Flight Safety Information June 11, 2018 - No. 117 In This Issue Incident: Swift B763 at Miami on Jun 9th 2018, engine problem Incident: Peach A320 near Sendai on Jun 10th 2018, engine shut down in flight Accident: Tara DHC6 at Jumla on Jun 9th 2018, bounced landing results in runway excursion Incident: American B738 at San Jose on Jun 8th 2018, could not fully retract landing gear Incident: China Airlines A359 at Rome on Jun 5th 2018, engine problem Incident: Delta B763 at Amsterdam on Jun 7th 2018, left main gear disagreed Incident: Skyjet B461 at Busuanga on Jun 8th 2018, overran runway on landing Airbus A340-300 Ground Fire Accident (Germany) U.S. F-15C fighter jet crashes off Japan's Okinawa LIBIK Fire Suppression Kits for the Cabin and Flight Deck. USAF grounds B-1B Lancer fleet due to safety issues Kenya needs better air safety standards Accidents that changed aviation: Controlling in-flight fires...Author: John Cox FAA Remote Pilot - Part 107 Small Unmanned Aircraft Systems Commercial airlines need 600,000 new pilots globally Here's why FAA certification of Cessna's flagship Citation jet has been elusive Students Will Launch Rockets to the Edge of Space for $1 Million Prize Aircraft Fire Hazards, Protection and Investigation, Course, Oct 31-Nov 1, Woburn MA USA 2018 SERC of ISASI HIGH ALTITUDE FLYING: WHAT EVERY PILOT NEEDS TO KNOW - New Online Course - Fall 2018 Aircraft Accident Investigation from SCSI Human Factors in Accident Investigation from SCSI Flight Safety Officer Course from SCSI Call for Nominations For 2018 Laura Taber Barbour Air Safety Award GRADUATE RESEARCH SURVEY - 1 GRADUATE RESEARCH SURVEY - 2 GRADUATE RESEARCH SURVEY - 3 Incident: Swift B763 at Miami on Jun 9th 2018, engine problem A Swift Air Boeing 767-300 on behalf of Laser Airlines, registration N703KW performing flight WQ-1997 from Miami,FL (USA) to Caracas (Venezuela), was in the initial climb out of Miami's runway 08R when upon contacting departure the crew requested to return to Miami reporting a high EGT on their left hand engine (RB211). The crew advised that there was no emergency, they had pulled the engine back to idle and everything was normal, a normal landing would occur. The aircraft landed safely on Miami's runway 09 about 10 minutes after departure. According to the FAA aircraft database the tail number N703KW is reserved with a pending change from N740JM belonging to Eastern Airlines scheduled to take place in June 2018. According to the flight plan the flight was already done by N703KW. https://flightaware.com/live/flight/SWQ1997/history/20180609/1400Z/KMIA/SVMI https://avherald.com/h?article=4b9b91f3&opt=0 Back to Top Incident: Peach A320 near Sendai on Jun 10th 2018, engine shut down in flight A Peach Aviation Airbus A320-200, registration JA812P performing flight MM-131 from Osaka Kansai to Sendai (Japan) with 150 people on board, was descending towards Sendai when the crew observed the oil quantity indications for the left hand engine (CFM56) drop and proceeded to shut the engine down. The aircraft continued for a safe landing on Sendai's runway 09. The return flight MM-132 was cancelled. The occurrence aircraft is still on the ground in Sendai about 17 hours after landing. https://avherald.com/h?article=4b9b6ee8&opt=0 Back to Top Accident: Tara DHC6 at Jumla on Jun 9th 2018, bounced landing results in runway excursion A Tara Air de Havilland DHC-6-300 Twin Otter, registration 9N-AEV performing a flight from Nepalgunj to Jumla (Nepal) with 18 passengers and 3 crew, landed on Jumla's runway 27 at about 14:53L (09:08Z) but bounced in increasing oscillations, veered off the runway and came to a stop past the runway end entangled in the airport perimeter fence. There were no injuries, the aircraft sustained substantial damage to its nose gear and nose section. The airline confirmed the aircraft suffered a runway excursion while landing in Jumla, all 18 passengers and 3 crew are safe. The airport reported the aircraft suffered a puncture of the nose wheels on landing and became uncontrollable. Ground observer video of the landing (Video: MySansar): https://avherald.com/h?article=4b9aec61&opt=0 Back to Top Incident: American B738 at San Jose on Jun 8th 2018, could not fully retract landing gear An American Airlines Boeing 737-800, registration N942AN performing flight AA-1019 from San Jose,CA to Dallas Ft. Worth,TX (USA), was climbing out of San Jose's runway 30R when the crew advised they were climbing very slowly working checklists, they had problems retracting the landing gear, several aural alerts could be heard in the background of crew transmissions. The aircraft levelled off at 8000 feet, the crew decided to return to San Jose. The aircraft landed safely back about 40 minutes after departure. The aircraft remained on the ground for about 8 hours, then positioned to San Francisco,CA (USA) but has not yet returned to service about 19 hours after landing in SFO. https://flightaware.com/live/flight/AAL1019/history/20180608/1320Z/KSJC/KDFW