Flight Safety Information March 1, 2018 - No. 044 In This Issue Incident: Qantas B738 at Perth on Feb 27th 2018, disagreeing airspeed Incident: United B752 near Allentown on Feb 27th 2018, smell of smoke in cabin EVAS - Cockpit Smoke Protecton Incident: TUI B763 at Vaasa on Feb 27th 2018, engine shut down in flight Accident: Smartlynx A320 at Tallinn on Feb 28th 2018, runway excursion after bad touch and go Island Express Air pulled from the skies by Transport Canada after Abbotsford crash Air Traffic Control Privatization Architect Abandons Effort FAA Blames Airlines for Lack of Wider ADS-B Use IHST: Helicopter Safety Sees Global Improvement 2018 CHC Safety & Quality Summit...October 2-4, 2018 The Aviation Industry Is Backing Biofuels Embraer E190-E2 Wins Certification from Three Authorities Soon, thousands of helicopter pilots will visit this North Texas city for training AIR FORCE IN CRISIS, PART I: WHY PILOT RETENTION MATTERS RIGHT NOW Dassault Aviation to build new $47 million business jet after scrapping Falcon 5X Admiral warns price of F-35 must come down or jet will become unaffordable A Bus-Size Asteroid Will Whiz by Earth Friday RESEARCH SURVEY POSITION:...AIRCRAFT MAINTENANCE INSTRUCTOR Position: Manager, Maintenance School Support ESASI Regional Seminar -Jurmala/Riga, Latvia on 23-24 May 2018 New HFACS workshop - Daytona Beach, FL - April 16th & 17th, 2018 DTI Training Inspection Authorization Renewal S A F E T Y S E M I N A R Medallion Foundation - Providing Assurance In Your Systems Incident: Qantas B738 at Perth on Feb 27th 2018, disagreeing airspeed A Qantas Boeing 737-800, registration VH-VZY performing flight QF-566 from Perth,WA to Sydney,NS (Australia) with 174 people on board, was climbing through about 3000 feet out of Perth when the crew advised they had a small problem, subsequently adding they had an airspeed disagreement. The aircraft levelled off at 9000 feet and returned to Perth for a safe landing about 40 minutes after departure. The airline reported a faulty sensor prompted the return, the sensor was quickly replaced, however, the night curfew in Sydney prevented another departure. The passengers were taken to hotels and rebooked onto the next flight the following day. http://avherald.com/h?article=4b57f219&opt=256 Back to Top Incident: United B752 near Allentown on Feb 27th 2018, smell of smoke in cabin A United Boeing 757-200, registration N597UA performing flight UA-1165 from Newark,NJ to Los Angeles,CA (USA), was climbing out of Newark when a smell of smoke was detected in the cabin apparently originating from one of the lavatories. The aircraft diverted to Allentown,PA for a safe landing. The remainder of the flight was cancelled. The passengers were bussed back to Newark and rebooked onto other flights. The airline reported there was smell of smoke from a lavatory. https://flightaware.com/live/flight/UAL1165/history/20180228/0138Z/KEWR/KLAX http://avherald.com/h?article=4b57f0f4&opt=256 Back to Top Back to Top Incident: TUI B763 at Vaasa on Feb 27th 2018, engine shut down in flight A TUI Airways Boeing 767-300, registration G-OBYG performing flight BY-638 from Vaasa (Finland) to Sal (Cape Verde), was in the initial climb out of Vaasa's runway 34 when the right hand engine emitted a series of bangs and streaks of flame prompting the crew to stop the climb at 2000 feet, shut the engine down and return to Vaasa for a safe landing on runway 34 about 40 minutes after departure. A replacement Boeing 757-200 registration G-OOBB positioned to Vaasa the following day and reached Sal with a total delay of 34 hours. Passengers reported the right hand engine emitted 4 or 5 bangs and streaks of flame. The occurrence aircraft is still on the ground about 33 hours after landing back. http://avherald.com/h?article=4b57efa2&opt=256 Back to Top Accident: Smartlynx A320 at Tallinn on Feb 28th 2018, runway excursion after bad touch and go A Smartlynx Estonia Airbus A320-200, registration ES-SAN performing training flights MYX-9001 from Tallin to Tallin (Estonia) with 7 crew, was doing touch and gos at Tallinn's runway 08. After about a dozen touch and gos the aircraft the aircraft touched down on runway 08, accelerated again, lifted off but could not climb out touching down again very hard with sparks and flames visible, became airborne again. The crew declared emergency, positioned for a landing and touched down on runway 26 at 17:03L (15:03Z) when a loud bang was heard and the aircraft veered left off the runway leaving some parts behind on the runway and came to a stop at position N59.4129 E24.8526 about 830 meters/2700 feet past the runway 26 threshold. The aircraft sustained substantial damage to the landing gear. The airline reported a technical problem on landing on the training flight with 7 crew (two pilots, four trainees and one inspector). According to information The Aviation Herald received the last touch and go went wrong with the aircraft hitting the runway a second time very hard. The aircraft had the nose gear rotated by 90 degrees and sustained damage to nose gear and both engines. http://avherald.com/h?article=4b57c3dd&opt=256 Back to Top Island Express Air pulled from the skies by Transport Canada after Abbotsford crash Island Express Air's president Gerry Visser shows off one of his airline's planes in 2012. GLENN BAGLO / PNG Transport Canada has grounded Island Express Air, the airline who had a small plane crash shortly after takeoff Friday in Abbotsford. Island Express, based in Abbotsford, will be brred from operating as a commercial airline until "it proves it can keep its operations consistently compliant with aviation safety regulations," Transport Canada said in a statement. "The department took this action in the interest of public safety." The agency also said the airline had contravened parts of the Canadian Air Regulations, but did not provide details. "Transport Canada takes aviation safety seriously and expects all air operators to fully comply with aviation safety regulations. The department does not hesitate to take action when regulatory non-compliance is identified. We will continue to monitor Island Express Air's actions as the company works towards compliance with aviation safety regulations. " In a recorded message on Island Express's voicemail, the airline said they are "voluntarily suspending all flight operations." "Our management team is currently working with Transport Canada and the Transportation Safety Board to find out the cause of the incident." The Feb. 23 crash involved a Beechcraft King Air 100 twin-engine turboprop airplane, which was carrying two crew and eight passengers. According to reports from the scene, the plane had climbed to about 300 feet when it apparently lost control and crashed into a raspberry field adjacent to Abbotsford Airport, near Walmsley Avenue and Clearbrook Road. Two people were taken to hospital with non-life-threatening injuries. There was snow falling in the area at the time of the plane's takeoff - about seven centimetres fell during the day, a further 15 cm the next day - but airport general manager Parm Sidhu said after the crash that it was too early to speculate if icy conditions were contributing factors in the accident. According to Island Express's website, the airline has 10 aircraft