Flight Safety Information March 29, 2019 - No. 066 In This Issue Automatic anti-stall system activated before Ethiopian Airlines crash: report Grounded Boeing 737 Max also grounds FAA reputation Incident: Sunwing B738 enroute on Mar 20th 2019, hydraulic problems Incident: Avianca Brasil A320 at Salvador on Mar 27th 2019, hydraulic failure Incident: Vietjet A320 at Vinh City on Mar 26th 2019, runway incursion Incident: Red Wings A321 near Ekaterinburg on Mar 26th 2019, passenger seat on fire EVAS - Cockpit Smoke Protection Incident: Endeavor CRJ9 at Kansas City on Mar 26th 2019, bird strike Airbus A321 - Bird Strikes (Canada) Pilots flying out of Singapore now face a S$50,000 fine if they fail an alcohol test imposed randomly Airlines face lawsuits over 'toxic' cabin air Why Fixing The FAA Designee Program Is Not A Matter Of Money BASS 2019 -...Keynote Speaker Announced...John S. Duncan Icelandic airline Wow Air collapses and cancels all flights Embry-Riddle and Korean Airlines Launch Career Pathway Program for Pilots Aerion designing supersonic jet to run completely on biofuels Remembering the Tenerife Airport Disaster 42 Years Later Can NASA Really Put Astronauts on the Moon in 2024? Position Available:...Safety and Human Resources Director...Lohman Helicopter Positions: Director of Audit Programs & Manager of Quality Control Call for Nominations For 2019 Laura Taber Barbour Air Safety Award ISASI - 2019 Call For Papers Deadline April 1 2019 - CHC Safety and Quality Summit 2019 CHC Safety and Quality summit offers grant opportunities for aviation students Certificate Courses in Slovenia from SCSI Workshops Across Canada! There's Still Room! Automatic anti-stall system activated before Ethiopian Airlines crash: report (CNN)Preliminary findings from officials investigating the Ethiopian Airlines Boeing 737 MAX 8 crash suggest that a flight-control feature automatically activated before the plane nose-dived into the ground, according to reporting from the Wall Street Journal. Citing multiple unnamed sources, the WSJ reported that the findings are the first to come to light based on data retrieved from Flight 302's black boxes. Earlier this month, the Federal Aviation Administration agency grounded all Boeing 737 Max planes, saying it had identified similarities between the Ethiopian Airlines crash and the Lion Air crash in Indonesia six months earlier. Ethiopian Minister of Transport later reiterated that point, saying preliminary data recovered from the black boxes of the crash in Ethiopia showed similarities to the Lion Air crash. Ethiopian Airlines Flight 302 crashed the morning of March 10 after taking off from Addis Ababa on its way to Nairobi, Kenya, killing all 157 people on board. Lion Air Flight 610 crashed into the Java Sea in Indonesia on October 29 after taking off from Jakarta. All 189 people on board died. The reported findings come from a preliminary report that's required by the investigating authority to be produced within 30 days of an incident. The findings are not final and subject to change as the investigation continues. If confirmed, the preliminary findings cited in the Wall Street Journal would suggest that the automated flight software called the Maneuvering Characteristics Augmentation System (MCAS), which was installed in both planes could be to blame in the two incidents. The MCAS is a system that automatically lowers the nose of the plane when it receives information from its external angle of attack (AOA) sensors that the aircraft is flying too slowly or steeply, and at risk of stalling. In the Lion Air crash, the MCAS forced the plane's nose down more than 24 times before it finally hit water, according to a preliminary investigation by Indonesia's National Transportation Safety Committee, which also found the system was responding to a faulty sensor. Investigators have also pointed to whether pilots had sufficient training with the system. According to Ethiopian Airlines CEO Tewolde GebreMariam, pilots transitioning to the Boeing 737 Max 8 aircraft from older 737 models were required only to undertake a short computer-based training program prescribed by Boeing and approved by the FAA. GebreMariam also said the flight simulator that pilots trained on to learn how to fly the Boeing 737 Max 8 plane did not replicate the MCAS automated feature that crash investigators are scrutinizing. Pilots' union spokesmen for Southwest and American said the self-administered course -- which one pilot told CNN he took on his iPad -- highlighted the differences between the Max 8 and older 737s, but did not explain the MCAS feature. On Wednesday, Boeing unveiled an overhaul to the software system and the pilot training of its 737 MAX plane. At Senate hearings in Washington on Wednesday, Trump administration officials were grilled about the decision to defer large parts of the 737's safety certification to Boeing. Transportation Secretary Elaine Chao said that she found it "very questionable" that safety systems were not part of the standard package offered by Boeing on its 737 Max jets. A Boeing official said Wednesday that the company had conducted a number of its own "thorough audits" since the Lion Air crash and found "nothing that concerns us." "If you look at the performance of the system, it would indicate that we are continuing to learn and continuing to get better and better over time. And so right now, I would be very careful about indicting any part of that process until we know more from the specifics of these accidents," the official told CNN. https://www.cnn.com/2019/03/29/africa/ethiopian-airlines-stall-control-feature- intl/index.html Back to Top Grounded Boeing 737 Max also grounds FAA reputation Ethiopian Airlines and Lion Air crashes only the latest tragedies from Federal Aviation Administration's coziness with airline industry: Our view Consider this worst-case scenario: A Congress bent on streamlining government orders the Federal Aviation Administration to turn over more and more safety oversight to aircraft makers. Factors such as production, profits and U.S. jobs seep into federal safety certification so that Boeing, eager to outsell rival Airbus, wins reduced scrutiny for its new 737 Max series. The new fleet turns out to have a hidden flaw - an automated anti-stall feature that can be violently activated by an errant sensor, wrestling control of the aircraft from undertrained pilots and plunging it into the ground. This flaw contributes to two air disasters within five months, one in the seas off Indonesia on Oct. 29 and a second in Ethiopia on March 10, that leave 346 people dead. It all seems unthinkable - if only so much of it wasn't already known to be true and the rest the focus of investigation. "Clearly," Transportation Department Inspector General Calvin Scovel told a Senate subcommittee on Wednesday, "confidence in the FAA as the gold standard for aviation safety has been shaken." Actually, this wouldn't be the first time that excessive FAA coziness with airlines and manufacturers has contributed to tragedy. Lax FAA oversight was a factor in the 1996 crash of a ValuJet flight into the Florida Everglades, killing 110, and an Alaska Airlines crash in 2000 that left 88 dead. A Boeing 737 MAX 9 test plane on