tools and taxonomies such MEDA, HFACS etc. Key topics include: • The nature of the maintenance environment • Maintenance management • Designing for human factors • Human error management in maintenance The Cranfield Safety and Accident Investigation Centre (CSAIC) offers an extensive range of CPD programmes, which provide insight and knowledge to support accident investigators. We also provide safety and accident investigation consultancy services and would love to speak to you about your organisation's particular requirements. Read our blog: http://saiblog.cranfield.ac.uk/ Contact an advisor: shortcourse@cranfield.ac.uk T: +44 (0)1234 754189 Curt Lewis