Flight Safety Information March 12, 2019 - No. 053 In This Issue Ethiopian Airlines Crash Updates: Boeing Plans System Improvements After Second Crash The Boeing 737 MAX: Is The Problem With The Plane Or The Pilots? Incident: Lufthansa A321 at Munich on Mar 6th 2019, bird strike Incident: United B739 near Houston on Mar 10th 2019, engine problem results in evacuation Incident: France A388 near Abidjan on Mar 10th 2019, engine shut down in flight Cessna 208B Grand Caravan - Runway Excursion (Indonesia) Here's why China and foreign carriers have grounded the 737 Max 8 and the U.S. and Europe haven't Aviation insurance losses in India at a 5-year high, touches Rs 2,500 crore Call for Papers - ISASI 2019...*** Deadline March 18th *** Aviation Innovations Conference: Cargo Airships...March 14 - 15, 2019...Toronto, Canada ISASI-Mid-Atlantic Regional Chapter (MARC) Dinner/Meeting--2 May 2019 Ethiopian Airlines Crash Updates: Boeing Plans System Improvements After Second Crash Many airlines have decided not to fly the Boeing 747 Max 8 after that model crashed in Ethiopia on Sunday, months after a similar Lion Air crash off Indonesia.CreditCreditMulugeta Ayene/Associated Press * Investigators from the United States and elsewhere have arrived at the scene of a deadly Ethiopian Airlines crash, in which 157 people were killed on Sunday during a flight from Addis Ababa, Ethiopia, to Nairobi, Kenya. Much of the investigation will focus on the so-called black boxes - voice and data recorders that were recovered on Monday. * Several more airlines grounded their Boeing 737 Max 8 planes on Monday and Tuesday, increasing to 23 the number of companies that have taken the aircraft out of service. The Max 8, a new fuel-efficient version of Boeing's most popular aircraft, has crashed twice in five months, leading to concerns about its safety. * Boeing stands by the airworthiness of the plane but said that it planned to issue a software update and was working on changes to its flight controls and training guidelines. Investigators in Jakarta, Indonesia, examining the wreckage last year of a Boeing 737 Max 8 aircraft operated by the budget carrier Lion Air. That crash raised concerns about the plane's flight control systems. Boeing plans changes to control systems after second crash Boeing is negotiating with the Federal Aviation Administration over improvements to its 737 Max 8 after the aircraft's second crash in five months, though both the government and company insist the plane is safe to fly as is. Since October, when a Max 8 belonging to the budget airline Lion Air crashed in Indonesia soon after takeoff, killing all 189 people on board, Boeing has been working on changes to the flight control systems of the aircraft. The company has also been updating its training guidelines and manuals so that airlines can teach their pilots to fly the planes more safely and easily. After the crash of Lion Air Flight 610, concerns arose about the aircraft's flight control systems. The main changes now being developed to those systems include limiting how much the plane's computers can automatically pull down the nose of the plane if sensors detect a stall. The concern after the Lion Air crash was that erroneous readings from poorly maintained sensors in the nose of the plane might have fooled the automatic systems into detecting that the plane was traveling sharply upward and in danger of stalling, when it was actually in level flight. The automatic systems may then have forced the nose down significantly, sending the plane into a steep dive into the ocean. Boeing issued a statement late Monday saying that since the Lion Air crash, the company had been developing a "flight control software enhancement for the 737 Max, designed to make an already safe aircraft even safer." According to the company, it has been working with the F.A.A. to roll out the software updates across the 737 Max fleet in the coming weeks. A SilkAir Boeing 737 Max 8 at Changi Airport in Singapore. On Tuesday, Singapore became the third country to suspend all use of the plane. Singapore bans all 737 Max 8s from its airspace As the list of airlines taking their 737 Max 8 aircraft out of service continued to grow, Singapore became the third country, joining China and Indonesia, to suspend all use of the plane. Singapore's decision on Tuesday will affect Silk Air, a Singapore-based airline with six of the planes, and four other airlines that operate the aircraft in the country. The Federal Aviation Administration said on Monday that the plane was still airworthy, but many airlines have opted to ground the planes out of caution. Four additional airlines - Aeroméxico, Aerolíneas Argentinas, Gol of Brazil and Royal Air Maroc of Morocco - took the planes out of service on Monday, bringing the worldwide total to 23. At least 15 airlines were still flying the jet on Monday, including Southwest Airlines, American Airlines and Air Canada. Grounding a fleet because of technical problems is rare. The F.A.A. hasn't done it in the United States since 2013, when a problem with the Boeing 787's battery system was discovered. Discovery of black boxes first step to revealing their data The flight data and cockpit voice recorders of Ethiopian