March 22, 2019, in Seattle. FAA: We don't allow companies to police themselves Over the past decade, U.S. commercial airlines have had an extraordinary safety record. But there's the risk that success bred complacency on safety certification, particularly as avionics and software grew increasingly complex. Congress and successive administrations pushed the FAA to cut costs by delegating more regulatory work to manufacturers - a practice not unlike allowing authors to review their own books. Insiders have warned for years that FAA was delegating away its world-class reputation on safety: ?In 2004, an FAA union called it a "reckless" practice that "would actually compromise public air safety" and was establishing a "fox guarding the henhouse mentality." ?Agency workers complained in 2012 that FAA management and Boeing - between which there was virtually a revolving door of employees - were growing too familiar. ?A 2015 internal audit raised concerns that oversight of the delegation program was focusing more on "paperwork - not on safety-critical items." That same year, as reported in The Seattle Times last week, the FAA delegated to Boeing a review of the automated anti-stall feature now at the center of the 737 Max crash investigations, and the safety analysis that came back was deeply flawed. In the wake of the two jetliners falling from the sky shortly after takeoff, multiple investigations are underway to get to the bottom of what went wrong. President Donald Trump has finally nominated a permanent administrator for the FAA and its 44,000 workers. Boeing this week announced software fixes to the anti-stall feature of the 737 Max series. Those jetliners remain grounded worldwide, as well they should, until the fixes are fully tested and pilots are fully trained. In the meantime, the FAA, once at the global forefront of air safety issues, finds itself leading from behind. https://www.usatoday.com/story/opinion/2019/03/28/grounded-boeing-737-max-also- grounds-faa-reputation-editorials-debates/3291317002/ Back to Top Incident: Sunwing B738 enroute on Mar 20th 2019, hydraulic problems A Sunwing Boeing 737-800, registration C-FLSW performing flight WG-597 from Vancouver,BC (Canada) to Cancun (Mexico) with 187 passengers and 6 crew, was enroute when the crew received SYS B ENG 2 low pressure light, worked the related checklists, consulted with dispatch and decided to continue the flight despite the SYS B hydraulic pressure fluctuating. The hydraulic pressure decreased and the SYS B ELEC 1 low pressure light came on. The checklists were worked again, the crew consulted again with dispatch and maintenance, and planned for a flaps 15 landing at Cancun. The crew declared PAN PAN, received priority, continued for a safe landing at a higher than normal speed on Cancun's runway 12L and taxied to the gate. The Canadian TSB reported maintenance did not find any leak, the hydraulic pump and hose assembly were replaced. https://flightaware.com/live/flight/SWG597/history/20190320/1510Z/CYVR/MMUN http://avherald.com/h?article=4c5f7713&opt=0 Back to Top Incident: Avianca Brasil A320 at Salvador on Mar 27th 2019, hydraulic failure An Avianca Brasil Airbus A320-200, registration PR-OCV performing flight O6-6141 from Maceio,AL to Salvador,BA (Brazil) with 145 people on board, landed in Salvador, however, became disabled on the runway after landing due to a hydraulic fault. The aircraft needed to be towed off the runway. The aircraft was able to resume service after 6 hours on the ground. http://avherald.com/h?article=4c5f7c7d&opt=0 Back to Top Incident: Vietjet A320 at Vinh City on Mar 26th 2019, runway incursion A Vietjet Airbus A320-200, registration VN-A690 performing flight VJ-225 from Vinh City to Ho Chi Minh City (Vietnam), was instructed to hold short of the runway while taxiing for departure, hwoever, taxied beyond the hold short line and onto the runway. A Vietnam Airlines Airbus A321-200 registration VN-A345 performing flight VN-1715 from Hanoi to Vinh City (Vietnam), was on short final to Vinh City when the Vietjet A320 crossed the hold short line prompting the crew to go around. The aircraft positioned for another approach and landed safely about 15 minutes later. The Vietjet departed and reached Ho Chi Minh City without further incident. On Mar 28th 2019 Vietnam's CAA decided to open an investigation into the occurrence and suspend the Vietjet crew pending that investigation. The Vietjet crew had been instructed to hold short of the runway and had correctly read back the instruction, but subsequently taxied onto the runway after mishearing another ATC instruction. http://avherald.com/h?article=4c5f7ad7&opt=0 Back to Top Incident: Red Wings A321 near Ekaterinburg on Mar 26th 2019, passenger seat on fire A Red Wings Airbus A321-200, registration VP-BVO performing flight WZ-4071 from Ekaterinburg (Russia) to Antalya (Turkey), was climbing out of Ekaterinburg when a burning odour occurred in the passenger cabin. Flight attendants found a seat cover smouldering on fire and discharged fire extinguishers successfully putting the fire out. The crew decided to continue the flight to Antalya where the aircraft landed safely. On Mar 28th 2019 the airline reported they found a lighter between the seats, it appears a passenger used a lighter to set the seat cover alight. The airline is going to propose a ban of carrying lighters onto aircraft to Rosaviatsia (Russia's Civil Aviation Authority). http://avherald.com/h?article=4c5f9404&opt=0 Back to Top Back to Top Incident: Endeavor CRJ9 at Kansas City on Mar 26th 2019, bird strike An Endeavor Air Canadair CRJ-900 on behalf of Delta Airlines, registration N937XJ performing flight 9E- 5307/DL-5307 from Boston,MA to Kansas City,MO (USA), was on approach to Kansas City's runway 19R descending through about 4000 feet when the aircraft was struck by a bird. The crew maintained routine communication and continued for a safe landing a few minutes later. After the aircraft had vacated the runway the crew reported the bird strike to ground control advising that no emergency services were needed. The FAA reported, with a timestamp 11.5 hours after the actual occurrence, that the aircraft received unknown damage, the highest injury was unknown when the flight received a bird strike. https://flightaware.com/live/flight/EDV5307/history/20190326/2309Z/KBOS/KMCI http://avherald.com/h?article=4c5f60b4&opt=0 Back to Top Airbus A321 - Bird Strikes (Canada) Date: 28-MAR-2019 Time: 00:30 LT Type: Airbus A321-211 Owner/operator: Air Canada Registration: C-GJVX C/n / msn: 1726 Fatalities: Fatalities: 0 / Occupants: 170 Other fatalities: 0 Aircraft damage: Unknown Location: Ottawa-Macdonald-Cartier International Airport, ON (YOW/CYOW) - Canada Phase: Approach Nature: Domestic Scheduled Passenger Departure airport: Vancouver International Airport, BC (YVR/CYVR) Destination airport: Ottawa-Macdonald-Cartier International Airport, ON (YOW/CYOW) Narrative: Air Canada flight AC342 struck a flock of birds while on approach to Ottawa International Airport, Canada. The no.1 engine lost power, after which the flight crew declared a mayday. The aircraft landed safely on runway 32. https://aviation-safety.net/wikibase/wiki.php?id=223574 Back to Top Pilots