and serves Abbotsford, Vancouver, Victoria and Nanaimo with scheduled flights. They also have provided charter service to destinations around B.C., Canada, and the United States. The airline was fined $5,000 in 2016 by Transport Canada for "for permitting a person to act as a flight crew member in an aircraft when the person had not fulfilled the requirements of the airline's ground and flight training program." http://vancouversun.com/news/local-news/island-express-air-pulled-from-the-skies-by-transport-canada-after-abbotsford-crash Back to Top Air Traffic Control Privatization Architect Abandons Effort Senate Panel Advances FAA Reauthorization Without Trump Privatization Plan Rep. Bill Shuster, R-Pa., introduced the 21st Century Aviation Innovation, Reform and Reauthorization Act last year. The leading House proponent of a stalled effort to move the nation's air traffic controllers from the Federal Aviation Administration to a private nonprofit entity announced Tuesday that the proposal is effectively dead. Last year, Rep. Bill Shuster, R-Pa., introduced the 21st Century Aviation Innovation, Reform and Reauthorization Act (H.R. 2997), which, among other things, would spin 30,000 federal employees responsible for air traffic control at U.S. airports into a private nonprofit entity governed by a board made up of representatives from airlines, employee unions, and general aviation and airport trade groups. The bill got the endorsement of President Trump, who held a signing ceremony for the principles of the bill last June. But although the House Transportation Committee, which Shuster chairs, advanced the bill along party lines that month, senators were resistant to the plan, and the bill never received a vote on the House floor. In a statement, Shuster lamented that the bill did not receive the support needed to pass. "Many, including myself, continue to believe that the air traffic control provisions of the 21st Century AIRR Act are good government reforms, and necessary for the future efficiency, effectiveness, and safety of our entire nation's aviation system and its users," he said. "Despite an unprecedented level of support for this legislation-from bipartisan lawmakers, industry, and conservative groups and labor groups alike-some of my own colleagues refused to support shrinking the federal government . . . cutting taxes and stopping wasteful spending." Last September, Congress approved a six-month extension of FAA's authorization, averting a partial shutdown of the agency until March 31. With that deadline now a month away, Shuster said he would work with Sen. John Thune, chairman of the Senate Commerce Science and Transportation Committee, on a long-term reauthorization bill for the agency. Although the National Air Traffic Controllers Association formally endorsed Shuster's proposal for providing budget certainty and preserving collective bargaining agreements, the news is a win for some federal employee unions, which had argued that the plan was but one piece of a larger effort to cut the federal payroll and outsource public services. "This is a huge victory for air traffic safety and the traveling public," said Andi Parker, president of the National Federation of Federal Employees Local 1340, which represents FAA employees. "Neither the science nor the data was there to show proof to the claim that privatization will increase safety or save money. In fact, the evidence dictated the exact opposite." NFFE President Randy Erwin drew parallels between the air traffic control debate and the ongoing issue of health care for veterans. "Now that a wholesale attempt to privatize the FAA is off the table, we must remain vigilant against attempts to discredit the FAA through intentional underfunding and understaffing," Erwin said. "This is the next page in the privatization playbook, and it is the same playbook currently deployed in the effort to privatize the Department of Veterans Affairs." http://www.govexec.com/oversight/2018/02/air-traffic-control-privatization-architect-abandons-effort/146307/ Back to Top FAA Blames Airlines for Lack of Wider ADS-B Use A top FAA administrator told Congress the ADS-B system is fully operational and the main reason for its limited use is the airlines' lack of needed onboard equipment, adding that their readiness for the coming 2020 mandate is "not where we would like it to be." The testimony on Tuesday, from Ali Bahrami, FAA associate administrator for Aviation Safety, came in response to questioning from Peter DeFazio (D-Oregon), during a hearing on aviation safety before the U.S. House of Representatives Transportation and Infrastructure's subcommittee on aviation. Calling safety "this subcommittee's number one priority," chairman Frank LoBiondo (R-New Jersey) said, "Recent events and near-misses remind us of the work that remains." He cited as examples the Air Canada jet that last July almost landed on a taxiway at SFO occupied by four airliners; the more than 200 fatal GA accidents in Fiscal Year 2016; and the fatal crash and post-crash fire of a Grand Canyon sightseeing helicopter two weeks before. Representatives from the NTSB, NASA, ALPA, and the DOT's Office of Inspector General also testified on issues including regulating drones, shortages of pilots reported by some regional carriers, and the plan to privatize the ATC system, formerly a key provision of the proposed FAA reauthorization process. Bill Shuster (R-Pennsylvania), chairman of the House Transportation and Infrastructure Committee, announced after the conclusion of the hearing that the provision to privatize ATC would be dropped from the reauthorization legislation, HR 2997, aka the 21st Century AIRR Act. Capt. Tim Canoll, ALPA president, said his organization would support the reauthorization act whether or not it includes ATC privatization. Also in attendance were family members of the victims of the 2009 Colgan Air Flight 3407 accident in Buffalo, a crash that led to increasing minimum flight time requirements for airline pilots. Responding to recent moves to loosen those rules, ALPA stated in prepared testimony, "We urge the committee to reject any proposal to modify or change, that weakens the current first officer minimum qualifications." With expanded recorder use on the NTSB's Most Wanted List of safety initiatives, John DeLisi, director of its Office of Aviation Safety, told Congress his agency supports mandating "low-cost, lightweight data recorders" for Part 135 operators. It also recommends flight data recorders in Part 121 operations maintain 25 hours of data, rather than the current two hours, which he said is insufficient to investigate incidents that don't result in an accident, but nonetheless are of concern. The NTSB also supports the use of cockpit cameras. "Some questions can only be answered through data provided by an image recorder," DeLisi said, and they are needed to "establish effective safety management strategies." Asked the FAA's views on recorders, Bahrami said the agency "would like to see as much information as possible. Visual recording is one of those tools." But he noted that, historically, cameras in the cockpit have been "quite controversial," and the issue would require careful deliberation before the FAA mandated any such