Flight Safety Information June 20, 2019 - No. 124 In This Issue Fight for Survival on Doomed Jet Came Down to Two Cockpit Wheels Southwest Airlines' top pilot lashes out at Boeing over MAX crisis Incident: Delta B763 near Keflavik on Jun 19th 2019, engine shut down in flight Incident: Delta B763 at Paris on Jun 19th 2019, engine problem Incident: Jet2 B733 at Leeds on Jun 17th 2019, autopilot failure Incident: Swiss A321 at Zurich on Jun 15th 2019, weather radar failure Overheated battery charger, not laptop, led to chaos at Honolulu airport, state review finds Boeing 737-8GP (WL) - Runway Excursion (Indonesia) NTSB issues update on Citation Encore crash off Florida: pilot unconscious Pilots Criticize Boeing, Saying 737 MAX 'Should Never Have Been Approved' Cabin Air Safety Act Russia's Transport Ministry hammering out plans to enhance aviation safety - source Man accused of punching attendant on Pa. flight is duct-taped to seat Shamed for Burning Kerosene, Aviation World Seeks Greener Skies Cape Air announces plans to order all-electric aircraft Kelly Latimer flies at the cutting edge of aviation - and soon, space GRADUATE RESEARCH SURVEY(1) GRADUATE RESEARCH SURVEY(2) System Safety Engineering & Certification Short-Course at ERAU - July AVIATION COMMUNICATION: STRATEGY AND MESSAGES FOR ENSURING SUCCESS AND PREVENTING FAILURES AVIATION COMMUNICATION: STRATEGY AND MESSAGES FOR ENSURING SUCCESS AND PREVENTING FAILURES Join us in Washington, D.C., on July 15-18 for ALPA's annual...Air Safety Forum Fight for Survival on Doomed Jet Came Down to Two Cockpit Wheels By Alan Levin * Ethiopian pilots were unable to manually lift 737 Max's nose * A battle of men against machine highlights complex probe Boeing 737 Max 8 cockpit For two and a half minutes as Ethiopian Airlines Flight 302 roared above Addis Ababa, the jet's survival depended on the pilots turning a pair of wheels in the cockpit. Black with white stripes, each disk was the size of a dinner plate and manually adjusted the nose of the Boeing Co. 737 Max up or down. The motor that normally adjusted this angle was shut off because a safety system had gone haywire and it was trying to drive down the jet's nose. Cranking the wheels, mounted near the pilots' thighs, was the key to averting disaster. "It is not working," copilot Ahmed Nur Mohammod Nur said, according to cockpit recordings paraphrased in a preliminary report on the March 10 crash. Whether they failed or Nur and Captain Yared Getachew simply couldn't manage to turn them as they faced a chaotic onslaught of alarms and failures isn't clear. It appears that in the panic, one or both of them managed to turn the wheels backward. Analyzing whether a range of pilots are capable of turning the wheels in emergencies has been part of safety reviews being conducted before the plane can be returned to service, although the U.S. Federal Aviation Administration disputed a report that those evaluations are delaying the certification process. The conclusions will help determine how the FAA revamps pilot training requirements and procedures in the wake of the crashes -- not only for the Max but for thousands of earlier 737 models that share the same system design. Boeing updated the software for its 737 simulators twice in recent weeks because they didn't accurately replicate the forces on the wheels. On Flight 302, the jet hit the ground at 575 miles an hour after a dive so severe that mobile phones and other loose items in the plane would have slammed against the ceiling with twice the force of gravity. The inability of the Ethiopian Airlines pilots to use the wheels -- safety experts argue over whether it was more the result of Boeing's design or pilot actions -- is a critical part of what led to the crash that killed 157 people and the subsequent grounding of Boeing's best-selling model. It's an issue that the crash's investigators will almost certainly want to explore in depth, safety advocates say. Unable to restore control with the wheel, the pilots made the fatal decision to abandon the Boeing procedure designed to address their emergency. The plane then pitched nose-down violently and the pilots couldn't respond. Ethiopian government officials and the airline have steadfastly defended the pilots. Transport Minister Dagmawit Moges in April said they followed "all the procedures repeatedly." Airline Chief Executive Officer Tewolde GebreMariam has bristled in interviews over implications that the crew didn't perform properly. Boeing and a spokesman for the airline didn't respond to requests for comment. This description of the battle between pilots and the machine on Flight 302 is based on the Ethiopian Ministry of Transport preliminary report on April 4 and interviews with safety consultants, former investigators and several people familiar with the probe who