flying out of Singapore now face a S$50,000 fine if they fail an alcohol test imposed randomly at airports Pilots who flout the rules can also be fined up to S$50,000 and can be jailed for up to two years. The Straits Times Flying while intoxicated is a serious and highly dangerous offence, and pilots flying out of Singapore will soon face tougher measures put in place to ensure this doesn't happen here. On Thursday (March 28), the Civil Aviation Authority of Singapore (CAAS) announced that random alcohol testing will soon be implemented at Singapore's two airports in Changi and Seletar. Under the Airport Alcohol Testing Programme (AATP), pilots who are found to have more than 0.02 grams of alcohol per 210 litres of breath will not be allowed to fly, CAAS said. According to The Straits Times, this gives an allowance for the potential presence of alcohol due to other factors such as medication or mouthwash. Pilots who flout the rules can also be fined up to S$50,000 and can be jailed for up to two years. Repeat offenders could face penalties of up to S$100,000 and may be sentenced to five years in jail. Last year, a Singapore Airlines pilot caused a flight to be cancelled after failing an alcohol test in Melbourne. He was later fired by the company. In addition to the new tests, Singapore Air Operator Certificate holders will now be required to strengthen their alcohol abstention policies. Starting from May 1, Singapore Air Operator Certificate Holders will be required to implement an Airline Alcohol Management Programme (AAMP) to proactively identify, manage and rehabilitate pilots with problematic use of alcohol. Singapore Airlines and Jetstar Asia currently require their pilots to abstain from alcohol 10 hours before flying. The AAMP must include components such as a comprehensive peer and self-reporting system, as well as an alcohol rehabilitation programme for pilots that address the root causes of problems, rehabilitate the pilot and prevent recurrence, said CAAS. CAAS added that the enhancements to the regulatory regime have been developed following a comprehensive review and consultations with the aviation community and will also be complemented with other actions by airlines, pilot associations and unions. https://www.businessinsider.my/pilots-flying-out-of-singapore-now-face-a-s50000-fine-if- they-fail-an-alcohol-test-imposed-randomly-at-airports/ Back to Top Airlines face lawsuits over 'toxic' cabin air Five of the UK's largest airlines are facing legal action which claims pilots and cabin crew are regularly exposed to toxic fumes during flights. The Unite union said legal notice has been served in 51 cases, the majority of which are against British Airways. EasyJet, Thomas Cook, Jet2 and Virgin Atlantic are also subject to the legal action over "aerotoxic syndrome". The airlines said that previous studies found no proof of long-term ill-health arising from cabin air quality. The Unite union, which represents airline staff, claims pilots and crew are exposed to frequent "fume events" when air drawn into the aircraft becomes contaminated by toxic compounds. The union says the fumes, which originate from the oil used to lubricate the jet engines, contain organophosphates and TCP, and that long-term exposure can lead to chronic ill- health and life-threatening conditions. "Independent expert evidence concludes that air on board jet planes can contain a toxic mix of chemicals and compounds that potentially damage the nervous system and may lead to chronic irreversible health problems in susceptible individuals," said Unite's assistant general secretary for legal services, Howard Beckett. "The airline industry cannot continue to hide from the issue of toxic cabin air whilst placing the health and safety of aircrew at risk." 'No safety risk' British Airways responded that "none of the substantial research conducted over many years" had shown a link between cabin air quality and ill-health. "We would never operate an aircraft if we believed it posed a health or safety risk to our customers or crew," British Airways said. It also pointed to research by the regulator, the European Aviation Safety Agency, which concluded that the aircraft air quality was "similar or better than that observed in normal indoor environments". Unite said that it has independent expert evidence that it will produce in court to back its claim that the air "in most commercial airline cabins can cause irreversible neurological damage and chronic illness among susceptible individuals". Inquiry As well as backing the legal action, the union is calling for an inquiry into the safety of cabin air. It suggests different oils could be used to lubricate engines that are less likely to leak toxic fumes. It is calling for better monitoring of cabin air and the installation of air filters. EasyJet said its aircraft were "fully compliant with the latest standards in terms of air quality and air-conditioning". It added: "EasyJet takes any health concerns raised by its crew seriously. However, aviation regulators and manufacturers around the world have looked at this issue and found no proof that long-term health issues arise from cabin air quality." The budget airline acknowledged that while "fume events" did occur, research suggested they could cause "some minor acute symptoms" but found no link with long-term health effects. Of the cases being brought, four are by pilots, while the remaining 47 are from cabin crew. The majority, 41 of the cases, relate to British Airways. Unite, which has campaigned on the issue for several years, said it could take up to a year for the cases to come to court. Unite also said that because air was not drawn in via the engine on the Boeing 787 Dreamliner, the problem of aerotoxicity did not apply to that aircraft. https://www.bbc.com/news/business-47740523 Back to Top Why Fixing The FAA Designee Program Is Not A Matter Of Money During a Senate hearing on Wednesday, Daniel Elwell, the acting administrator of the Federal Aviation Administration, said the FAA Aircraft Certification Service would need 10,000 more employees and $1.8 billion in funding to handle all certifications directly, instead of relying on the established Designee program. This would be a significant increase from its 2019 operating on a budget of $239 million and 1,300 staff. But, while a larger budget may help the FAA better manage its operations, the FAA's need for Designees is not an issue of money. It's an issue of available know-how. Federal Aviation Administration Acting Administrator Daniel Elwell, left, National Transportation Safety Board Chairman Robert Sumwalt, and Department of Transportation Inspector General Calvin Scovel, appear before a Senate Transportation subcommittee on commercial airline safety, on Capitol Hill, Wednesday, March 27, 2019, in Washington. Two recent Boeing 737 MAX crashes, in Ethiopia and Indonesia, which killed nearly 350 people, have lead to the temporary grounding of models of the aircraft and to increased scrutiny of the FAA's delegation of a number of aspects of the certification process to the aircraft manufacturers themselves. (AP Photo/Alex Brandon) ASSOCIATED PRESS The question of whether the FAA should now shoulder the full responsibility