deployment. https://www.ainonline.com/aviation-news/business-aviation/2018-02-28/faa-blames-airlines-lack-wider-ads-b-use Back to Top IHST: Helicopter Safety Sees Global Improvement Accident rates for the U.S. helicopter industry remained stable in 2017, but well below the accident totals it experienced several years ago, according to preliminary data released by the United States Helicopter Safety Team (USHST) this week at Heli-Expo 2018. Comparing 2017 with 2013, the year the USHST was founded, civil accident rates have declined by 17 percent, while fatal accidents are down 33 percent. In 2013, the fatal helicopter accident rate in the U.S. was approximately one per 100,000 flight hours, and over the past several years has leveled off at approximately 0.55 fatal crashes per 100,000 flight hours. This is still below the organization's goal of 0.69 for the year. Indeed, Tony Molinaro, a public affairs officer with the FAA, presented statistics in a presentation on Wednesday, demonstrating that the most recent three-year period shows an average of 18 fatal helicopter accidents a year in the U.S., following a somewhat steady decrease from the average of 40 seen between 1985 and 1987. Those same statistics also had the average of total accidents over the three year period ending in 2017 as 118, down from the average of 211 recorded between 1985 and 1987, the earliest data presented. The International Helicopter Safety Team-which will soon be restructuring as the International Helicopter Safety Foundation, incorporating legal and financial status- presented preliminary 2017 data from 49 countries that showed in most cases decreasing totals in both fatal and non-fatal helicopter accidents. Overall, the incidence of rotorcraft accidents among the those countries decreased by 6 percent year-over-year, and by 32 percent since 2013. Europe, which had 103 helicopter accidents (25 fatal) in 2013, has seen continual improvement, resulting in 43 accidents, 11 of which resulted in fatalities, last year. During that same span, Brazil went from 25 accidents (four fatal) to less than half that amount in 2017. The organization conducts an annual survey of operators to learn the rate of implementation of IHST's key recommended safety practices by operators around the world. "Of all the folks in the survey, more of them are using the recommended practices by the IHST," said Molinaro. "We're seeing more and more that they're using HUMS, that they're using SMS, they're using flight data monitoring, but there's a lot of work to be done." While he is heartened by the steadily improving results, Molinaro is not yet ready to credit them entirely to the education efforts of IHST and others. "We still have not gotten the link yet to work being done on safety enhancements being connected to some kind of progress in lowering the accident rate," he told Heli-Expo attendees. "As soon as we find some tool that comes out of the teams and we can absolutely link what they are doing or what's being changed that then causes a lowering of accidents-that's the goal for us." https://www.ainonline.com/aviation-news/business-aviation/2018-02-28/ihst-helicopter-safety-sees-global-improvement Back to Top 2018 CHC Safety & Quality Summit October 2-4, 2018 Gaylord Texan Resort Hotel & Convention Center, Grapevine, TX "Building Safety At Every Level: Does this start at the top or with front line employees?" www.chcsafetyqualitysummit.com Back to Top The Aviation Industry Is Backing Biofuels The International Air Transport Association has set an ambitious goal for its members: transporting a billion passengers on flights using biofuel by 2025. The goal is a demonstration of IATA's efforts to help cut carbon dioxide emissions. The aviation industry is a major source of these, after all. Hypothetically, the increased use of biofuels in planes could eat into oil companies' income from jet fuel and this could be a cause for concern. In reality, however, the prospects of biofuel being used on a large enough scale to noticeably dent Big Oil's income are remote. For starters, biofuel is costlier than regular jet fuel. IATA itself admits that this is a problem, with chief executive and managing director Alexandre de Juniac saying "We want 1 billion passengers to have flown on a SAF-blend flight by 2025. That won't be easy to achieve. We need governments to set a framework to incentivize production of SAF and ensure it is as attractive to produce as automotive biofuels." It actually will need to become much more attractive to produce and to sell if the billion-passenger goal is to be achieved. At the current rate of biofuel uptake in the aviation industry, IATA's own estimates see half a billion passengers flying on "biofueled" flights by 2025 - just half the target. The authority lists several ways in which the target could be hit, however. Among these are higher subsidies for aviation biofuels, easier access to financing for biofuel producers, and devising policies that support the wider adoption of biofuels. This is nothing too original: just measures that have proved efficient in the past across industries. Efficient they may be, but this doesn't eliminate the challenges. It's one thing to discuss subsidies and to encourage them, but implementing them is another thing: the money has to come from somewhere. With the cost of biofuels still higher than jet fuel, this somewhere might mean higher taxes. Remember, IATA is talking about subsidies that are higher than the subsidies for fossil fuels. Loan guarantees and capital grants for biofuel producers are also excellent ideas as long as the industry gets the banks on board with it. Banks are skeptical these days but who knows, maybe they could be convinced that biofuel is the future of aviation. After all, the billion-passengers target is part of a plan to book carbon-neutral growth from 2020 onwards and reduce net carbon emissions by 50 percent from 2005. Biofuels are indeed essential for reducing the carbon emissions of the aerospace industry. At the moment, the average level of CO2 emissions varies between 114 g of CO2 equivalent per km for long-haul flights and 260 g of CO2 equivalent per km for short-haul flights. Biofuels can cut this by as much as 80 percent, IATA says. It's certainly worth supporting biofuel adoption, then, at least from an environmental point of view. It's the economic aspect that will be challenging. Biofuel producers will need to focus on bringing costs down as much as possible. Governments will need to step in with incentives and probably regulation. The outcome will likely be higher flight fares and more Big Oil activity in biofuels. The shift to renewables goes on. https://oilprice.com/Energy/Energy-General/The-Aviation-Industry-Is-Backing-Biofuels.html Back to Top Embraer E190-E2 Wins Certification from Three Authorities Four E190-E2 prototypes clocked more than 2,000 flight test hours over the course of 19 months. (Photo: Embraer) The Embraer E190-E2 has gained type certification from the Brazilian Civil Aviation Agency (ANAC), the U.S. Federal Aviation Administration (FAA) and the European Aviation Safety Agency (EASA). A ceremony held in São Paulo Wednesday marked the occasion, which Embraer called the first time an aircraft program as complex as the E2 received approval from the three