asked not to be identified. The flight took off in light winds with a few scattered clouds at 8:38:39 a.m. The onslaught of alarms began seconds later. Something -- possibly a bird -- slammed into a sensor on the left side of the plane, prompting it to erroneously conclude its nose was pointed 75 degrees above the onrushing air. That triggered a loud stall warning on the captain's side of the cockpit and also threw out of whack speed and altitude readings on his instruments. The startled pilots left the plane's engines racing at nearly full power -- an error that would make it harder to recover. Jetliners are designed to use full power for only short periods during takeoff and shortly afterward. Leaving the throttles so high is never done on a normal flight and their jet rapidly accelerated to dangerous levels that made it harder to control. At 8:40:00 a.m. a flight-control feature known as Maneuvering Characteristics Augmentation System or MCAS began driving down the nose. Boeing said it added the now-infamous feature to the Max in an effort to duplicate the feel of earlier 737 models. Boeing 737 Max 8 cockpit MCAS has since become the focus of investigations over whether Boeing and regulators erred by not telling pilots about it. The fact that it can be triggered by the failure of only one of the two sensors that measure the plane's pitch relative to oncoming air has also drawn criticism. MCAS is even the subject of a criminal probe. When MCAS activated on the Ethiopian flight, the pilots stopped using thumb switches on their control yokes to adjust -- or "trim" -- the up-and-down angle of the plane's nose. The switches rotate the wing-like horizontal stabilizer on the tail. Trim is a control function at the heart of the two 737 Max accidents, though it's not well understood outside of the aviation world. It is a skill taught to all pilots from the time they learn to fly, said Roger Cox, a former accident investigator with the U.S. National Transportation Safety Board who also flew 737s and other planes during a career as an airline pilot. Flicking those switches, which either pilot can do, relieves pressure on the control yoke so they can hold a climb or stay level with no effort. Without trimming, it may still be possible to fly, but it requires extra force on the control column that can feel like lifting a large barbell. The forces grow as speed increases and as the plane is trimmed more nose-down. Boeing Reprograms 737 System Linked to Crashes A software update will prevent a single sensor from activating the Maneuvering Characteristics Augmentation System. The data from both sensors will be considered. Pilots typically make repeated trim adjustments in the minutes after takeoff before switching on the autopilot to keep those forces in check. Indeed, on Flight 302, Getachew, who was flying the plane, adjusted the trim seven times during the first 45 seconds of the flight, even as he and Nur tried to diagnose their emergency. Once MCAS began firing, however, something changed. A Boeing bulletin issued last November after the first 737 Max accident twice mentions the need for hitting the trim switches in response to an MCAS failure. The emergency procedure for handling a malfunctioning trim system says the same thing. Yet the Ethiopian pilots didn't successfully retrim the plane, according to the investigation's preliminary report. Over a 28-second span, MCAS twice moved the stabilizer and each time pilots responded. But they didn't move the horizontal stabilizer back to its original position. It was moved a total of 4.6 units by MCAS and only 2.2 units in the opposite direction by pilots. It was at this point, at 8:40:35 a.m., or about 1 minute, 56 seconds into the flight, that Nur called out "stab trim cut-out" twice. Getachew agreed and one of them flicked two switches that cut power to the trim motor, the key step in the Boeing procedure to address the emergency. With the power cut, MCAS was no longer a threat. But with the plane badly out of trim -- its stabilizer set to dive -- they were left with new hazards. It was taking more and more force on the control column to keep the plane climbing. "Pull up," Getachew called out three times at 8:40:44 a.m. as Nur acknowledged. The captain, seated in the left seat, was flying, but Nur helped him pull back on the control column several times, according to sensors recorded in the plane's flight-data recorder. The only way left to relieve the pressure on the control column was to crank the trim wheels in the nose-up direction. In normal flight, they're easy to rotate and pilots can simply run their hands back and forth on the top of each wheel to fine tune the trim. Each wheel contains a crank arm, which folds out, and can be used to apply more leverage. Pilots on a Lion Air 737 Max flight encountered an identical