https://avherald.com/h?article=4b9ae01e&opt=0 Back to Top Incident: China Airlines A359 at Rome on Jun 5th 2018, engine problem A China Airlines Airbus A350-900, registration B-18905 performing flight CI-76 from Rome Fiumicino (Italy) to Taipei (Taiwan), was climbing out of Rome's runway 25 when the crew stopped the climb at FL100 reporting a problem with the #1 engine (Trent XBW). The crew decided to return to Rome, dumped fuel and landed safely back on Rome's runway 34L about 100 minutes after departure. The aircraft remained on the ground for 2 days and departed for flight CI-76 of Jun 7th 48 hours after departure of Jun 5th. The Aviation Herald was told the engine suffered a low engine oil pressure. https://avherald.com/h?article=4b9adb3a&opt=0 Back to Top Incident: Delta B763 at Amsterdam on Jun 7th 2018, left main gear disagreed A Delta Airlines Boeing 767-300, registration N192DN performing flight DL-257 from Amsterdam (Netherlands) to Boston,MA (USA) with 185 people on board, was climbing through FL090 out of Amsterdam when the crew advised they were troubleshooting a left main gear disagree and requested to level off at FL120, they were talking to their dispatch. The crew subsequently requested a return to Amsterdam and landed safely back on runway 36R about 30 minutes after departure. https://flightaware.com/live/flight/DAL257/history/20180607/1235Z/EHAM/KBOS https://avherald.com/h?article=4b9a4ad0&opt=0 Back to Top Incident: Skyjet B461 at Busuanga on Jun 8th 2018, overran runway on landing A Skyjet British Aerospace BAe-146-100, registration RP-C5255 performing flight M8-717 from Manila to Busuanga (Philippines) with 80 passengers and 6 crew, landed on Busuanga's runway 08 but overran the end of the runway and came to a stop with all gear on soft ground. There were no injuries, the aircraft sustained damage. The Civil Aviation Authority Philippines (CAAP) reported the aircraft carrying 80 passengers and 6 crew suffered a runway excursion beyond the end of the runway and the aerodrome fence at the east side of the runway. An investigation has been opened. Related NOTAM: C0423/18 - AP CLSD TO ACFT OPS DUE DISABLED ACFT APRX 150M AT THE END OF RWY08. 08 JUN 22:00 2018 UNTIL 09 JUN 10:00 2018. CREATED: 08 JUN 15:42 2018 No METARs are available, the local weather station reported rain and winds at about 20kph from the south to southwest at visibilities of 15-20km. Temperature at 26 degrees C with dew point at 25 degrees C. The aircraft past the end of the runway (Photos: Skyjet): https://avherald.com/h?article=4b9a2535&opt=0 Back to Top Airbus A340-300 Ground Fire Accident (Germany) Date: 11-JUN-2018 Time: Type: Airbus A340-300 Owner/operator: Lufthansa Registration: D-AIFA C/n / msn: 352 Fatalities: Fatalities: 0 / Occupants: 0 Other fatalities: 0 Aircraft damage: Substantial Location: Frankfurt Airport (FRA/EDDF) - Germany Phase: Pushback / towing Nature: - Departure airport: - Destination airport: - Narrative: An Airbus A340 was being towed at Frankfurt Airport, Germany when a fire broke out in the tow tug. The plane sustained substantial damage to the nose and cockpit section. https://aviation-safety.net/wikibase/wiki.php?id=212015 Back to Top U.S. F-15C fighter jet crashes off Japan's Okinawa A McDonnell Douglas F-15C Eagle fighter jet, from Nellis Air Force Base in Las Vegas is seen in March 2017; an F-15C like this one crashed off Japan's Okinawa on June 11, 2018; the pilot ejected and was rescued LARRY MACDOUGAL / AP TOKYO -- The U.S. military says an Air Force F-15C fighter jet crashed in waters off Japan's southern island of Okinawa Monday. The Air Force said in a statement that the pilot ejected and had been rescued. The cause of the 6:30 a.m. crash is under investigation. The F-15 from the Air Force's Kadena Air Base in Okinawa was on a routine training mission. The U.S. has a heavy military presence in Okinawa that has been the source of friction with the local government and some residents. About half of the 50,000 American troops in Japan are stationed on the southern island. Many Okinawa residents blame the U.S. bases for crime, accidents and pollution and want them moved off the island, the Reuters news agency points out, adding that, "A series of emergency landings and parts falling from U.S. military aircraft have highlighted safety concerns." https://www.cbsnews.com/news/us-f-15c-fighter-jet-crashes-japan-okinawa/ Back to Top Back to Top USAF grounds B-1B Lancer fleet due to safety issues The US Air Force ordered the grounding of its entire fleet of Rockwell B-1B Lancer bombers on 7 June due to safety concerns. The USAF suspended flights of the aircraft following an emergency landing of a B-1B at Midland International Air and Space Port in Texas on 1 May, which had blown at least one of its escape hatches without launching its ejection seat. All four members of the crew landed safely. An air safety investigation board is looking into the mishap and aircraft will return to flight as the issues are resolved, the USAF says. "The safety