for certifying aircraft parts and processes follows a mandate that the FAA rely more on industry for expertise and cut back on regulations, and a mandated streamlining of approvals in the commercial space program, and criticsms of the FAA for being too stringent on approvals of drone technology. The FAA has not yet responded to a request for details substantiating the figures that Elwell cited, but the number of staff he estimated may reflect the number of Designees licensed by the FAA to approve the billions of parts and processes that keep aviation operating safely from day to day. Allocating $1.8 billion may not be enough to prepare the FAA to take on this much broader role, given the degree of specialization required. The FAA relies on Designees because the pool of qualified candidates with sufficient expertise in aeronautics, engineering, and related materials sciences is limited. The best chance of finding people who understand the technical requirements is to rely on the experts who already work in the field. This is not a new practice, it is a well established method for finding industry specialists that dates back to 1927. Not all Designees work at the company for which that they oversee. The FAA has individual consulting Designees as well as Designee organizations. Even aviation companies can have trouble finding in-house experts that they can put forward as candidates for Designee approval because the standards for qualification are high. The program has been adjusted include approval based on a relevant Masters degree, in place of career experience, but finding qualified candidates can still take time. It might prove impossible to dissasemble the Designee program and train, hire and staff a wholly independent body of certification experts who work exclusively for the FAA. The most likely pool of qualified candidates would be employees of the aviation companies where Designees are based today. That would mean simply transferring the payroll for these certification experts from their companies to the FAA and gaining no technical advantage. Aeronautical and Aerospace STEM Shortage If the money went to funding a program to recruit and train future Designees among graduates in related sciences, dissasembling the Designee program would still take time. It would also require a greater government focus on promoting STEM (science, technology, engineering and maths) careers and attracting candidates away from other, higher-paying, STEM fields. The debate over whether there is a shortage or surplus of STEM candidates in the U.S. may be ongoing, as the Bureau of Labor Statistics explains, but there is little question that the U.S. is facing a shortage for aeronautical and aerospace specializations, the same pool the FAA would need to draw from to eliminate the Designee program. "The National Research Council Committee states that the Air Force had a robust supply of personnel with STEM degrees to meet its recruiting goals for STEM positions, with a few exceptions. The Air Force Personnel Center found staffing gaps in electrical engineering, operations research, quantitative psychology, physics, nuclear engineering, and systems engineering, specifically with regard to graduates with advanced degrees. The Aeronautical Systems Center commander also identified shortages, in areas such as electromagnetics, structures, software, reliability and maintainability, and manufacturing engineering." The Air Force has long been a valuable recruiting resource for the U.S. aviation industry, but NRCC report referenced by the Bureau of Labor Statistics cautions: "The growing complexity of both traditional and emerging missions is placing new demands on education, training, career development, system acquisition, platform sustainment, and development of operational systems...Assessments of recent development and acquisition process failures have identified a loss of technical competence within the Air Force (that is, in house or organic competence, as opposed to contractor support) as an underlying problem." The Air Force is also out-sourcing technical specialists to address the impact of "force reductions, ongoing military operations, and budget pressures." The NTSB's 'Most Wanted' What has made the Designee program strong over the decades has been the stringent requirements to qualify, a focus on safety as an industry priority, and the civil and criminal penalties for those who breach their commitment to oversight. This is not to say that the FAA would not benefit from an additional $1.8 billion in funding. It could be put to good use improving aviation safety if that funding were earmarked for the many pending aviation safety recommendations on the NTSB's 'Most Wanted' list. https://www.forbes.com/sites/marisagarcia/2019/03/29/why-fixing-the-faa-designee- program-is-not-a-matter-of-money/#240b462b220b Back to Top BASS 2019 - Keynote Speaker Announced John S. Duncan, deputy associate administrator for Aviation Safety at the U.S. Federal Aviation Administration (FAA), will be the opening keynote speaker at this year's Business Aviation Safety Summit (BASS) in Denver. BASS is the premier forum for the discussion and exchange of safety information for corporate and business aviation operators and the ideal venue to connect with hundreds of aviation safety professionals. https://flightsafety.org/summit-seminar/bass2019/ Back to Top Icelandic airline Wow Air collapses and cancels all flights * Wow Air's first flights took off in 2012. * The airline has now collapsed, telling customers that all flights are canceled. * Passengers are told to go looking for "rescue fares" from rival airlines. Iceland's low cost carrier Wow Air has canceled all flights and told passengers to book with other airlines. Its website has a travel alert that begins: "Wow Air has ceased operation. All Wow Air flights have been canceled." The alert said people who wanted to travel should now look for "so-called rescue fares" which may now be offered by rival airlines. Wow added that those who made bookings by credit card or via a European travel agent should try to get their money back through those businesses. It said some passengers may be entitled to compensation from the airline itself. In November, it was announced that Icelandair Group, the holding company of rival carrier Icelandair, would acquire the entire share capital of Wow Air but that proposal fell apart within weeks. Further talks between the two airlines ended Sunday. Founded by chief executive Skuli Mogensen, Wow Air took off for the first time in 2012. The carrier employed more than 1,000 people by 2018 and in the same year carried around 3.5 million passengers in its 11 aircraft. The company's model was to entice passengers with ultra-low prices before slapping on extra charges for seat selection, baggage, leg room and expensive refreshments. A typical base fare for a Wow flight from the U.S. to Europe could come in at less than $200. A fall in tourist visits to Iceland and rising fuel costs had been cited as headwinds to profitability. The airline had also suffered poor customer reviews and was particularly criticized over recurring delays. Mogensen told CNBC in Junethat it was "obviously in our interest" to fix the problems. The