malfunction on Oct. 28, the day before the same plane crashed after takeoff from Jakarta. They were able to crank their trim wheel repeatedly during a 90-minute flight and the aircraft landed safely, according to Indonesian investigators. But on the Ethiopian jet's horizontal stabilizer, there were now massive forces as it was set to lower the nose while Getachew was pulling the elevator panels in the opposite direction and the speed increased. Known as a "jackknifed" stabilizer, the forces buffeting the small wing at the tail made it hard to turn the manual trim wheels. The issue was well known since the introduction of the 737 in the 1960s. Early models included instructions in pilot manuals for making repeated climbs and dives to relieve the stress on the stabilizer to make it easier to crank the wheels in an emergency. Current models, including the Max, caution pilots that "it may be necessary to aerodynamically relieve the airloads to allow manual trimming." Turn Wheels The scant data released on the accident so far by investigators suggests it was at least possible to turn the wheels in one direction. During the two and a half minutes the trim motor was shut off, the stabilizer moved 0.2 units in the nose-down direction, according to the report. The only way for that to have happened was if the wheels were rotated by hand, according to two people familiar with the probe. That wasn't a trivial movement of the wheels. It would take three full revolutions to tilt the stabilizer that far, according to one of the persons. What that means is a puzzle. Was it a mistake by Nur, who probably would have been cranking on the wheel while Getachew tried to fly? Was he unable to turn it to bring up the nose, so tried the opposite direction out of desperation? These are questions investigators will try to answer by teasing out sounds from the cockpit voice recorder, studying flight data and conducting tests. At 8:43:04 a.m., after more than two minutes of struggling to keep the plane in control and vague discussions about the trim not working, Getachew asked Nur to "pitch up together" and said "pitch is not enough." Stabilizer Moves Seconds later, even though the Boeing procedure said pilots shouldn't switch power back on to the trim motor, the desperate crew did so. One of the pilots made two small electric trim movements that only rotated the stabilizer by 0.2 units in the nose-up direction. The power had also reactivated MCAS and it then fired for five seconds, cranking the stabilizer more than six times as far, from 2.3 units to 1.0 units. That sent the jet into its final dive. The Wall Street Journal earlier reported that Boeing and FAA are studying the trim- wheel forces. The agency denied that the work was slowing Boeing's submission of its proposed fix for the 737 Max. John Cox, a former 737 pilot and union safety representative, said he tried replicating the Ethiopian flight in an airline simulator for the 737 Max. Once speeds reached about 370 miles per hour -- still slower than the Ethiopian plane was flying -- the trim wheels became difficult to turn, even with the heft of both pilots. Cox acknowledged that the simulators airlines use don't perfectly replicate the actual forces the Ethiopian pilots would have faced. Boeing announced in May it was adjusting its simulator modeling for trim wheel to make the devices more accurate. Nevertheless, the simulator provides a window into how confusing it might have been for Getachew and Nur to find the trim wheel so difficult to turn, Cox said. The entire flight was a cacophony of alarms and warnings, along with a malfunctioning MCAS system trying to dive, he said. The combination made the pilots' response understandable, in his view. "This is a breeding ground for confusion and task saturation," he said. Chesley Sullenberger, a retired pilot who gained fame by safely ditching a disabled jetliner on the Hudson River off Manhattan, also experienced a recreation of the disaster in a simulator. "Even knowing what was going to happen," Sullenberger told lawmakers at a congressional hearing Wednesday, "I could see how crews could have run out of time and altitude before they could have solved the problems." Roger Cox, also a former pilot who investigated dozens of accidents at the NTSB, sees it differently. Keeping a plane in trim and within a normal speed range are so basic that they're assumed and don't need to be explicitly restated throughout pilot manuals, he said. Pilots who fail to do so are making basic errors with severe consequences. "You can get an airplane so badly out of trim that it's hard to recover," Roger Cox said. https://www.bloomberg.com/news/articles/2019-06-20/fight-for-survival-on-doomed- jet-came-down-to-two-cockpit-wheels Back to Top Southwest Airlines' top pilot lashes out at Boeing over MAX