Airlines Flight 302 were recovered on Monday, but the process of extracting the data contained within the so- called black boxes could be lengthy, experts cautioned. The two recorders will need to be taken to a specialized center to read their data, said Lynnette Dray, an aviation expert and senior research associate at University College London. "If the boxes are intact, then they will be able to take the data off them and look at it immediately," Dr. Dray said. American investigators from the Federal Aviation Administration and the National Transportation Safety Board were at the crash site near Bishoftu, Ethiopia, on Monday. In a Twitter post, the F.A.A. said: "We are collecting data and keeping in contact with international civil aviation authorities as information becomes available." Malaysia suggests it could cancel Boeing 737 Max 8 orders More than 130 planes have been grounded worldwide in recent days, but there are hundreds more that have been ordered from Boeing, whose fates are now less certain. Malaysia's economic affairs minister said on Monday that Malaysia's sovereign wealth fund should review an earlier purchase agreement for 25 of Boeing's 737 Max 8 planes, putting those orders in jeopardy. Boeing's 2016 agreement with Malaysia Airlines - an embattled, state-owned carrier - was valued at $2.75 billion at list prices and included purchase rights for additional 737 Max 8 and 737 Max 9 aircraft. "They have to revisit whatever agreements that they had in the past," the minister Datuk Seri Mohamed Azmin Aliwas told reporters. No other airlines have publicly questioned their orders of Boeing Max aircraft in the wake of the Ethiopian Airlines crash, said Shukor Yusof, the founder of Endau Analytics, an aviation consultancy based in Malaysia and Singapore. Kazanah's backtrack on the orders may have less to do with safety and more to do with money and politics, Mr. Yusof said, adding that the airline has been plagued by steep losses since 2014. Additionally, he said, the government of Prime Minister Mahathir Mohamad, which came to power last year is aware that the citizens are currently skeptical of spending from government coffers. On Tuesday, Mr. Mahathir said he was weighing whether to invest more in the airline, or perhaps even sell it or shut it down. "All these things are open for the government to decide," he said. "We have to decide soon." Another major buyer of the Max jets in Asia is VietJet Air, a private Vietnamese airline that recently purchased 100 Boeing 737 Max jets worth nearly $13 billion at list prices. On Monday, Dinh Viet Thang, the chairman of Vietnam's civil aviation authority, said that while the first Boeing Max planes were scheduled to be delivered in the country in October, they would not receive licenses for local use until the causes of the earlier Max 8 crashes were identified and the United States Federal Aviation Administration took "proper remedying measures." https://www.nytimes.com/2019/03/12/world/africa/boeing-ethiopian-airlines-plane- crash.html Back to Top The Boeing 737 MAX: Is The Problem With The Plane Or The Pilots? By: Jeremy Bogaisky Rescuers stand beside the wreckage of an Ethiopian Airlines 737 MAX 30 miles east of Addis Ababa on Sunday. All 157 people aboard were confirmed dead.XINHUA NEWS AGENCY/GETTY IMAGES It's a new airplane from one of the world's premier manufacturers, and two have fallen from the sky within five months of each other, killing 346. The causes and the question of whether the accidents are related are of intense concern to travelers, airlines and Boeing, whose stock dropped 5% Monday, a day after the crash of an Ethiopian Airlines 737 MAX 8 that prompted China, Indonesia and a handful of airlines in other countries to ground the plane. But some analysts and safety experts say there's no evidence yet to conclude that Boeing's bestselling plane has deep problems. "Right now the facts don't support grounding the airplane," says John Goglia, a former accident investigator and board member at the U.S. National Transportation Safety Board. There may not be much of an impact on Boeing's bottom line. Deliveries are unlikely to be delayed unless more airlines pull the plane out of service, says Richard Aboulafia, an analyst at Teal Group. Most of the airlines that had been planning big orders for new single-aisle planes have already put them in, he says. "Nobody's going to walk away from existing orders since there are no indications that there is something fundamentally wrong with the design of the plane." The Ethiopian Airlines crash followed that of a Lion Air 737 MAX 8 on October 29 in Indonesia. Investigators haven't issued their final determination on that earlier crash, but safety experts say there's reason to suspect that the pilots' training and experience played a significant role, and that may be the case as well in the Ethiopia crash. Ethiopian Airlines Flight 302 crashed Sunday six minutes after takeoff from Addis Ababa, with satellite tracking data suggesting the pilots struggled to control the airplane. Similar to the Lion Air crash, the Ethiopian jet's rate of climb varied erratically, with the nose alternately tilting up and dropping down. The throttle was advanced to provide strong