of airmen is the command's top priority," said the USAF. "The Air Force takes safety incidents seriously and works diligently to identify and correct potential causes." The USAF has not disclosed suspected causes of the ejection seat mishap. The B-1B is a strategic bomber that no longer is equipped to carry nuclear weapons. Instead, the USAF uses the B-1B in undefended airspace and to launch long-range missiles at targets on ground or at sea. https://www.flightglobal.com/news/articles/usaf-grounds-b-1b-lancer-fleet-due-to-safety-issues-449335/ Back to Top Kenya needs better air safety standards In Summary * There is a serious problem with the safety standards and especially for the airlines operating small aircraft. * This is the reason why the aviation authority must take complete charge and enforce quality standards. * Aircrafts must be regularly inspected and airline operators have to adhere to security standards. The Tuesday plane crash in the Aberdares that killed 10 people on board has once again brought to the fore the question of the safety of our airlines. Kenya Civil Aviation Authority and security agencies must conclusively investigate and make public the cause of the accident to end the speculations and institute safeguards to secure our airspace. The tragedy has also exposed the country's capacity for disaster response and management as it was painful that it took nearly two days to establish where the accident happened and recover the bodies. Notably, the tragedy comes in the wake of a similar plane crash in Nakuru last year, where five people perished - two bodies never recovered - and whose cause remains unresolved to date. Clearly, there is a serious problem with the safety standards and especially for the airlines operating small aircrafts. Air travel is increasingly becoming a common practice in the country as the economy expands. Many airports have been established in recent years and although some are not up to standards yet, there is an attraction to flying given the convenience. And this is the reason why the aviation authority must take complete charge and enforce quality standards. Aircrafts must be regularly inspected and airline operators have to adhere to security standards. We commiserate with the bereaved families but demand quick investigations to resolve the pertinent questions about the cause of the crash. We must make Kenya airspace safe. https://www.nation.co.ke/oped/editorial/Kenya-needs-better-air-safety-standards/440804-4602928- 14nfj10z/index.html Back to Top Accidents that changed aviation: Controlling in-flight fires Author: John Cox, USA TODAY Ask the Captain: Frequently asked questions Air Canada Flight 797, a DC-9 flying from Dallas to Toronto in 1983, had a substantial fire in the aft lavatory. The fire spread quickly while dense smoke filled the cabin and flight deck. The pilots made an emergency landing in Cincinnati, but when the doors and exits were opened, a flashover occurred, limiting the survivors to half the occupants. One concern of the investigation was the speed and severity of the fire in the cabin. In 1983, the fire resistance of interior panels and seat covers was not like they are today. Federal authorities realized improvements were needed in fire resistance, fire-blocking material for seat covers and low-level emergency lighting. Within five years, all airliners had these safety improvements, along with lavatory smoke detectors to alert the crew of smoke in the confined space of a lavatory. These improvements helped reduce the likelihood and severity of a fire, but in 1998 Swiss Air Flight 111, an MD-11 cruising from New York to Geneva, experienced an electrical fire that spread into the insulation overhead. The fire expanded quickly, causing control of the jetliner to be lost. All aboard died. Investigators found serious deficiencies in the insulation certification process and manufacturing. In addition, they found wiring insulation failures and improper installation of in-flight systems. The investigation resulted in improvements in testing standards for aircraft insulation, wire insulation and how new equipment is installed. Wiring insulation issues were already a concern due to the 1996 loss of TWA Flight 800, a 747 that took off from New York and exploded over the Atlantic. Electrical arcing due to deficient insulation was found in the wreckage. Several changes have been made since then to increase safety. Modern jets have much-improved insulation in the cabin, wiring insulation that is more resistant to cracking or burning and improved wiring maintenance programs. All of the interior panels are made of high fire-resistant material that does not emit toxic smoke when exposed to fire. Modern seats are stronger, and the covers are made of fire- blocking material. Crew members are better trained to act as firefighters and provided with better fire extinguishers. Early detection leads to early action before the fire can spread. Consequently, in-flight fire no longer is a major cause of