crisis Jon Weaks is not happy about how Boeing has handled the Boeing 737 MAX crisis so far. Count Jon Weaks, the powerful and tell-it-like-it-is president of Southwest Airlines' Pilots Association (SWAPA), as pretty fed up with Boeing Co. and the aircraft manufacturer's handling - so far - of the far-from-resolved 737 MAX crisis. That was made abundantly clear in a new memo distributed on Wednesday to the more than 8,500 pilots who fly for Southwest Airlines. The Chicago Business Journal obtained a copy of the lengthy memo. Southwest is the world's largest operator of the MAX aircraft with 34 in its fleet and hundreds more on order. The MAX was abruptly grounded in the United States on March 13, after two fatal crashes of the MAX within a five-month period that killed nearly 350 people. A Lion Air MAX crashed last October, and an Ethiopian Airlines MAX crashed in February. Weaks' new memo to SWAPA pilots makes abundantly clear his mounting frustration with the conflicting information coming out about the MAX and its possible return to service. Right at the top of his new memo Weaks notes: "With the confusing information coming from the Federal Aviation Administration (FAA), national and geopolitics and Chicago- based Boeing's (NYSE: BA) continued missteps, there is no accurate estimate of when the MAX will return to service. Present projections range from September to December." But Weaks was particularly critical of the MAX manufacturer in his missive: "Boeing seems to receive more bad news with every passing week, and still needs to learn how to rebuild trust as well as the airplane. Boeing failed to disclose MCAS initially, failed to build in redundancy, and failed to notify the FAA of issues related to MCAS in a timely manner." MCAS is the software built into the MAX that is believed to have been a key factor in both fatal crashes of the aircraft. Though Boeing CEO Dennis Muilenberg publicly apologized for the crashes in a recent interview with CBS News, Weaks still doesn't like some of the airplane manufacturer's tactics behind the scenes. In his memo Weaks said: "In March they (Boeing) expectedly, but reprehensibly, asked to have the venue switched from the United States District Court for the Northern District of Illinois to Indonesia in order to settle the Lion Air Flight 610 accident for minimal amounts. If Boeing's tactic succeeds, the cases for the families become nearly worthless and a similar strategy might be attempted for the Ethiopian accident as well." In an interview on Wednesday, Los Angeles-based attorney Brian Kabateck, who is representing 12 families who filed lawsuits in Illinois after the Lion Air crash, said Boeing indeed signaled in March a desire for a change of venue to Indonesia, but Boeing never filed the formal motion. Instead last week, Boeing told Kabateck it was interested in trying to get an out-of- court settlement with families of the Lion Air victims. Those talks are expected to start next month. "I'm neither optimistic or pessimistic. We'll see what kind of money they are talking about," said Kabateck. As Weaks surveys where things stand at this juncture in the MAX crisis, he told his SWAPA pilots on Monday he doesn't think Boeing is anywhere near free and clear yet. "While there are still questions and issues with each respective airline's management, training and flight crews, Boeing still has substantial responsibility and liability and will undoubtedly face many legal issues, civilly and perhaps criminally in the United States federal court system," Weaks said. "A requested change of venue (for lawsuits) only exacerbates and continues to harm Boeing's image and trustworthiness in the eyes of the public and Congress." https://www.bizjournals.com/chicago/news/2019/06/19/southwest-airlines-top-pilot- lashes-out-at-boeing.html?ana=yahoo&yptr=yahoo Back to Top Incident: Delta B763 near Keflavik on Jun 19th 2019, engine shut down in flight A Delta Airlines Boeing 767-300, registration N188DN performing flight DL-36 from Portland,OR (USA) to London Heathrow,EN (UK), was enroute at FL370 about 110nm south of Keflavik (Iceland) when the crew needed to shut one of the engines (CF6) down. The aircraft diverted to Keflavik for a safe landing on runway 01 about 35 minutes after leaving FL370. A passenger complained they landed in Keflavik with an engine out and were left without information how they would continue. Delta responded to the passenger stating that a replacement aircraft would be flown in from Amsterdam. A replacement Boeing 767-300 registration N194DN positioned from Amsterdam (Netherlands) to Keflavik, resumed the flight and delivered the passengers to London with a delay of 7.5 hours. The occurrence aircraft is still on the ground in Keflavik about 12 hours after landing. http://avherald.com/h?article=4c967164&opt=0 Back