thrust, and the periods with a high rate of climb suggest to Goglia that the captain may have turned off the automatic pitch-trim correction controls that have been a focus of the Lion Air crash investigation. However the plane only gained around 1,200 feet in altitude before it crashed, and the open throttle pushed the plane to a dangerously high airspeed of about 440 miles per hour. While Ethiopian has a strong reputation for safety, the airline has been expanding rapidly at a time of rising demand for pilots worldwide, and experts have questioned the experience of those commanding Flight 302. Ethiopian Airlines said the copilot, Ahmed Nur Mohammod Nur, only had 200 hours of flight time, a sharp contrast with the U.S., where 1,500 hours is required to take the second seat on a commercial plane. The captain, Yared Getachew, 29, was the youngest to command a 737 at Ethiopian Airlines, relatives told the media. He had more than 8,000 hours of flight time, according to the airline, which is a fair amount for his age, says Keith Mackey, a Florida- based safety consultant who's a former airline pilot and accident investigator. Whether the experience he had was sufficient to handle the 737 MAX depends on what planes he flew previously and for how long: more automated Airbus models or the older 737. Details of Getachew's experience have yet to be made public. In the case of the Lion Air crash, a preliminary report from Indonesian investigators suggests that the plane's pilots struggled with an automatic anti-stall system that appears to have engaged because of erroneous readings from an angle of attack sensor, pushing the plane into a dive. It's unknown yet whether those controls, called the Maneuvering Characteristics Augmentation System (MCAS), played a role in the Ethiopia disaster. Boeing has faced accusations that it failed to properly inform pilots and airlines of the MCAS anti-stall controls, which are new to the 737 MAX. Boeing has said that pilot manuals already contained instructions on how to override other automatic pitch-trim systems that could push the aircraft's nose down, steps that also turn off the MCAS. The U.S. Federal Aviation Administration said Monday that there was no evidence yet that would lead it to ground the 737 MAX 8, and that it expected to mandate software updates to the MCAS by the end of April. Mackey and Goglia say that properly trained pilots would have been able to recognize the aural and visual warnings and hit the switches to deactivate the pitch-trim systems. "It calls into question their training," says Goglia. "There are too many indicators that call into question factors other than the airplane." Air travel is booming worldwide, with rising wealth giving more people money to fly, and more efficient jet engines are enabling airlines to drive down the cost of a ticket. The annual number of airline passengers is forecast to double to 8.2 billion worldwide by 2037, with 54% of the growth coming from the Asia-Pacific region. Consequently, airlines in developing countries are expanding rapidly, and pilots are in high demand. "The question of the quality of the pilots available to be hired is a concern for many people," says Goglia. In developing countries with small military and private aviation sectors, pilots can end up at the controls of large aircraft with fewer flight hours than in the West, according to Mackey. Those same factors limit the pool of trained mechanics, which can lead to systematic maintenance issues at growing airlines. The Lion Air plane's angle of attack sensor had registered incorrect airspeed readings on the four flights prior to the crash, according to the Indonesia National Transportation Safety Committee, and Lion Air said the sensor had been replaced the day before. Boeing and Airbus have been automating more functions on their planes at the same time that an increasing proportion of their sales have been going to younger airlines in developing countries, and Boeing's decision not to inform airlines of the new anti-stall system is part and parcel of that, says Mackey. "Boeing is trying not to confuse them with a lot of additional information. Boeing figured this will just be something that happens automatically and the crew won't have to know about it," says Mackey. "And now Boeing's on the carpet for it. It's a complicated issue." https://www.forbes.com/sites/jeremybogaisky/2019/03/11/the-boeing-737-max- crashes-is-there-a-problem-with-the-plane-or-the-pilots/#39be94c6584a Back to Top Incident: Lufthansa A321 at Munich on Mar 6th 2019, bird strike A Lufthansa Airbus A321-200, registration D-AIDF performing flight LH-1838 from Munich (Germany) to Tenerife South,CI (Spain), was departing Munich's runway 08R when tower observed smoke from the aircraft and something falling off the aircraft between taxiways B8 and B10. A runway inspection found debris on the runway, small pieces of bird(s) possibly originally being a larger bird. The crew stopped the climb at FL080 and returned to Munich for a safe landing on runway 08R about 25 minutes after departure. A postflight inspection revealed the right hand engine had ingested a number of birds. The occurrence aircraft has not yet returned to service 5 days