major worldwide certification authorities simultaneously. Certification of the E190-E2 opens the way for delivery to launch customer Wideroe of Norway, which plans to start service with the first of its 114-seat jets on April 24. Launched in 2013 along with the larger E195-E2 and smaller E175-E2, the E190-E2 gained certification in 56 months, precisely on schedule. Four flight-test articles clocked more than 2,000 hours in the air since first flight in May of 2016 and Embraer conducted some 45,000 hours of tests in laboratories with rigs dedicated to aircraft avionics, flight controls, and electrical, hydraulic, and environmental systems. "Having had the pleasure of launching the E-Jets E2 family back in 2013, it is very emotional for me to see the E190-E2 reach type certification today, on schedule and on budget," said Embraer president and CEO Paulo Cesar de Souza e Silva. "Our development teams have once again excelled in their creativity, dedication, and competence. Not only all development targets were met, but several important ones like fuel burn, performance, noise, and maintenance costs came in better than originally specified." In January Embraer announced a series of positive adjustments to the E190-E2's performance and operating cost profile. Aerodynamic improvements resulted in a decrease in the E190-E2's fuel burn rate by 17.3 percent compared with the E190-E1, as opposed to the original estimate of 16 percent. The company attributes the improvement to better-than-expected performance of the new wing, and aerodynamically "clean" fuselage and the "smart" use of the airplane's fly-by-wire controls. It also cited a weight control program that allowed it to achieve its weight goals precisely on target, flap slap and slat optimization during the flight test campaign and drag reduction on key elements for takeoff performance such as landing gear. Hot-and-high improvements have resulted in an increase in range out of London City Airport to 2,200 nautical miles, allowing the E190-E2 to reach markets in Russia, Egypt, and Turkey. The company expects to gain certification for London City within two years, explained program director Fernando Antonio Oliveira, who named E1 operators BA Cityflier, KLM Cityhopper, and Austrian Airlines as likely candidates for flying the E2 in and out of LCY. From Mexico City, range increases to 1,600 nautical miles, extending the E190's reach to Canada and South America. Embraer also sees a lot of potential for the E2 in hot-and-high markets in China, where it already claims an 80 percent share of the market for airplanes in the 190's seating category. The company now counts five Chinese operators flying 100 aircraft. Embraer Commercial Aviation marketing vice president Rodrigo Silva e Souza explained that aerodynamic fine-tuning that resulted in the performance improvements also translate into a reduction in aircraft noise. Specifications show that the E190-E2 generates a 20 EPNdB margin on Stage 4, equating to a 3 EPNdB improvement over original expectations. Of course, the fuel burn reduction resulting from the aerodynamic improvements also reduces emissions, and Embraer estimates that 1.3 percent better fuel consumption translates into about 1,700 tons less CO2 emissions per aircraft over ten years. Finally, Embraer now expects that pilots will need only two and a half days worth of transition training for the E2, or half a day less than the original plan. https://www.ainonline.com/aviation-news/air-transport/2018-02-28/embraer-e190-e2-wins-certification-three-authorities Back to Top Soon, thousands of helicopter pilots will visit this North Texas city for training GRAND PRAIRIE North Texas' reputation as a hub for aviation activity of all kinds is taking another step forward. Airbus Helicopters has announced plans to build a $40 million pilot training center in Grand Prairie. Pilots and helicopter mechanics from around the world who wish to operate models such as the H145 and H175 will visit the area for roughly two weeks at a time to attend training. The Airbus Helicopters Training Center in North America is scheduled to open in 2020 at Airbus Helicopters Inc.'s headquarters, 2701 N. Forum Drive in Grand Prairie. Jerry Jones revealed his newest toy at The Star on Thursday afternoon, touching down in a customized Airbus H145 helicopter. (Star-Telegram/Max Faulkner) mfaulkner@star-telegram.com "With this expansion, we will be able to support our customers' needs for world class helicopter training in one convenient location," said Christopher Emerson, Airbus Helicopters Inc. president and head of the North America region. The center will dramatically expand Airbus' ability to train several thousand pilots, mechanics and other workers at a time - potentially two to three times as many as can be handled simultaneously today. Last year, about 1,500 people received Airbus training, according to a company press release. The new center likely will create a nominal number of new permanent jobs, a company official said. But Grand Prairie and other surrounding cities likely will experience a noticeable bump in hotel room nights, car rentals and other visitor-related expenditures. The facility is being built in a partnership with Helisim, a joint venture of Thales and Airbus Helicopters. Helisim will operate the simulation center, which will include the first H145 and H175 Level D simulators in North America. The Reality H Simulators built by Thales will enable pilot training for two of Airbus Helicopters' most high-tech commercial helicopters, which are becoming widely used in the United States and neighboring countries, the company said in a news release. The facility will be designed for expansion to include H160 simulator training, once that aircraft is certified and in production. Airbus has a worldwide workforce of about 129,000, including roughly 660 in North Texas. The company has had a presence in Grand Prairie for nearly 50 years. The announcement of plans to build the training facility was made Tuesday during the HAI HELI-EXPO in Las Vegas. http://www.star-telegram.com/news/business/aviation/article202379109.html Back to Top AIR FORCE IN CRISIS, PART I: WHY PILOT RETENTION MATTERS RIGHT NOW MIKE BENITEZ FEBRUARY 28, 2018 Air Force pilot retention has plummeted to 35 percent - 1,363 pilots have left in the past 24 months. A news headline reads: "Military hopes to curb exodus of discontent pilots." The Senate is resistant to raising the pilot bonus. Air Force officials are feverishly working to rebuild trust in the ranks by addressing quality-of-life issues left unattended. Pilots are voting with their feet and the airlines are hiring. One non-traditional solution being panned is Phoenix Aviator. In lieu of a traditional bonus, pilots who agree to stay would be eligible for a $100,000 bonus upon separation. In return, they would receive an airline transport rating and the airlines would grant preferential treatment to military pilots who have served at least 15 years. The airlines are supportive. Sen. John McCain is not, remarking, "I'd be more interested in raising the aviation bonus and giving pilots a better lifestyle." This wasn't in 2018 - it was in 1997. The current military pilot retention crisis is not the first, and it won't be the last. In