carrier had operated services between Iceland, Europe and North America. It flew both short and long-haul routes, flying to places such as Washington, New York, Boston, Copenhagen, Warsaw and Alicante, Spain. https://www.cnbc.com/2019/03/28/icelandic-airline-wow-air-collapses-and-cancels-all- flights.html Back to Top Embry-Riddle and Korean Airlines Launch Career Pathway Program for Pilots PRESCOTT - With airlines worldwide projected to need 790,000 new pilots between now and 2037, Embry-Riddle Aeronautical University, the world's premier aviation and aerospace institution, has teamed up with Korean Airlines to provide a new career pathway program for aspiring aviators. Embry-Riddle currently participates in a number of pilot career pathway programs with leading industry partners, but the Korean Airlines initiative is the university's first-ever such agreement with an international airline. "The global pilot shortage is projected to be most acute in the Asia-Pacific region, where 261,000 new pilots will be needed over the next two decades," said Dr. Alan Stolzer, dean of the College of Aviation on Embry-Riddle's Daytona Beach, Fla., Campus. "Our partnership with Korean Airlines will allow us to help fill that gap by producing up to 40 highly qualified new pilots per year." Dr. Timothy Holt, dean of the College of Aviation on Embry-Riddle's Prescott, Ariz., Campus, noted that the Korean Airlines agreement will improve training not only for future Korean pilots, but for all other student-pilots enrolled at the university. "Under this new partnership, flight students selected by Korean Airlines will receive motivation and mentorship in completing their training with Embry-Riddle. Before returning to Korea to work, they will be required to provide flight instruction for Embry-Riddle flight students, thereby gaining even more experience." Embry-Riddle President Dr. P. Barry Butler described the agreement as a win-win: "This type of career pathway program for pilots supports improved aviation education for all students, and it helps build workforce capacity for airlines worldwide," he noted. "We are honored to partner with Korean Airlines on this important new effort to help address the global pilot shortage." Captain Kim, Senior Vice President of Korean Airlines' Flight Operations division stated, "In the coming years, as the demand for pilots sees a sharp rise, we will seek to increase the number of qualified candidates coming from the world's leading aviation universities. Both Korean Airlines and Embry-Riddle have similar goals in training excellence. We are excited to be strengthening our partnership with Embry-Riddle." ABOUT EMBRY-RIDDLE AERONAUTICAL UNIVERSITY Embry-Riddle Aeronautical University is the world's largest, oldest and most comprehensive institution specializing in aviation, aerospace, engineering and related degree programs. A fully accredited university, Embry-Riddle is also a major research center, seeking solutions to real-world problems in partnership with the aerospace industry, other universities and government agencies. A nonprofit, independent institution, Embry-Riddle offers more than 100 associate's, bachelor's, master's and Ph.D. degree programs in its colleges of Arts & Sciences, Aviation, Business, Engineering and Security & Intelligence. The university educates students at residential campuses in Daytona Beach, Fla., and Prescott, Ariz., through its Worldwide Campus with more than 135+ locations in the United States, Europe and Asia, and through online programs. For more information, visit www.embryriddle.edu, follow us on Twitter (@EmbryRiddle) and facebook.com/EmbryRiddleUniversity, and find expert videos at YouTube.com/EmbryRiddleUniv. ABOUT KOREAN AIRLINES Korean Air, established in 1969, is one of the world's top 20 airlines carrying more than 26 million passengers in 2017. The airline operates over 460 flights per day to 124 cities in 44 countries on five continents; it has a modern fleet of 174 aircraft and employs over 20,000 professional employees. Korean Air's core business includes passenger, cargo, aerospace, catering and in-flight sales. The airline's main hub is at the Incheon (ICN) International Airport Terminal 2, which opened in 2018. Korean Air is a founding member of the Sky Team airline alliance, which together with its 19 members annually welcomes 630 million passengers worldwide, on more than 14,000 daily flights, covering 1,150 destinations in 175 countries. The airline launched a joint venture partnership with Delta Air Lines in the trans-Pacific market in May 2018. In 2019 Korean Air celebrates its 50th anniversary. With a vision to be a respected leader in the world airline community, Korean Air is dedicated to providing excellence in flight. More on Korean Air's programs, routes, frequencies and partners is available at koreanair.com, facebook.com/KoreanAir,instagram.com/KoreanAirworld/, and Twitter @KoreanAir_KE. https://www.signalsaz.com/articles/embry-riddle-and-korean-airlines-launch-career- pathway-program-for-pilots/ Back to Top Aerion designing supersonic jet to run completely on biofuels: CEO NEW YORK (Reuters) - Supersonic jet developer Aerion Corp is designing its first plane to run completely on biofuels to reduce emissions, even as the company calls for new global standards for planes that can conquer the sound barrier, the company's chief executive said on Thursday. Aerion's business jet AS2, with a $120 million list price per jet, would be capable of running on synthetic paraffinic kerosene (SPK) biofuel, CEO Tom Vice said at a Wings Club event in New York. Existing subsonic aircraft use a blend of biofuels and conventional jet kerosene to ensure the quality of the fuel does not harm the engine. Aerion's plane would have an engine designed with seals that could handle the biofuel, he said. "We believe that running biofuels will reduce our CO2 emissions by at least 40 percent," Vice said. Aerion and fellow supersonic plane makers Spike Aerospace and Boom Supersonic are working to reintroduce ultra-fast passenger planes for the first time since the Anglo- French Concorde retired in 2003. Aerion, which recently secured an undisclosed investment from U.S. planemaker Boeing Co, has said the AS2 would fly at speeds of up to Mach 1.4, or about 1,000 miles (1,610 km) per hour, 70 percent faster than conventional business jets. Its first flight is slated for 2023. Today's supersonic jets, while quieter and more fuel efficient than the Concorde, have difficulty meeting noise levels and carbon emissions standards for conventional planes due to engine constraints and higher fuel burn. The United States has been pushing for the creation of new global rules on noise for supersonic jets, but faces opposition from Europe which wants these aircraft to meet the same standards as existing planes. The United Nations' aviation agency, the International Civil Aviation Organization (ICAO), which sets global standards that are usually adopted by its 192 member countries, has said it would study supersonic jets. It has not committed to creating new standards for the planes. "We definitely want to see differences between subsonic and supersonic standards," Vice said. "There are differences between the