accidents. Today, a new fire risk is rising: lithium batteries brought on board by passengers. Globally, airlines experience a lithium battery fire multiple times a year. Special training and equipment are needed to deal with lithium battery fires. Airlines and regulators are dealing with the growing threat. More will be done to effectively deal with lithium battery fires, this issue will be with us for the foreseeable future. John Cox is a retired airline captain with US Airways and runs his own aviation safety consulting company, Safety Operating Systems. https://www.myfoxzone.com/article/news/nation-now/accidents-that-changed-aviation-controlling-in- flight-fires/465-2057e81e-fb19-48d2-99b5-65fa58479790 Back to Top FAA Remote Pilot - Part 107 Small Unmanned Aircraft Systems (Certification and Recurrent Knowledge Testing) The Federal Aviation Administration (FAA) has published the Remote Pilot - small Unmanned Aircraft Systems (sUAS) Airman Certification Standard (ACS) document to communicate the aeronautical knowledge standards for certification and recurrent knowledge testing for a Remote Pilot Certificate with an sUAS rating. The FAA views the ACS as the foundation to an integrated and systematic approach to airman certification. The ACS is part of the safety management system (SMS) framework that the FAA uses to mitigate risks associated with airman certification training and testing. Specifically, the ACS, associated guidance, and test question components of the airman certification system are constructed around the four functional components of an SMS: * Safety Policy that defines and describes aeronautical knowledge and risk management as integrated components of the airman certification system; * Safety Risk Management processes through which internal stakeholders identify and evaluate regulatory changes, safety recommendations, or other factors that require modification of airman testing and training materials; * Safety Assurance processes to ensure the prompt and appropriate incorporation of changes arising from new regulations and safety recommendations; and * Safety Promotion in the form of ongoing engagement with both external stakeholders and FAA policy divisions. The FAA has developed the ACS with the goal to drive a systematic approach to all components of the airman certification system which includes the knowledge test question development, course development, and guidance material. The FAA acknowledges and appreciates the many hours that aviation experts, both internal and external to the FAA, have contributed toward this goal. This level of collaboration, a hallmark of a robust safety culture, strengthens and enhances aviation safety at every level of the airman certification system. https://www.suasnews.com/2018/06/part-107-remote-pilot-small-unmanned-aircraft-systems- certification-and-recurrent-knowledge-testing/ Back to Top Commercial airlines need 600,000 new pilots globally, but attracting talent has been a bumpy ride * More people are turning to air travel and that's leading to a high demand of pilots worldwide The aviation industry is looking to gain 637,000 new pilots worldwide by 2036. North America alone will need 117,000 new pilots to reach the demand. Photo: LM Otero / AP Photo: LM Otero As more passengers gear up for the busy travel months ahead, there's one thing that probably isn't on their checklist: Who's going to fly the aircraft? Last July, Boeing released a pilot outlook report stating that the aviation industry is calling for 637,000 certified pilots globally, a number they hope to fill by 2036; 117,000 will be needed in North America alone. Carriers have long relied on military pilots to enter into commercial careers but that dependability has been an issue as the Air Force struggles to find pilots of their own. "If you look at the number of pilots needed and divide it by the next 20 years, currently you're looking at tens of thousands of pilots per year. I don't think any one agency can do it all," said Keith Cooper, vice president of training and professional services at Boeing. Fewer flights, higher demand, higher prices; A looming pilot shortage could affect us all. A bubble of upcoming mandatory pilot retirements has airlines looking at flight schools, where student pilots can't get into the system fast enough. (March 15) Growth of aircraft production and a steady rise in passenger air travel have contributed to this demand. Statista notes that airline passenger growth from 2017 to 2036 is expected to increase by 4.7 percent. But pilot retirement is another issue that comes into play. "There are currently 120,000 active pilots. They're saying that in the next 10 years, 42 percent of these pilots are going to retire, about 22,000," said Dr. Fred Barez, department chair of aviation and technology at San Jose State University. Aviation colleges, like the one at SJSU, are trying to address this need, but that's been met with some challenges. Barez said that typically at the start of the bachelor's degree, 