later. http://avherald.com/h?article=4c5444c3&opt=0 Back to Top Incident: United B739 near Houston on Mar 10th 2019, engine problem results in evacuation A United Boeing 737-900, registration N38443 performing flight UA-1168 from Newark,NJ to Houston Intercontinental,TX (USA) with 180 people on board, was on approach to Houston's runway 08R about to be handed off to tower when the crew reported their left hand engine (CFM56) had started to vibrate, later the crew advised the engine had surged. The aircraft continued for a safe landing on runway 08R, the aircraft vacated the runway at the end, stopped clear of the runway and was evacuated. Passengers reported they heard a loud bang and saw flashes outside the window. After landing the captain instructed to evacuate, and the passengers evacuated through all doors (including left overwing) via slides. The airline reported the aircraft experienced an issue with one of the engines shortly before landing. The passengers were evacuated and bussed to the terminal, there were no injuries. https://flightaware.com/live/flight/UAL1168/history/20190310/2335Z/KEWR/KIAH The aircraft seen after evacuation (Photo: Philip Twain Morrow): http://avherald.com/h?article=4c5440d3&opt=0 Back to Top Incident: France A388 near Abidjan on Mar 10th 2019, engine shut down in flight An Air France Airbus A380-800, registration F-HPJC performing flight AF-703 (dep Mar 9th) from Abidjan (Cote Ivoire) to Paris Charles de Gaulle (France) with 501 people on board, was enroute at FL350 about 280nm north of Abidjan when one of the left hand engines (GP7270) emitted a loud bang and streaks of flames prompting the crew to shut the engine down. The aircraft drifted down to FL320 and returned to Abidjan for a safe landing about 100 minutes after departure. The airline reported one of the engines surged, a known failure condition, which could also be caused by a bird strike on departure. The passengers were rebooked onto the flight the following day. The occurrence aircraft is still on the ground in Abidjan about 44 hours after landing back. http://avherald.com/h?article=4c543843&opt=0 Back to Top Cessna 208B Grand Caravan - Runway Excursion (Indonesia) Date: 11-MAR-2019 Time: 07:51 LT Type: Cessna 208B Grand Caravan Owner/operator: Dabi Air Nusantara Registration: PK-DPT C/n / msn: Fatalities: Fatalities: 0 / Occupants: 2 Other fatalities: 0 Aircraft damage: Substantial Location: Aminggaru Ilaga Airport, Puncak Regency - Indonesia Phase: Landing Nature: Cargo Departure airport: Mozes Kilangin Timika Airport Destination airport: Aminggaru Ilaga Airport Narrative: The cargo aircraftsustained damage after a runway excursion and nose gear collapse upon landing . The brakes reportedly malfunctioned and the runway was wet. The 2 crew were uninjured. https://aviation-safety.net/wikibase/wiki.php?id=222829 Back to Top Here's why China and foreign carriers have grounded the 737 Max 8 and the U.S. and Europe haven't The different responses to Sunday's crash of a Boeing 737 Max 8, the second in less than six months, reflect how different the stakes are for the countries and airlines involved, experts and analysts said Monday. While U.S. regulators and airlines remain attentive to the investigation into the Ethio- pian Airlines crash involving the world's fastest-selling passenger plane, officials here and in Europe said they are confident that pilot training, maintenance practices and safeguards in place will prevent a catastrophe such as the one that killed 157 people in Ethiopia on Sunday. The Federal Aviation Administration issued a "continued airworthiness notification" to the international community Monday, meant to convey its confidence in the American- made jetliner. The notification essentially means that U.S. regulators believe the planes are safe, but they will take action if they receive information that indicates otherwise. "The FAA continuously assesses and oversees the safety performance of U.S. commercial aircraft," Transportation Secretary Elaine Chao said in a conference call with reporters regarding President Trump's budget. "If the FAA identifies an issue that affects safety, the department will take immediate and appropriate action." Questions about the plane were raised in October, when Lion Air Flight 610 plunged into the Java Sea in Indonesia killing all 189 passengers and crew aboard. Parts of an engine and the landing gear lie in a pile after being gathered by workers at the crash site of Ethiopian Airlines Flight 302 on March 11 in Bishoftu, Ethiopia. (Jemal Countess/Getty Images) Both flights went down shortly after takeoff and appeared to have similar flight paths. Airlines and regulators in Ethiopia, China and several other countries announced they were temporarily grounding the Max 8 jets. But in the United States and Europe, regulators, industry groups and Boeing all said it was too soon to draw any conclusions. For the countries and airlines that have grounded the plane, the decision reflects fears about their unfamiliarity with the new technology and the potential fallout from a catastrophe - particularly for new and smaller carriers, analysts said. For U.S. regulators, the bar for taking such a dramatic step is much higher, they