airplanes." Aerion's AS2 would meet noise levels for subsonic planes, but not the carbon standard for emissions. "For CO2 they haven't set the standard for supersonic. So all we have is the subsonic standard. AS2 has a higher fuel burn so we won't meet that standard," he said. Creating an engine capable of running on biofuels would lower emissions, although there is a limited supply of such fuel available, he said. https://www.reuters.com/article/us-aerion-supersonic-ceo/aerion-designing-supersonic- jet-to-run-completely-on-biofuels-ceo-idUSKCN1R92RD Back to Top Remembering the Tenerife Airport Disaster 42 Years Later A Pan Am Boeing 747-121. On March 27, 1977, 42 years ago, the deadliest accident in aviation history occurred at Los Rodeos Airport on the island of Tenerife in the Canary Islands. Two Boeing 747 aircraft, the largest passenger aircraft flying at the time, had collided, leaving 583 casualties due to a series of miscommunications and errors. Neither of the aircraft involved were scheduled to be in Tenerife that day. Pan Am flight 1736, a Boeing 747-121, had originated at Los Angeles and was scheduled to head to Gran Canaria International Airport after a stop in New York and a long journey across the Atlantic. KLM Royal Dutch Airlines flight 4805, a Boeing 747-206B, originated in Amsterdam, a few short hours from Tenerife, with its scheduled destination also Gran Canaria International Airport. While both flights were en route to Gran Canaria, a bomb exploded in the terminal. Due to the bombing and threats of a potential second bomb, the airport was closed and many flights, including Pan Am 1736 and KLM 4805, were diverted to Los Rodeos. The layout of Los Rodeos was not ideal for the amount of traffic being diverted from Gran Canaria. The airport had one runway and one parallel taxiway with four smaller taxiways connecting the two. Due to the large number of aircraft that were diverted from Gran Canaria, the parallel taxiway had to be used as a parking area and back-taxing down the runway was required for departure. Weather is also a challenge at Los Rodeos as the airport is located over 2,000 feet above sea level. The high elevation means that clouds often pass at ground level at the airport, causing visibility at the airport to change very quickly. Later in the afternoon, authorities reopened Gran Canaria airport and Pan Am flight 1736 was ready to depart to its intended destination. However, KLM flight 4805 was positioned in front of Pan Am 1736 and was being refueled. There was no way for the Pan Am 747 to safely maneuver around its KLM counterpart to access the runway, so the crew had no choice but to wait for KLM 4805refueling re-fueling. Both flights were delayed even further after several KLM passengers could not be located after the refueling was complete. By that point, both flights had been stranded in Los Rodeos for hours. After refueling and locating its remaining passengers, KLM flight 4805 was instructed to back-taxi down Runway 12, make a 180-degree turn into position for takeoff on runway 30 and wait for ATC clearance to depart. Shortly thereafter, Pan Am flight 1736 was instructed to back-taxi down Runway 12 and exit at the third taxiway on the left to allow for KLM to depart. While Pan Am 1736 was back-taxiing down Runway 12, visibility dropped drastically due to fog. The fog also meant the control tower could not see either aircraft nor could the crews of either aircraft see each other. When KLM flight 4805 lined up on Runway 30, the crew reported ready for takeoff. The tower responded with the following instruction: "You are cleared to the Papa Beacon, climb to and maintain flight level nine zero, right turn after takeoff, proceed with heading four zero until intercepting the three two five radial from Las Palmas VOR." The crew responded: "Ah- roger, sir, we are cleared to the Papa Beacon, flight level nine- zero until intercepting the three two five. We are now (at takeoff)." The tower responded: "Ok, standby for takeoff, I will call you." A simultaneous call from Pan Am 1736 caused interference on the radio frequency and the crew of KLM flight 4805 was unable to hear anything after the controller said "ok." Pan Am flight 1736 made a radio call that they were still taxiing down the runway, which was also unheard by the KLM crew due to interference on the frequency. The tower responded to that call by telling Pan Am to report clear of the runway. At that point, the KLM crew questioned if the Pan Am 747 was clear of the runway but by then it was too late. The crew of Pan Am flight 1736 saw the landing lights of KLM flight 4805 approaching and tried to avoid the collision by applying full-power and turning left off the runway. Traveling too fast to stop, the KLM crew unsuccessfully tried to avoid the collision by rotating early, causing a severe tail strike. The nose gear of the KLM 747 cleared the helpless Pan Am 747 but the remaining portion of the aircraft struck while traveling at approximately 140 knots. Pan Am flight 1736 was ripped in half by the impact, caught fire and exploded. KLM flight 4805 crashed slightly further down the runway and also caught fire and exploded. Everyone on board the crashed KLM aircraft was killed and while 335 people were killed on Pan Am flight 1736, 61 survived. The Spanish Accident Board made three recommendations which still play an important role in aviation today. The first was a great emphasis on the importance of exact compliance with instructions and clearances. The second was the use of standard, concise and unequivocal aeronautical language and. The third was avoiding the word "takeoff" in the air traffic control route clearances and allowing adequate time separation between the ATC clearance and the takeoff clearance. Additionally, the Tenerife Airport Disaster was instrumental in the development of the FAA's "Call to Action" initiative in 2007, which was designed in part to mitigate the threat of runway incursions and accidents. Los Rodeos Airport is now known as Tenerife North Airport and is one of two international airports on the island of Tenerife. The second airport, Tenerife South Airport, opened in 1978 and was built in part due to the adverse weather conditions at Los Rodeos. https://airlinegeeks.com/2019/03/28/remembering-the-tenerife-aircraft-disaster-42- years-later/ Back to Top Can NASA Really Put Astronauts on the Moon in 2024? Artist's illustration of the Gateway, the moon-orbiting space station that aims to begin building in 2022.Artist's illustration of the Gateway, the moon-orbiting space station that aims to begin building in 2022.