fact, this is the fifth pilot exodus since the Vietnam War. But today is not yesterday. If things don't change, the U.S. military is set to endure the longest and largest pilot exodus in history. The signs are already there - the Air Force has failed to meet its annual pilot retention goal for the past four years and pilot retention has been trending downward since 2010, according to the internal data from the U.S. Air Force Aircrew Crisis Task Force. The first installment in this three-part series will explain how the retention crisis hurts the day-to-day operations of a squadron and detail why retention is the key to preserving combat capability in the near term. Iceberg, Right Ahead! Previous pilot manning crises occurred in the early 1970s, late 1970s, early 1990s, and late 1990s. These were fueled by the hollowing of the force, high operations tempo, erosion of compensation, and lucrative private-sector opportunities. The current retention crisis is strikingly similar, except for two big differences. First, the airlines are hiring in higher numbers than at any time in the past. In the next ten years, 42 percent of commercial airline pilots will hit mandatory retirement age. The industry anticipates hiring 5,000 pilots per year for the next 20 years. By comparison, the entire U.S. military only produces 2,500 pilots per year. But while retention is always influenced by airline hiring to an extent, solely blaming the airlines for military pilot retention woes is like saying someone jumped off the Titanic because there was a lifeboat in the water. The tragic fate of the Titanic was sealed not by the iceberg, but by the ship's design combined with operating missteps. Second, previous pilot shortages were partially mitigated by the downsizing of the Air Force as a whole during the same periods. Today's Air Force does not have that luxury, because it can't get any smaller. Twenty years of force drawdowns have now reduced the capacity to produce, absorb, and develop aviators. Today's Air Force is worn out, too small, under-resourced, and over-tasked thanks to the three-punch combo of 27 years of continuous combat rotations (and counting), years of budget turmoil, and over-shooting massive force draw-downs. Incidentally, 2010 was also the last time Congress passed a defense funding bill on time. This preceded the Budget Control Act of 2011, followed shortly thereafter by sequestration in 2013 - causing massive groundings of flying squadrons. In 2010 Congress did something else that exacerbated the retention problem: It passed a law that raised the airline pilot training requirements from 250 hours to 1,500 hours. This took effect in 2013. Effectively, this made the cost of becoming an airline pilot comparable to that of attending Harvard - leaving military pilots as the primary talent pool. This is the perfect storm for what is likely to be the longest and most severe military pilot shortage in history. Why Does Retention Matter? Pilot manning consists of seven elements. They are: Requirements: Determine how many, and what type, of pilots Accessions: Hire qualified applicants Production: Pilot training (learn to fly), and operational aircraft formal training (learn to fight) Sortie production: Capability and capacity to absorb pilots in front-line units Absorption: Gain experience in operational units (learn to win) Retention: Maximizing return on investment Industry: Dialogue/partnering with the airlines Collectively, these provide the right number of pilots, with the right qualifications and experience to fill cockpits and associated staff jobs that require an aviation background. Years of manning and investment cuts have made these elements out of balance with one another, like a game of Jenga. Thus, when retention drops there is nothing the other pillars of the system can do to compensate for it. Rightfully, the Air Force's long-term solution is to grow pilot production and address maintenance manning issues to rebuild this system. However, it will take upwards of a decade of investments before these bear fruit. For maintaining combat readiness right now, the most critical element is retention. It seems obvious that when retention falls, experience leaves the service. Less obvious is the effect - the unit becomes unbalanced, even if it is fully manned on paper and reports high readiness. The flying/readiness model Air Force fighter squadrons use is optimized when 60 percent of the squadron is experienced. As this percentage falls, fewer flight leads and instructors are left to season and qualify a growing pool of inexperienced wingmen and co-pilots. Thus, the senior pilots fly excessively, using hours that were originally intended for young pilots - who sit idly by waiting to be paired with the increasingly rare flight lead or instructor. This is the exact opposite of the readiness requirements dictated by the Air Force where wingmen fly more, and the experienced pilots fly less. The lack of balance slows the path for young pilots to gain necessary qualifications. To counter this, squadrons operate in an arduous upgrade training cycle of young pilots - on the backs of the experienced aviators. Right now, less than half of all active duty fighter squadrons have a healthy experience ratio, according to the task force. Instead of evolving tactics and honing skills to win wars, they are relegated to treading water trying to produce enough qualified pilots just to get to the war. With each additional pilot who leaves, the quality of life and quality of service of the remaining instructors and flight leads gets worse as they struggle harder to maintain the combat readiness of their unit. I personally know an instructor in a front-line fighter squadron whose unit had so many inexperienced aviators that he personally wrote 150 grade sheets during the course of 126 sorties in 2017. This is not a training unit - it's an overseas combat fighter squadron. And this is not an anomaly. Over the course of their ten-year pilot training commitment, this vicious cycle erodes morale and strains families in the years leading up to the point when pilots decide whether they will continue flying in the military. Beyond the human element of maintaining combat readiness amid unbalanced levels of experience, this also creates fiscal inefficiencies. If a squadron's experience level drops just 10 percent, the unit's flying program loses upwards of 15 percent of its efficiency - that is, the way it apportions flight hours between experienced and unexperienced pilots. This may not sound like much, but it adds up. A single active duty fighter squadron needs to fly roughly 300 sorties a month to reach its minimum readiness requirements. Assuming each sortie lasts 1.5 hours and using an open-source estimate of the cost per flying hour of an F-16 ($8,200), in a year $6.6 million in operating costs are used in a manner which they were not designed nor appropriated. This is a single fighter squadron - the Air Force has 55 fighter squadrons. Some of these problems are mitigated by continual rotations to the Middle East, where operations require longer missions, which help young pilots gain experience faster. But that experience doesn't fully translate to being prepared for a major theater war with adversaries that shoot back at