said. "I don't think that we have concrete data to justify it at this point," said John Cox, a former pilot and an airline-safety consultant with the Washington-based aviation-safety consulting firm Safety Operating Systems. "Grounding an airplane is a big step and so we want to take it very cautiously - only if there is justification for it." In the United States, there would have to be a clear mechanical issue or specific safety concern tying the two crashes, such as the several fire incidents that led the FAA to ground Boeing 787 Dreamliners because of faulty lithium-ion batteries in 2013, experts said. Monday's signal from top U.S. officials that the 737 Max 8 remained airworthy indicated that standard had not been met, although there was strong speculation that the crash was connected to the same "angle of attack" sensor that factored into the Oct. 29 Lion Air crash. China abruptly pulled 100 of the planes from operation through its civil aviation authority after Sunday's crash. Some analysts attributed the decision to political motivations, given the countries' strained geopolitical relationship and Boeing's status as the world's largest commercial aircraft manufacturer. But the Civil Aviation Administration of China said the step was taken in "view of the fact that the two air crashes are newly delivered" 737 Max 8 planes, that both happened during takeoff and "they have certain similarities." The government regulator said the decision reflected "zero tolerance" for safety risks. "I think in this case, they're really worried that there's something wrong with the airplane," said Scott Hamilton, managing director of aviation consultant Leeham. So why the different approach from operators in the United States? "Training is better with U.S. pilots than some of the carriers that have already put the airplanes in service," Hamilton said. He cited the reaction from American Airlines and Southwest Airlines pilots after the Lion Air crash, who, he said, raised "holy hell" to address the omissions in the flight manuals about the "angle of attack" safety sensor that was said to be at least partially at fault in that crash. "If I were the pilots at American and Southwest and even United and became aware of this because of Lion Air, that would be part of my training right away," Hamilton said. Ethiopian Airlines is well-regarded in the aviation industry for its safety record. Its last major crash was in 2010, when all 90 people aboard an aircraft were killed when it caught fire and plunged into the Mediterranean after it took off from Beirut's airport. Before that, its last major air safety incident was a 1996 hijacking that killed more than 100, one of the deadliest air hijackings up to that point. But it was not a disaster that called the airline's training or equipment into question. The company subjects its pilots to rigorous training and serves as a training hub for Africa and surrounding countries in the Middle East, Asia and Europe, according to the airline. "There are a lot of myths and presumptions that are made by Americans when it comes to the safety records of foreign" airlines, said Patrick Smith, a veteran airline pilot who hosts askthepilot.com. Some experts said the crash did raise questions, however, about whether Ethiopian Airlines pilots had received training on how to disable the sensor cited in the Lion Air crash, if necessary, or whether a software update promised by Boeing to address that glitch had been installed on the Ethiopian Airlines fleet. Boeing declined to answer any questions related to the investigation. Thomas R. Anthony, a former FAA investigator who runs the University of Southern California Aviation Safety and Security Program, cautioned against reaching conclusions too quickly, even with similarities between the crashes. Certainly, he said, the airplane being sold is no different from one country to the next. But he concurred with others who said the United States has capabilities for training and safety oversight that may factor into its decision not to ground the aircraft. "The U.S. air carriers have robust mechanisms for the distribution of the training materials and new information," he said. "Aviation is more mature in the United States than most of the countries in the rest of the world. It has had more time to develop. Just by virtue of its size and time, the system is more mature in the United States." Anthony said U.S. training is also more involved, requiring an FAA license and commercial flying certifications. "It is more developed, and it is more robust," he said, noting that the United States has a technical training center in Oklahoma City, where technicians and inspectors train for years, a facility that most countries don't have. By contrast, he said, reports including from the International Civil Aviation Organization, have found oversight lagging in countries where regulators may not have the authority or capabilities of their U.S. counterparts. "It may not be a different safety standard, but it may be a different level of capability of the authority," Anthony said. Aircraft operations and certification are dependent upon the staffing of governmental agencies, and around the world, Anthony said, "we have found they have not been staffed adequately." But a spokesman referred to IATA data released last month for the 2018 safety performance of the commercial airline industry, which showed continued safety improvements over the long term - although there was a small increase in crashes last year compared with 2017. According to the group's ratings, there was one major crash for every 5.4 million flights involving major jets. Those included 11 fatal crashes that resulted in 523 fatalities in 2018. "Last year, some 4.3 billion passengers flew safely on 46.1 million flights. 