(Image: © NASA) NASA can probably meet the Trump administration's aggressive moon-landing timeline, experts say - but it won't be easy. On Tuesday (March 26), Vice President Mike Pence instructed NASA to put astronauts on the lunar surface by 2024, four years earlier than previously planned. Such urgency is required to safeguard the country's leadership and dominance in space, Pence said. "The United States must remain first in space in this century as in the last, not just to propel our economy and secure our nation, but above all, because the rules and values of space, like every great frontier, will be written by those who have the courage to get there first and the commitment to stay," the vice president said during the fifth meeting of the National Space Council, which he chairs. NASA Administrator Jim Bridenstine voiced confidence that the 2024 goal is achievable. So did aerospace firm Lockheed Martin, the prime contractor for Orion, the crew capsule that NASA astronauts will ride toward the moon and other deep-space destinations. For example, Lockheed representatives said the company could build a crewed lunar lander relatively quickly, by leveraging technologies developed for Orion. This lander could touch down by 2024, provided it departs from an "early version" of the Gateway, the moon-orbiting space station that NASA plans to start building in 2022 as a fulcrum for landing operations. "This approach delivers an earlier landing capability featuring reusable technology that also lays a foundation for a future expanded, sustainable human presence at the moon," Lisa Callahan, vice president and general manager of commercial civil space at Lockheed Martin Space, said in an emailed statement. "This is an aggressive but achievable schedule and could be the catalyst to help jump-start a new era of human exploration of the moon, Mars and beyond." And experts who don't have any skin in the game agreed that 2024 is doable. "This was not done casually," said space policy expert John Logsdon, a professor emeritus of political science and international affairs at The George Washington University's Elliott School of International Affairs in Washington, D.C. "The people at the space council are smart people, and they would not set a date like that without some sense that it was possible," he told Space.com. "I think it's feasible," space policy expert Brian Weeden, director of program planning at the nonprofit Secure World Foundation, told Space.com. However, staying on this ambitious schedule will require concerted effort by NASA, the White House, and the Office of Management and Budget, Logsdon stressed. Callahan acknowledged this reality in her statement, and Weeden made a similar point. "The question has always been politics," Weeden said. Historically, Congress and the White House tend to pull NASA in different directions, he explained, and the agency doesn't have enough money to do all that it's asked to do. So, the executive and legislative branches will have to get on the same page and stay there to make 2024 happen, Weeden said. And NASA may have to adjust its deep-space strategy as well, he added. That strategy involves lofting astronauts using Orion and the Space Launch System (SLS), a giant rocket that's still in development. SLS is scheduled to launch for the first time in 2020, when it will send Orion on an uncrewed test flight around the moon, an endeavor known as Exploration Mission 1 (EM-1). But SLS has experienced multiple delays, so meeting the 2024 deadline may require going with "some sort of commercial solution," Weeden said. Either way, he added, NASA and the nation will likely have to accept some increased risk. "If the goal is to land people on the moon by 2024, that doesn't leave a lot of time to do test flights," Weeden said. "Whether or not it's too risky is above my pay grade. This is a huge debate." https://www.space.com/nasa-astronauts-moon-2024-feasibility.html Back to Top Position Available: Safety and Human Resources Director Lohman Helicopter Lewiston, Idaho, USA Position Type: Permanent Job Description: Lohman Helicopter is seeking an Aviation Safety and Human Resources Director who will support the maintenance and oversight of aircraft and up to 25 personnel at several locations. The Director will be located in a central office in Lewiston Idaho and will oversee the HR Department personnel and a Field Safety Supervisor. SAFETY DIRECTOR: The Safety Director is responsible for maintaining, crafting and implementing a comprehensive SMS Program to include ensuring that all elements of SMS are both implemented and followed at each location and by all personnel. All candidates must be familiar with and have relevant experience with working with SMS and be able to work with and interpret Title 14 of the Code of Federal Regulations (14 CFR) and pertinent DOT regulations. Additionally, the candidate must be able to oversee assessment programs that both measure and ensure contract operations are meeting target safety objectives as well as complying with applicable regulations, procedures, protocols and guidelines. The Safety Director will be directly responsible in working with the Director of Operations, Director of Maintenance and the Chief Pilot, as well as interfacing with the Field Safety Supervisor to ensure that objectives and processes are in synchronization with both air and ground support crew safety. The ideal candidate will have understanding with the Following * Title 14, Code of Federal Regulations, as they pertain to maintenance, flight operations, and repair stations for both rotary and fixed wing aircraft. * Understanding of SMS processes to include development of SMS Programs. * Occupational Safety and Health Administration (OSHA) standards. * Understanding of Environmental Protection Agency (EPA) standards. Specific Safety Director Duties * Oversee a company-wide SMS program to ensure smooth implementation of the Safety program. * Review the current SMS and develop a comprehensive Safety Management Systems Manual within 90-days * Assist in evaluating and selecting an appropriate automated SMS program that ensures various elements of SMS are followed and tracked * Develop a hazard reporting and hazard analysis program * Ensure that HazMat processes are in place and in conformity with local, state and federal requirements. * Coordinating with the DOM, develop an assessment program to assess all facets of maintenance operations to include evaluation of Quality Control, Quality Assurance, weight and balance, maintenance records, calibration, hazardous materials (including Safety Data Sheet management), tool control, etc. * Develop safety training programs and implement the monthly safety meetings; emphasizing meeting annual safety goals. * Ensure, capture and record all hazards identified as well as mitigation efforts. * Establish standardized file systems so that all sites and personnel are using the same program structure. * Provide for and accomplish processes to ensure all accidents and incidents are investigated * Achieve & Implement IS-BAO Level III * Secure OSHA VPP status for the company Job Requirements: * The candidate should have at least three (3) years of overall management experience with a preference for experience directly managing aviation safety programs. * The candidate must understand and have worked with SMS for at least 3 years. * The preferred candidate will have experience in maintenance and flight operations and experience working in a facet of ground safety. * The candidate must have previous training in OSHA, EPA, and/or hazardous material/waste storage, handling, and disposal. * The candidate should be able to demonstrate specific experience they developed and/or implemented to reduce risk. * Must have exceptional oral and technical writing skills. * Must be familiar with assessing aviation safety management