95 percent of freshmen are interested in becoming a commercial airline pilot. As time goes, that number radically drops for those that complete the program. "The students that continue to pursue the career to become a commercial pilot is 15 percent. It's a significant drop because of finances and the time they have to devote," Barez said. Tuition at SJSU's department of aviation costs around $28,800 for all four years. On top of that, there's an added $45,000, not included in the tuition cost, that students need to pay at flight schools to accrue 120 to 200 hours of actual flight time. The total adds up to about $74,000 in four years. Additionally, to become a certified commercial airline pilot, students need to accumulate a total of 1,000 hours in flight time, compared to students that enroll directly through flight schools require 1,500 hours. The difference is based on the degree earned. Take a look at the slideshow above to see what it takes to gain your commercial airline pilot license SJSU does offer a few scholarships to aid the cost of tuition that range from $2,000 to $10,000. Cooper thinks that despite the high cost, the career is still worth pursuing. "Even if you accumulate a little debt going along that training path, knowing you have a position at the end where you know you could be working in a phenomenal field and ultimately have income coming in right away [is] almost worth the offset of the debt," he said. Barez explained that once students gain their commercial airline pilot license they can get paid $175,000 to $200,000 annually and work at regional carriers like Surf Air, Signature Airlines, Horizon Air, and Western Airlines. Barez believes that student interest is still there. He said that the department recently gained a boost in enrollment, thanks in part to a new ranking that placed SJSU as the fourth-best aviation college in the county. "Things are improving. When I came in enrollment in aviation was 190, and we have 265 students now," Barez said. One way Barez and Cooper want to approach the pilot demand is by stressing the importance of reaching out to students at a young age. "We have to do a better job about getting the interest at a younger age, getting them involved in middle school and early high school activities, to show them the benefits and the greatness of what it's like to be a pilot," Cooper said. https://www.sfgate.com/travel/article/Pilot-demand-12935155.php Back to Top Here's why FAA certification of Cessna's flagship Citation jet has been elusive When Textron Aviation unveiled the prototype of its flagship Cessna Citation Longitude jet in 2015, the Wichita-based company expected to begin deliveries just two years later. But before it could deliver the jet, it needed to get Federal Aviation Administration type certification. And that's been a moving target. The Longitude was originally expected to enter service in 2017. That date moved to early 2018 when Textron Inc. CEO Scott Donnelly told analysts last October there was an "obsolescence issue" with one of the jet's key suppliers. He said that delayed the plane by "a couple of months." Now there are fewer than seven months left in 2018. The certification process has changed a lot since the last time the company certified a wholly new design, the Citation Sovereign. "We've had to step up to like, 10 years of rules changes," said Brad Thress, Textron Aviation's senior vice president of engineering. Textron Aviation produced this video showing a variety of its aircraft, including the Citation Longitude and Scorpion tactical jet, performing flight test maneuvers over Wichita and Kansas. Video courtesy of Textron Aviation McClatchy FAA spokeswoman Elizabeth Isham Cory said in an email to The Eagle that since the Cessna Citation Sovereign's type certification as a wholly new design, "the FAA has updated many transport airplane standards . . . based largely on in-service incidents and accidents or potential precursors to accidents." "Meeting the latest standards ensures that new airplanes contribute to the continued safety of the U.S. and worldwide fleet of airplanes," she said. "Those safety requirements may add additional testing, but that is typical of any new type certification project. Textron Aviation has used five aircraft and nearly 50 ground test articles for the Longitude's certification. Before, it typically used three aircraft and fewer than 30 ground test articles for certification. "This is the most robust certification process we've ever been required to conduct for a Citation," Thress said. It's something that's not unique to Textron Aviation. Gulfstream, the Georgia-based large business jet manufacturer, has also had to move the entry-into- service date for its G500 from 2017 to sometime in 2018. Gulfstream officials didn't respond to a request for comment. The Longitude is an important airplane for Textron Aviation. It is expected to stimulate new business and revenue for the company that employs 9,000 people in Wichita. The jet also is