to Top Incident: Delta B763 at Paris on Jun 19th 2019, engine problem A Delta Airlines Boeing 767-300, registration N16065 performing flight DL-99 from Paris Charles de Gaulle (France) to Detroit,MI (USA), was climbing out of Paris when the crew stopped the climb at FL200 due to a problem with one of the engines (CF6). The aircraft entered a hold over the English channel, while in the hold the crew decided to divert to Amsterdam, positioned to the North Sea and entered a hold there at FL100 before positioning for an approach to Amsterdam's runway 18R where the aircraft landed safely about 3:20 hours after departure. The airline confirmed an engine issue as cause for the diversion to Amsterdam. The passengers were taken to hotels in Amsterdam and have been rebooked onto other flights to Detroit on Jun 20th. The aircraft is still on the ground in Amsterdam about 5 hours after landing. http://avherald.com/h?article=4c966f55&opt=0 Back to Top Incident: Jet2 B733 at Leeds on Jun 17th 2019, autopilot failure A Jet2.com Boeing 737-300, registration G-CELY performing flight LS-229 from Leeds,EN (UK) to Palma Mallorca,SP (Spain), was climbing out of Leeds when the crew stopped the climb at FL210 due to the failure of both autopilots. The crew decided to return to Leeds for a safe landing about 55 minutes after departure. A replacement Boeing 737-300 registration G-GDFN reached Palma Mallorca with a delay of about 2 hours. The occurrence aircraft remained on the ground for about 8 hours, then performed a test flight and remained on the ground again for about 16 hours before returning to service the following morning. http://avherald.com/h?article=4c9674fd&opt=0 Back to Top Incident: Swiss A321 at Zurich on Jun 15th 2019, weather radar failure A Swiss Airbus A321-200, registration HB-ION performing flight LX-2119 from Malaga,SP (Spain) to Zurich (Switzerland), was in a hold at FL100 waiting for thunderstorms over Zurich Aerodrome to move away, when the crew declared Mayday reporting their weather radar had just failed. A short time later the crew reported their weather radar was working again, however, they still considered to divert to Stuttgart (Germany). The crew cancelled Mayday and decided to divert to Stuttgart, climbed the aircraft to FL120 and landed safely on Stuttgart's runway 25 about 25 minutes after declaring emergency. The aircraft remained on the ground in Stuttgart for about 2 hours, then hopped to Zurich arriving at their destination with a delay of 3 hours. The airline reported the aircraft was hit by two lightning strikes, the weather radar failed as result. Without working weather radar it was not possible for the crew to navigate around active thunderstorm cells, the crew therefore declared Mayday. The crew reacted properly and correctly, they were basically blind without the weather radar and could not have avoided meteorologic challenges. The weather radar resumed function about 2 minutes after it failed, the crew however decided to divert to Stuttgart. The aircraft was examined in Stuttgart, was able to depart Stuttgart after about 2 hours on the ground and reached Zurich with a delay of 3 hours. The aircraft continued service the following morning after about 10 hours on the ground in Zurich. http://avherald.com/h?article=4c95ebe8&opt=0 Back to Top Overheated battery charger, not laptop, led to chaos at Honolulu airport, state review finds It was an an external battery charger for electronic devices and toppled stanchions - not an exploding laptop computer - that triggered pandemonium and long airline flight delays in Honolulu's main airport terminal Tuesday, state officials said today. Hawaii Department of Transportation officials said a detailed review of the incident found that the external battery charger overheated and melted a foam neck pillow in a traveller's carry-on luggage to produce smoke. Then, some stanchions used to keep travelers in line fell over during an effort by Transportation Security Administration officers to clear the checkpoint amid the smoke and keep passengers safe, DOT said, adding that the toppled stanchions made a "pop, pop, pop" sound that caused some travelers to mistakenly think a gun was being fired. "Passengers panicked and started running into the sterile area," transportation officials said in a news release, adding that this caused a security breach that required the terminal to be cleared. The event resulted in more than 40 flights being delayed, thousands of customers inconvenienced and some minor injuries. State and federal officials reopened an adjacent terminal at about 6 p.m., nearly four hours after the incident began, after a TSA and state sheriffs security sweep of the airport and aircraft using explosive-detection canines. It wasn't until 9 p.m. that all TSA screening operations and security checkpoints