programs using Aviation Resource Management Surveys, IS-BAO, or other recognized tools. * The candidate must be able to respond to a Corrective Action Request (CAR). * Be willing to travel estimated at once per month. * Minimum Bachelor's Degree. * Be or acquire a Certified Safety Professional (CSP) certificate, within 12 months of hire date. APPLY HERE https://www.jsfirm.com/Management/Safety+and+Human+Resources+Director/Lewiston- Idaho/jobID_530192 Back to Top Apply Now! - mba is seeking the following candidates: Director of Audit Programs mba is seeking an experienced individual to manage its audit programs with respect to IATA's (International Air Transport Association) IOSA* (IATA Operational Safety Audit) program. The candidate must meet the following requirements, be a self-starter and a leader within the organization. * Must have airline operational and safety experience and be familiar with the IOSA Program. * Be willing to travel globally without restriction to perform audits and attend meetings. * Manage and lead a team of experienced individuals in the performance of aviation safety focused audits. * Manage and develop new opportunities for mba in areas of auditing globally. Manager of Quality Control mba is seeking an experienced mid-career individual to manage its Quality Control function with respect to IOSA* (IATA Operational Safety Audit). The candidate must meet the following requirements, be a self-starter and a leader within the organization. * Must have airline quality control, operational and/or safety experience and be familiar with the IOSA Program. * Be familiar with Quality Control processes and methodology. * Manage and lead a team of experienced individuals in the performance of aviation safety focused audits. APPLY HERE *IOSA is a registered trademark of the International Air Transport Association (IATA). Back to Top Back to Top Call for Nominations For 2019 Laura Taber Barbour Air Safety Award ALEXANDRIA, Va. -- The Laura Taber Barbour Air Safety Foundation is now accepting nominations for the 2019 Laura Taber Barbour Air Safety Award, honoring a leader in global aviation safety. The Award will be presented during the 72nd Annual International Air Safety Summit, taking place Nov 4-6 in Taipei, Taiwan. 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 74 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 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 May 10, 2019. 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 non-profit 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. CONTACT: Philip Barbour, 205-939-1700, 205-617-9007 Back to Top The Hague Marriott Hotel & World Forum The Hague September 3 - 5, 2019 Preparations for ISASI 2019 in The Hague are well underway in anticipation of an excellent seminar. This year we have 2 cut-off dates for early registration and the first date is almost here. In order to take advantage of the best prices, be sure to register before April 7. All up to date information, including on line seminar registration forms and links to the hotel, can be found by going to www.isasi2019.org. We look forward to seeing many of you in The Hague. Back to Top Time is running out to submit a presentation for consideration for the 15th annual Summit will take place at the Omni Dallas Hotel October 1-3. This year's theme is "Shining a Light on Safety: Are We Looking in the Right Places?" Potential speakers will have until April 1, 2019 to submit entries to lead one or more of the 90-minute sessions during the three-day event. Submissions should be online and include proposed titles, a description or outline, objectives and audience benefits, a brief speaker biography and contact information. Interested speakers are encouraged to visit www.chcsafetyqualitysummit.com for additional information. Please make your submission online at Call For Papers Relevant topics include (but are not limited to): * Integrity and Management * Compliance Monitoring * Technology and Safety Methods of Training * Crisis Management * Organizational Leadership and Viability * Fatigue Risk Management * Human Factors * Risk Assessment and Hazard Management * Human Error Management * Flight Data Monitoring * HUMS * Organizational Causes of Accidents * Sustaining and Improving Industry Safety * Management System for Reducing Safety Risk and Business Risk * Safety Management Tools * Crew Resource Management * Practical Tools ABOUT THE CHC SAFETY & QUALITY SUMMIT Each Summit event features a series of presentations led by experts in the fields of aviation, oil & gas and energy, and safety. Invited speakers will lead approximately 100 concurrent sessions over a three-day period, addressing the theme and helping to contribute to the safety conversation in our industries, promoting excellence in safety and human factors and maintaining a robust safety environment. Approximately 500 delegates from nearly 30 countries and a range of industries join the Summit each year, making it one of the largest aviation safety events in the world. Visit www.chcsafetyqualitysummit.com for more information. ABOUT CHC For more than 70 years, CHC Helicopter has provided safe, reliable, cost-effective helicopter service in some of the most remote and challenging environments around the world. With extensive experience transporting customers in the oil and gas industry, supporting search-and-rescue and EMS contracts, and providing maintenance, repair and overhaul services, our dedication to safety and reputation for quality and innovation help our customers reach beyond what they thought possible. Visit www.chcheli.com for information. SUMMIT CONTACTS Michelle Chrystal S&Q Support Coordinator Speaker Liaison michelle.chrystal@chcheli.com Back to Top CHC Safety and Quality summit offers grant opportunities for aviation students CHC Helicopter and Sikorsky, a Lockheed Martin company, announced the opportunity for aviation students to apply for two grants to attend the 2019 CHC Safety and Quality summit in Dallas this October. This partnership will support full-time students with fully funded travel and entrance to both the renowned industry safety event and one of the leading Human Factors training courses in aviation. The Peter Gardiner grant, named after the late Dr. Peter Gardiner - a major figure in establishing and shaping the Summit in its early days - is provided by CHC in collaboration with Dr. Scott Shappell and Dr. Doug Wiegmann, co-developers of the human factors analysis and classification system (HFACS). Sikorsky, a key sponsor and long-time supporter of the Safety and Quality summit, will award the Sikorsky Safety Scholarship to a deserving aviation student. This will be the third year Sikorsky has awarded the student grant on behalf of the summit. Students interested in being considered for either of these grant opportunities must currently be engaged in an aviation-related educational program and will need to submit an application, along with a 500 word essay related to this year's theme for the summit: "Shining a Light on Safety: Are We Looking in the Right Places?" www.chcsafetyqualitysummit.com https://www.verticalmag.com/press-releases/chc-safety-and-quality-summit-offers-grant- opportunities-for-aviation-students/ Curt Lewis