Textron's largest and longest-range Citation with a $26.9 million price tag, which likely gives the company a wider profit margin among its 13 piston, turboprop and jet aircraft models . It's a very strategic airplane for us," Thress said. "It puts us in a new market ... and it gives our (existing Citation) customers a way to move up and stay in the family." The Longitude is also bringing in customers who have never before owned a Citation, Thress added. It does appear that Textron Aviation is moving closer to type certification. In the next day or so, it will wrap up its own flight testing, which amounts to 3,000 hours of flying time. And the company is prepping its fourth Longitude test aircraft for the last flight activity in the FAA's certification process, which is function and reliability testing. Along with the F&R testing, the company is preparing more than 200,000 pages of documents it will submit to the FAA for type certification, Thress said. He said the company has orders for Longitudes and has already been producing them. That's standard for the company, even if something turns up during the certification process and Textron Aviation has to go back and change the aircraft it has already produced. "That's normal ops for us," Thress said. "We think it allows us to get to the market sooner and it's a strategic advantage for us." The company wouldn't disclose how many production Longitudes have been completed thus far. But "customers are anxious for their airplanes," Thress said. How soon they'll get them this year isn't clear. Normally, the function and reliability testing requires about 300 more hours of flying, said business aviation forecaster Rolland Vincent, who said that could be "two-plus months." Thress said the FAA may not require that many hours on the Longitude since there are already 3,000 hours from the company's flight testing. "But that's yet to be determined," he said. "I don't think F&R will drive (type certification)," Thress said. "I think documents will drive the date." http://www.kansas.com/news/business/aviation/article212661009.html Back to Top Students Will Launch Rockets to the Edge of Space for $1 Million Prize One new rocket challenge is encouraging diversity and offering a staggering $1 million prize. The Base 11 Space Challenge is a brand-new competition to encourage student-led university teams to design, build and launch their own rockets. This challenge aims to dramatically advance engagement in science, technology, engineering and mathematics (STEM) fields and increase representation of women and minorities, according to Base 11. Aside from the $1 million grand prize, students will also be able to win smaller prizes along the way. Each team will work to create a liquid-propelled, single-stage rocket capable of achieving a 62-mile (100 kilometers) altitude with an ultimate deadline of Dec. 30, 2021. Whichever team accomplishes this goal first will take home the $1 million prize. This altitude is the Karman line, which typically represents the boundary between Earth and space - so these student teams will be sending their rockets up to the edge of space. The launches will take place at Spaceport America in New Mexico. [Photos: Take a Tour of Spaceport America] For increasing diversity and interest in STEM fields, "we think space can be a great example to achieve those goals," Landon Taylor, the CEO of Base 11, said in a news conference Wednesday (June 6). At this same conference, former NASA astronaut Leland Melvin discussed how increasing diversity improves problem-solving in teams. Two students work together in the Base 11 Space Challenge. This challenge will provide students with hands-on experience, which is essential because, as Al Bunshaft, senior vice president of global affairs, Americas, for Dassault Systèmes, who is a partner of Base 11, said in the news conference, "in the real world, the answer is not in the back of the book." With this "hands-on experience, safety is the top priority," said Michelle Murray, deputy manager of the Operation Integration Division at the U.S. Federal Aviation Administration (FAA), in the news conference. The FAA will be working with Base 11's safety council to ensure that all Base 11 launches at Spaceport America will meet FAA requirements and focus on safety, according to Murray. Base 11 Space Challenge participants are working hard to build their rockets. The Base 11 Space Challenge has so far garnered serious support from all corners of the space community, said in the news conference. A number of organizations from aerospace, government, and academia like Caltech, Verizon, and UCI Applied Innovation are sponsoring the competition. Leaders and innovators like Dr. Peter Diamandis, X Prize founder, and Franklin Chang Diaz, the first U.S. immigrant astronaut, have also voiced their support for the challenge. Each phase of the competition will come with a small prize, and the first phase of submissions will be due March 2019. For this first phase, students will have to