you. Moreover, the limited scope of current Middle East operations atrophies other critical high-end skills that pilots are also required to maintain (something a light attack program would solve). Finally, depending on perpetual war as a seasoning ground for pilots is irresponsible at best. Nowhere to Go Historically, when a pilot shortage persists for several years, leadership has surged the pilot training pipeline. This solution is based on the flawed belief that there is never a shortage of people wanting to become pilots, and if the Air Force could only produce more of them quicker it would solve everything. Wrong. As the retention crisis persists, operational squadrons become congested with wingmen without flight leads or aircraft commanders. That means surging pilot production creates an influx of newly minted pilots with no cockpits to go to. The formal training units where new pilots learn to fly their combat aircraft have been at peak capacity with little room to grow, since it would take aircraft from front-line units to do so. During the last crisis, this became known as "the Pope syndrome." Named after A-10 units at Pope Air Force Base, squadrons received so many wingmen it caused many pilots to lose their combat readiness status. In 1999, one of the most egregious years, the Air Force produced 142 percent of the A-10 fleet absorption capacity. At other times, the workarounds to find cockpits for new pilots have been creative. In the 1980s, Project Season sent new active duty pilots to fly with the Air National Guard, where units have more experienced aviators and the capacity to absorb young pilots. Today this is done with active associations, and the Air Force plans on increasing these associations in the fighter community in the near future. Another effort was the Career Trainer initiative, a program that removed the requirement for a pilot to even go to an operational cockpit. First assignment instructor pilots could apply to stay in pilot training units indefinitely, which had two benefits. The pilot training instructor would not have to be retrained in an operational unit, removing the training burden for front-line squadrons. It also meant he/she wouldn't need to be back-filled by taking an experienced pilot off the front lines to teach pilots how to fly. This year a handful of young F-16 pilots will be sent to fly F-35s with the Marine Corps so they can become absorbed and clear the way for more F-16 pilots behind them, according to the Aircrew Crisis Task Force. In addition, some new fighter pilots will be sent to fly Navy EA-18 Growlers for their first assignment. As with all compromises, solving a problem today may create a larger problem tomorrow. But right now, these are the best of the bad choices. A Call to Listen The economy did not create this problem, leadership did. And leadership is what will solve this problem - Congressional leadership, senior military leadership, and squadron leadership. Despite labeling the pilot shortfall a crisis, leadership at all levels has been slow - and arguably unresponsive - to address the conditions that have created this. As Secretary of the Air Force Heather Wilson has said, "It is not fair for this nation to ask our commanders to keep saying 'We got this' right up to the point of failure, because we don't got this." There is no shortage of ideas to address pilot retention. Unfortunately, many of the proposals fail to fully comprehend the conditions that eroded pilot retention in the first place. Thus, these end up being solutions in search of a problem. The next installment will detail how years of choices and strategic trades have affected the present crisis. Mike Benitez is an F-15E Strike Eagle Weapons Systems Officer in the U.S. Air Force. The views expressed are those of the author and do not reflect the official policy or position of the Department of Defense or the U.S. government. https://warontherocks.com/2018/02/air-force-crisis-part-pilot-retention-matters-right-now/ Back to Top Dassault Aviation to build new $47 million business jet after scrapping Falcon 5X LE BOURGET, France (Reuters) - Dassault Aviation (AVMD.PA) announced plans for a new long-range business jet on Wednesday, renewing a battle with Gulfstream (GD.N) at the top end of the market as demand for the ultimate status symbol recovers from a prolonged recession. Dassault Aviation Chief Executive Officer Eric Trappier poses in a hangar in front of a model of the Falcon 6X, a new business jet due to enter service in 2022, in Le Bourget, near Paris, France, February 28, 2018. REUTERS/Tim Hepher The new Falcon 6X plane will be able to fly from London to Los Angeles and will enter service in 2022, Chief Executive Eric Trappier told journalists at a business aerodrome outside Paris. "It will feature the most spacious cabin in the long-range segment," Trappier said in a vast showroom for prestige jets, adding that it would sell for $47 million. Dassault launched the plane two months after scrapping its large-cabin Falcon 5X model, citing a three-year delay in the Silvercrest engine developed by Safran (SAF.PA). The aircraft announced on Wednesday will instead be powered by PW800 engines from Pratt & Whitney Canada (UTX.N). It will have the same fuselage cross-section as the Falcon 5X and will fly 5,500 nautical miles (10,200 km), Dassault said. That is slightly further than the abandoned model which had been due to fly 5,200 nautical miles, or from Riyadh to Tokyo. COMPENSATION CLAIM The unusual decision to cancel the French competitor to large-cabin Gulfstream jets from the United States has left a cloud over relations between Safran and Dassault - key partners on French military projects such as the Rafale fighter plane. Dassault said it is in talks with Safran over claims for compensation over the delays - discussions that two people involved in the process described as "tense," even though the two companies continue to work on other day-to-day projects. Trappier said Dassault faces an unspecified loss of earnings in the short term over the decision to shut the Falcon 5X. Safran Aircraft Engines Chief Executive Oliver Andries said on Tuesday there had been problems in getting the high-pressure compressor - the nucleus of a jet engine which increases the pressure of air before it reaches the combustor - to operate throughout the flight 'envelope' required by Dassault. Addressing this would have required fresh work and delays for the 5X program. Safran says it is now working to optimize the engine for Textron's (TXT.N) Cessna Citation Hemisphere, the sole remaining Silvercrest customer. Safran earns most of its income from a four-decade-old joint venture with General Electric (GE.N) for airliner engines. GE is responsible for the hottest components like the high-pressure compressor, while Safran produces colder components. Trappier said Silvercrest had been strategically important for Safran as it seeks to demonstrate mastery of the whole design of the latest generation of highly efficient engines, while penetrating a new market for business aviation. The destiny of the two companies has long overlapped after France opted to develop its own independent Dassault-built Rafale fighter in the 1980s, partly in order to guarantee high-value work for its state-owned engine maker, then called Snecma. A source close to part-privatized Safran denied it had seen Silvercrest as a strategy to amass know-how, saying it had produced the SaM146 for Russia and combat engines for Dassault. For his part, Trappier dismissed suggestions that Dassault had cooled to the Falcon 5X, saying the plane had not had any significant problems in flight tests besides the engine delays. The Falcon 6X will compete in the large-cabin, long-range segment against the Gulfstream G500, which is nearing the end of flight testing, as well as the older Bombardier Global 5000.Sales of business jets halved from their peak of 1,317 in 2008 as the financial crisis beckoned to 661 in 2016, according the U.S.