2018 was not the extraordinary year that 2017 was," said Alexandre de Juniac, IATA's director general and chief executive, said in announcing the data last month. "Flying is safe, and the data tell us that it is getting safer." https://www.washingtonpost.com/local/trafficandcommuting/why-china-and-foreign- carriers-have-grounded-the-737-max-8-while-the-us-and-europe- havent/2019/03/11/acac005e-4423-11e9-8aab- 95b8d80a1e4f_story.html?utm_term=.b37bfb93db1c Back to Top Aviation insurance losses in India at a 5-year high, touches Rs 2,500 crore A series of major and minor incidents have contributed to the rise in insured losses A series of air-crash incidents have led to insurers incurring a loss of Rs 2,500 crore in India's aviation sector. These incidents include both major and minor instances in the Indian air space. Industry sources said the period 2014 to 2019 has been one of the worst five-years for the aviation insurance segment. The size of the Indian aviation insurance market is estimated to be around Rs 5,000- 6,000 crore. What is aviation insurance? Aviation insurance provides coverage for hull (aircraft) losses as well as liability for passenger injuries, environmental and third-party damage caused by aircraft accidents. Depending on the type of company, there are various type of aviation insurance products available in the market. These include insurance for the crew members, passengers, spares (aircraft equipment), hull all risk cover for any damage to the aircraft. For small aircraft flying passengers for business or leisure, there are niche aviation insurance covers available for loss of life and aircraft damage. Helipads are also eligible for insurance cover under this category. Depending on the size of the cover, the premium range from 0.002 percent to 0.004 percent of the sum assured. There is a revision in annual premiums depending on the claims in the previous fiscal. Rise in air accidents In India, the past few incidents include damages to aircraft parts of Jet Airways and SpiceJet in separate incidents, apart from a Su-30 fighter jet crash and KingAir C-90 crash among others have led to losses of around Rs 2,500 crore. The Sukhoi Su-30 crash in July 2018 had led to insurance losses of Rs 250 crore. New India Assurance, which is the country's largest aviation insurer, was liable to pay the losses. The Chennai floods in December 2015, when several aircraft and private jets belonging to companies were damaged, led to insurance losses of Rs 400 crore. Due to a rise in the air-crashes and airline damages due to flights skidding from the runway, there has been a cumulative increase in risk rating for airlines. At the time of renewal of insurance policies, this risk rating is taken into account. Higher the risk rating (directly proportional to past claims), greater is the insurance premium applicable. Re-insurers who provide risk cover to insurers against large risks like aviation also increase premiums when there are higher claims. https://www.moneycontrol.com/news/business/economy/aviation-insurance-losses-in- india-at-a-5-year-high-touches-rs-2500-crore-3635251.html Back to Top Call for Papers - ISASI 2019 *** Deadline March 18th *** Future Safety: has the past become irrelevant? The Hague Marriott Hotel & World Forum The Hague September 3 - 5, 2019 Suggested topics for presentations to support the theme may include: * Recent accidents/incidents investigations of particular interest. * Novel investigation techniques for aircraft, helicopter and drone accidents. * Human factors investigation methods, techniques and future developments. * Data investigation methods, techniques and future developments. * Airport investigation methods, techniques and future developments. * Investigator selection, training and future needs. * Lessons learned and potential future developments in recommendations. Presentations must be in English and should be 25 minutes long. There will be an additional 5 minutes for questions at the end of each presentation. If you who would like to submit an abstract, please download and use the ISASI 2019 abstract template, which can be found at: www.ISASI2019.org. Important dates: March 18, 2019 - Last date for receipt of abstracts May 8, 2019 - Presenters informed of acceptance May 22, 2019 - The 2018 Seminar Technical Program will be published July 9, 2019 - Last date for receipt of completed paper and PowerPoint presentations. For questions related to the program: program@isasi2019.org Back to Top Aviation Innovations Conference: Cargo Airships March 14 - 15, 2019 Toronto, Canada www.aviationinnovationsconference.com https://www.facebook.com/events/1842427552533870/ Curt Lewis