provide their preliminary designs, which will include a rocket design, a safety plan, and an outreach and diversity strategy. Following the first two phases, the students will put their creations through static fire testing, a process where the rocket's engines are fired up but the craft doesn't leave the launchpad. https://www.space.com/40829-student-rockets-base-11-space-challenge.html Back to Top Aircraft Fire Hazards, Protection and Investigation Course presented by N. Albert Moussa, PhD, PE October 30-November 1, 2018 BlazeTech Corporation 29 B Montvale Ave, Woburn MA 01801 USA. Dear Colleague, While commercial air transport is very safe, the advent of new technologies poses fire safety challenges that will be treated in this course. This offering draws upon Dr. Moussa's work in this area since 1971 as well as related courses that BlazeTech has been teaching since 1998. Lectures will include Li and Li-ion battery fires, flammability of carbon fiber and glass fiber composites, emerging aviation fluids, engine fires, fuel tank fire/explosion, fire extinguishment methods, protection methods, aircraft accident investigation, and fire/explosion pattern recognition. Recent accidents are continuously added to the course. For each type of fire, this course will provide a cohesive integrated presentation of fundamentals, small- and large-scale testing, computer modeling, standards and specifications, and real accident investigation - as outlined in the course brochure. This integrated approach will enable you to address safety issues related to current and new systems and circumstances, and to investigate one of a kind fire and explosion accidents. The course will benefit professionals who are responsible for commercial aircraft, helicopters and unmanned aerial vehicles including design, equipment selection, test, operation, maintenance, safety management system, hazard/risk assessment, and accident investigation. View Brochure for course content and registration form (also embedded below). View Testmonials of previous attendees and their Companies. View some of the technical references discussed in this course. We also offer this course at the client site as well as customized courses on fire and explosion in other areas. If you have any questions, please feel free to contact us. Albert Moussa, Ph.D., P.E. Sign Up For Our Course Announcement BlazeTech Corporation 29B Montvale Ave. Woburn, MA 01801-7021 781-759-0700 x200 781-759-0703 fax www.blazetech.com firecourse@blazetech.com LinkedIn Back to Top Back to Top This course was created in collaboration with Curt Lewis's Flight Safety Information. Learn more from Beyond Risk Management Producer, Captain Elaine Parker, at https://vimeo.com/273989821 Back to Top Back to Top Back to Top Back to Top FOR IMMEDIATE RELEASE: April 25, 2018 CONTACT: Philip Barbour, 205-939-1700, 205-617-9007 Call for Nominations For 2018 Laura Taber Barbour Air Safety Award ALEXANDRIA, Va. -- The Laura Taber Barbour Air Safety Foundation is now accepting nominations for the 2018 Laura Taber Barbour Air Safety Award, honoring a leader in global aviation safety. The award will be presented during the 71st Annual International Air Safety Summit, taking place Nov. 12-15 in Seattle, Wash. Presented since 1956, the Laura Taber Barbour Air Safety Award recognizes notable achievement in the field of civil or military aviation safety in method, design, invention, study or other improvement. The award's recipient is selected for a "significant individual or group effort contributing to improving aviation safety, with emphasis on original contributions," and a "significant individual or group effort performed above and beyond normal responsibilities." Mechanics, engineers and others outside of top administrative or research positions should be especially considered. The contribution need not be recent, especially if the nominee has not received adequate recognition. Nominations that were not selected as past winners of the Award can be submitted one additional time for consideration. Please note that self-nominations will not be considered. The Laura Taber Barbour Air Safety Award's story dates back 70 years. On April 14, 1945, after visiting family in Pittsburgh, Laura Taber Barbour was aboard a Pennsylvania Central Airlines DC-3 when it crashed into the rugged terrain of Cheat Mountain near Morgantown, West Virginia. All passengers and crew were killed. In the years following, her husband, Dr. Clifford E. Barbour and son, Clifford E. Barbour, Jr., established the Laura Taber Barbour Air Safety Award in her honor. The Award Board, composed of leaders in the field of aviation, meets in June of each year to conduct a final review of nominees and selection of the current year's recipient. Please help us honor this year's most deserving recipient. Nominations, including a 1-2-page narrative, can be submitted via the Laura Taber Barbour Foundation website at http://ltbaward.org/the- award/nomination-form/. Nominations will be accepted until June 