-based General Aviation Manufacturers Association, but Trappier said last month there were signs at last of a recovery. https://www.reuters.com/article/us-dassault-aviation/dassault-aviation-to-build-new-47-million-business-jet-after-scrapping-falcon-5x-idUSKCN1GC1KI Back to Top Admiral warns price of F-35 must come down or jet will become unaffordable The three-star admiral overseeing the Pentagon's most expensive weapons program ever says the cost of the F-35 Joint Strike Fighter must come down, or it will quickly become unaffordable. In a meeting with industry reporters Wednesday, Vice Adm. Mat Winter, program executive officer for the F-35 said the $400 billion program remains on track, but that there are several areas of concern. "The price is coming down, but it is not coming down fast enough," Winter told reporters, promising a hard-nosed negotiation with Lockheed Martin over the price for the next lot of F-35s to be purchased this year. "Right now the cost we're paying ... today if it's the same cost ratio into the future, as our fleet grows from the 280 aircraft to the 800-plus that we'll have by the end of 2021, we will be unaffordable in that the services' budgets will not be able to sustain that," Winter said. The last batch of 66 F-35 aircraft, known as lot 10, had a contract price of $94.3 million for an A-model of the stealthy jet, the most common variant that will be used by the Air Force. The next lot, number 11, will be for 130 planes, and Winter made clear the price will be lower, but would not say how much savings he is looking for because that would give negotiating leverage to Lockheed Martin. "If I give you a number and it gets printed, Lockheed Martin's got a target," Winter said. "I'm going to negotiate for the best deal for the taxpayer." Asked if he could use some help from the negotiator-in-chief, President Trump, who got involved in discussions with Lockheed Martin after the price was set for the last lot of F-35s, Winter said he had one of the finest negotiators in government on his staff, a women he identified only as "Julie." "She will be negotiating not only lot 11, but all my future contracts for as long as I can keep her in government," Winter said. "She will stare down anybody, and more important, she comes prepared with facts." http://www.washingtonexaminer.com/admiral-warns-price-of-f-35-must-come-down-or-jet-will-become-unaffordable/article/2650326 Back to Top A Bus-Size Asteroid Will Whiz by Earth Friday A small asteroid will zip safely by Earth on Friday (March 2), and you have a chance to see it as a pinprick of light in the sky in a live webcast. The newfound near-Earth asteroid, called 2018 DV1, is about the size of a bus and will approach within 70,000 miles (113,000 kilometers) of Earth during its flyby, according to scientists with NASA's Asteroid Watch program. The asteroid is about 23 feet (7 meters) wide, the program's asteroid-tracking widget stated. The Virtual Telescope Project will host a free webcast, led by astrophysicist Gianluca Masi in Ceccano, Italy, for the event. The webcast will feature views of the asteroid as seen by a 16-inch (41 centimeters) robotic telescope at the Tenagra Observatories in Arizona. You can watch the webcast live here Friday, beginning at 12:30 a.m. EST (0530 GMT). [In Photos: Potentially Dangerous Asteroids] Astronomers using a telescope at the Mount Lemmon Observatory in Arizona first spotted asteroid 2018 DV1 on Monday (Feb. 26), according to an update from the International Astronomical Union's Minor Planet Center in Cambridge, Massachusetts. This NASA graphic shows the orbit of asteroid 2018 DV1 in relation to Earth. The asteroid will fly within 70,000 miles (113,000 kilometers) of Earth on March 2, 2018. Friday's asteroid flyby comes on the heels of another close encounter by the asteroid 2018 DU on Sunday (Feb. 25). That asteroid got within about 196,000 miles (315,000 km) of Earth during that flyby. The Virtual Telescope Project is also tracking another asteroid, called 2017 VR12, as it makes its own close flyby of Earth on March 7. The asteroid will be nearly 870,000 miles (1.4 million km) from Earth at its closest point during the flyby. According to the Minor Planet Center, asteroid 2017 VR12 is 492 to 1,542 feet (150 to 470 m) wide. That size, combined with its flyby distance to Earth, qualifies the object as a "potentially dangerous" asteroid. But that doesn't mean you should panic; NASA classifies any near-Earth asteroid that is larger than 492 feet across in an orbit that approaches within 4.6 million miles (7.5 million km) as a potentially hazardous object. https://www.space.com/39845-bus-size-asteroid-2018-dv1-earth-flyby.html Back to Top RESEARCH SURVEY Dear Participants, You are being asked to participate in a research study of your opinions of criminalization in aviation accidents. This study is expected to take approximately 10 minutes of your time. In order to participate, you must be at least 18 years old and a certified pilot. Participation in this study is voluntary, and you may choose to opt out of the study at any time. If you choose to opt out, your data will be immediately destroyed. We appreciate your consideration and time to complete our study. Please click on or copy and paste the URL below: https://docs.google.com/forms/d/e/1FAIpQLSdJKwrq6VG_2gRwoXEs7PLRIBBVQ48-d9k75CDD_Yyh6wlk0g/viewform?usp=sf_link For more information, please contact: Dr. Scott R. Winter winte25e@erau.edu We appreciate your interest and participation! Back to Top POSITION: AIRCRAFT MAINTENANCE INSTRUCTOR What does an Aircraft Maintenance Instructor do for Allegiant? The Maintenance Training Instructor is qualified through training and experience on the equipment, systems, policies and procedures taught. They are responsible to the Manager of Maintenance Training for instructing Maintenance Department personnel in maintenance policies and procedures to properly maintain Allegiant Air's aircraft. What are some of the daily duties of an Aircraft Maintenance Instructor? • Develop and provide classes of instruction on aircraft systems • Develop syllabi and provide instruction on Allegiant Air's maintenance policies and procedures to company and contract maintenance personnel • Help maintain training records for company maintenance and contract maintenance personnel • Develop classes on trouble shooting systems identified by CASP as needing better trouble shooting techniques • Develop and provide recurrent training classes for Maintenance and Quality personnel • Develop and provide structured OJT programs for