14, 2018. For more information, including a complete history of Award recipients, see www.ltbaward.org. ABOUT THE LAURA TABER BARBOUR AIR SAFETY AWARD: The Award was established in 1956 through early association with the Flight Safety Foundation and from its founding has enjoyed a rich history of Award Board members, nominees and Award recipients. In 2013, the Laura Taber Barbour Air Safety Foundation was formed from members of the Award Board, the aviation community and the Barbour family. As the foundation plans to broaden the scope of its intent, with great purpose, the Laura Taber Barbour Air Safety Award will continue to spotlight those champions who pioneer breakthroughs in flight safety. Back to Top GRADUATE RESEARCH SURVEY - 1 Dear Aviation Colleague, My name is Nicoletta Fala, and I am a Ph.D. candidate working with Prof. Karen Marais at the School of Aeronautics and Astronautics at Purdue University. We are seeking your input on post-flight debrief feedback in this survey. The motivation behind this research is the unacceptably high number of general aviation accidents. Our overall goal is to use flight data of various sources to help improve general aviation safety. We are trying to understand how different kinds of safety feedback affect risk perception among general aviation pilots. During the survey, you will be asked to review flight data from four flights and answer specific questions on the safety of each flight. We will then ask you a few demographic questions. The survey should take approximately 20 minutes to complete. During the survey, you will not be able to go back to the previous flight safety questions. You will, however, have the opportunity to review and change the demographic questions as you wish. You may choose to not answer some questions and you may stop the survey at any time without any repercussion to you. If you do not wish to complete the survey in one sitting, you may save your progress and return where you left off if you use the same computer to re-access the link. No personally identifiable information is being asked, analyzed or reported. All responses will be anonymous and in aggregate at the end of the study. Your participation in this survey is voluntary. You must be at least 18 years old to participate in this research. Thank you for your time and your cooperation. Your responses are greatly appreciated and will hopefully enable the general aviation community to improve their safety record. If you have any questions regarding the survey or the information contained within, please feel free to contact the researchers directly either at nfala@purdue.edu or kmarais@purdue.edu. Survey Link: www.nicolettafala.com/survey Nicoletta Fala Purdue Pilots, Inc. President Ph.D. Candidate School of Aeronautics and Astronautics Purdue University || College of Engineering http://nicolettafala.com/ Back to Top GRADUATE RESEARCH SURVEY - 2 Dear pilots, My name is Koen Scheers, First Officer and postgraduate student 'Air Transport Management' at City, University of London. Currently, I am working on my research project, which is the final part of my studies at City to gain a Master of Science (MSc) degree. My research project, entitled 'A sustainable model for pilot retention', aims to establish a model of organisational practices to keep pilots in the airline they are working for. To support my research project with data I have created a web survey for pilots, and via this way, I kindly ask your help by participating in the survey. The survey is not affiliated with any airline, training organisation, or any other. Participation in the survey is voluntary and anonymous. The survey will take about 10 minutes of your time to complete and is open for participation until 15 July 2018. Also, I would be very grateful if you could forward this message to other pilots in your contact list or spread the word in the airline you are working for. Please click the link below to enter the survey: SURVEY WEB LINK: https://www.surveymonkey.com/r/pilotretention Your participation is highly appreciated, kind regards, Koen Scheers +32 486 85 07 91 Koen.scheers@city.ac.uk Back to Top GRADUATE RESEARCH SURVEY - 3 Dear fellow professional pilots, As part of my Masters Degree in Aviation Management, I am conducting a survey on 'Operator Conversion Courses' (A Course taken by pilots in a new airline when moving from one airline to another but remaining on the same aircraft type) May I ask that commercial pilots amongst you take just 5 minutes to answer this short survey; it is only 10 questions. I would also ask that you pass on the link to as many of your professional pilot colleagues around the world who might also be able to provide valuable data to the survey. The survey is open until the 15th June 2016 and all data is de-identied and shall only be used for the purposes of this paper. https://www.surveymonkey.com/r/VJFHRSK If you have any questions, please feel free to email me on guy.farnfield.1@city.ac.uk Thank you Guy Farnfield Curt Lewis