Maintenance and Quality • Provide technical assistance to other departments as directed by the Manager of Maintenance Training • In his absence, the Maintenance Training Instructor's duties will be assumed by the Manager of Maintenance Training or his Designee • Perform other duties as assigned by the Manager of Maintenance Training • Effective communication skills, both verbal and written • Other duties as assigned What are the minimum requirements to be an Aircraft Maintenance Instructor? • Must pass a five (5) year background check and pre-employment drug screen • Must have authorization to work in the U.S. as defined in the Immigrations Act of 1986 • FAA Airframe & Powerplant Certificate (A&P) What other skills, knowledge, and qualifications are needed to be an Aircraft Maintenance Instructor? • ISD (Instructional Systems Design). ATA 104, Training Material Formatting, Training Material Development Software, i.e., Microsoft Suite - PowerPoint/Word/Excel/Access/Visio/Project/Adobe eLearning Suite - Acrobat Pro/Photoshop/Captivate/Soundbooth/Flash/Dreamweaver • Ten (10) Years Airline, Aircraft Maintenance Technician and five (5) years Aircraft Maintenance Technical Training Instructor and 5 years Aircraft Maintenance Technical Training Material Developer Work Environment for an Aircraft Maintenance Instructor • Must be able to lift 50 lbs. Ability to wear Personal Protective Equipment (PPE) (High Visibility clothing, Ear protection, safety glasses) when required • Office Environment with up to 50% travel Physical Demands: • Ability to wear Personal Protective Equipment (PPE) (High Visibility clothing, Ear protection, safety glasses) when required • Ability to work 12 hour shifts with rotating regular days off and with the understanding that shift work can be changed from days to nights and vice versa with reasonable advance notice APPLY HERE Allegiant is an equal opportunity employer and will not unlawfully discriminate against qualified applicants or Team Members with respect to any terms or conditions of employment based on race, color, national origin, ancestry, gender, sexual orientation, age, religion, creed, marital status, military service status, union/non-union activity, citizenship status, or other characteristic protected by state or federal law or local ordinance. This includes compliance with all federal, state and local laws providing for nondiscrimination on the basis of disability in all aspects of the employment process and the requirement to provide reasonable accommodations to qualified individuals with disabilities in accordance with those laws. Back to Top Department of Aerospace - Manager, Maintenance School Support Middle Tennessee State University (MTSU) is seeking qualified applicants to fill a Maintenance School Support Manager position. Responsibilities include maintaining 14 CFR Part 147 maintenance school aircraft, engines, and training aids essential to the Maintenance Management degree; providing facilities management essential to the operation of the Miller Lanier Airway Science building (AWS) located at the Murfreesboro Municipal Airport; coordinating AWS repairs with campus; and maintaining simulation training devices. All applicants must possess two (2) years of aircraft maintenance experience requiring an FAA A&P certificate. Experience includes general aviation maintenance, flight school maintenance, corporate, or Part 121 airline maintenance. One (1) year of maintenance personnel management experience preferred, in addition to required experience. Bachelor's degree and FAA A&P certificate are required. Inspection Authorization (IA) and 30 hour OSHA Outreach Training Program for General Industry are preferred. Must be eligible to work in the U.S. Application review will begin on March 21st and will continue until the position is filled. Proof of U.S. citizenship OR eligibility for U.S. employment will be required prior to employment (Immigration Control Act of 1986). Clery Act crime statistics for MTSU available at http://police.mtsu.edu/crime_statistics.htm or by contacting MTSU Public Safety at 615-898-2424. MTSU, a culturally diverse university, is an equal opportunity, affirmative action educational institution and employer. Women, ethnic minorities, and persons with disabilities are encouraged to apply. To apply, go to https://mtsujobs.mtsu.edu Back to Top LeClairRyan is Pleased to Announce that Christa Hinckley has Joined the Firm Resident in the firm's Houston office, Christa Hinckley has joined LeClairRyan as a partner on the firm's aviation and transportation industry teams. Christa focuses on matters related to aviation, aviation insurance, emergency response and crisis preparedness in the transportation industry. She has more than 30 years of legal and management experience across a range of issues, including mergers and acquisitions, aviation treaties, regulatory compliance, aircraft and engine purchase and sales, leasing and hangaring, charter operations, and risk and insurance. Previously in her career, Christa served as the managing director of insurance and risk for American Airlines and its affiliates. In that capacity, she responded to four fatal accidents and the September 11 attacks. She also served as one of the initial managing directors of the airline's customer assistance response effort, which became one of the templates for other commercial airlines' family assistance programs. Christa's client list includes high net worth individuals who own or operate their own aircraft, charter operators, management companies, airlines, aviation maintenance technology companies, and flight departments of international corporations, as well other companies whose businesses include transportation regulatory oversight. She is a member of the American Bar Association, Aviation Section of the State Bar of Texas, National Business Aviation Association's Regulatory Issues Advisory Group, and the Aviation Insurance Association. She also serves as a pro bono attorney for the Human Rights Initiative of North Texas. A graduate of University of Denver College of Law (J.D.) and Trinity University (B.A.), Christa is admitted in Texas and Colorado. About LeClairRyan As a trusted advisor, LeClairRyan provides business counsel and client representation in corporate law and litigation. In this role, the firm applies its knowledge, insight and skill to help clients achieve their business objectives while managing and minimizing their legal risks, difficulties and expenses. With offices from coast to coast, the firm represents a wide variety of clients nationwide. For more information about LeClairRyan, visit www.leclairryan.com. Christa Hinckley 1233 West Loop South Suite 1000 Houston, Texas 77027 Phone 713.752.8324 Email christa.hinckley@leclairryan.com Read My Bio Attorney advertising: Case results depend upon a variety of factors unique to each case. Case results do not guarantee or predict a similar result in any future case. These materials have been prepared by LeClairRyan for informational purposes only and are not legal advice. This information is not intended to create, and receipt of it does not constitute, an attorney-client relationship. LeClairRyan is a Virginia professional corporation 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 Curt Lewis