were back to normal operations, DOT said. Transportation officials thanked the traveling public for its patience, and said airport stakeholders continue to meet this week to review details of the incident and determine whether any changes to airport security plans are necessary. https://www.staradvertiser.com/2019/06/19/breaking-news/overheated-battery- charger-not-laptop-led-to-chaos-at-honolulu-airport-state-review-finds/ Back to Top Back to Top Boeing 737-8GP (WL) - Runway Excursion (Indonesia) Date: 20-JUN-2019 Time: 15:25 LT Type: Boeing 737-8GP (WL) Owner/operator: Batik Air Malaysia Registration: 9M-LCK C/n / msn: 38318/6191 Fatalities: Fatalities: 0 / Occupants: 122 Other fatalities: 0 Aircraft damage: Unknown Location: Bandung-Husein Sastranegara International Airport (BDO/WICC) - Indonesia Phase: Take off Nature: Domestic Scheduled Passenger Departure airport: Bandung-Husein Sastranegara Airport (BDO/WICC) Destination airport: Kuala Lumpur International Airport (KUL/WMKK) Narrative: Batik Air Malaysia flight OD301, a Boeing 737-800 with registration number 9M-LCK, experienced a runway excursion before take-off at Husein Sastranegara International Airport, Bandung, Indonesia. The aircraft had back tracked on runway 29 and had completed the 180° turn on the turn pad when it departed the right hand side. All passengers have been safely evacuated. https://aviation-safety.net/wikibase/226359 Back to Top NTSB issues update on Citation Encore crash off Florida: pilot unconscious Status: Preliminary - official Date: Friday 24 May 2019 Time: 17:55 Type: Cessna 560 Citation Encore Operator: private Registration: N832R C/n / msn: 560-0585 First flight: 2001 Engines: 2 Pratt & Whitney Canada JT15D-5D Crew: Fatalities: 1 / Occupants: 1 Passengers: Fatalities: 0 / Occupants: 0 Total: Fatalities: 1 / Occupants: 1 Aircraft damage: Damaged beyond repair Location: 500 km (312.5 mls) E off Fort Lauderdale, Florida, USA ( Atlantic Ocean) Phase: En route (ENR) Nature: Ferry/positioning Departure airport: St. Louis Regional Airport, IL (ALN/KALN), United States of America Destination airport: Fort Lauderdale-Executive Airport, FL (FXE/KFXE), United States of America Narrative: A Cessna 560 Citation Encore ditched into the Atlantic Ocean about 300 miles east of Fort Lauderdale. The pilot was not found and presumed fatally injured. According to the owner of the airplane, he purchased the airplane two days prior to the accident. The airplane had recently undergone a progressive inspection, which was completed on May 22, 2019. The owner then hired a contract pilot to fly the airplane to Fort Lauderdale-Executive Airport (FXE) to have some avionics work done. The aircraft departed St. Louis Regional Airport, Illinois, USA at 18:36 UTC (13:36 local time) on the flight to FXE. The aircraft climbed to the cruising altitude of FL390. The pilot established communications with the Atlanta Air Route Traffic Control Center (ARTCC) and reported he was level at FL390, and that the air was smooth. Later, the air traffic controller tried to communicate with the pilot to tell him to contact the Jacksonville ARTCC, but the controller was unable to make contact with the pilot. The controller made several attempts to contact the pilot on different radio frequencies, to no avail. The controller then advised Jacksonville ARTCC that communications with the flight had been lost. The Jacksonville controllers then continued to monitor the flight via radar. The flight transitioned through Jacksonville and Miami ARTCC airspace without any radio contact. The US Air Force dispatched two Homestead AFRES F-15 aircraft to intercept the accident airplane. One of the interceptor pilots reported that he could see the pilot unconscious and slumped over the controls. The intercept airplanes followed the accident airplane until it descended and impacted the Atlantic Ocean about 310 miles east of FXE. The US Coast Guard initiated a search after the accident, which was suspended on May 25, 2019. The pilot and the airplane were not recovered. https://aviation-safety.net/database/record.php?id=20190524-0 Back to Top Pilots Criticize Boeing, Saying 737 MAX 'Should Never Have Been Approved' Captain Chesley "Sully" Sullenberger, accompanied by other pilots and former FAA administrator Randy Babbitt, speaks during a House Committee on Transportation and Infrastructure hearing on the status of the Boeing 737 MAX on Capitol Hill in Washington. One of the nation's best known airline pilots is speaking out on the problems with Boeing's 737 MAX jetliner. Retired Capt. Chesley "Sully" Sullenberger told a congressional subcommittee Wednesday that an automated flight control system on the 737 MAX "was fatally flawed and should never have been approved." Sullenberger, who safely landed a damaged US Airways jet on the Hudson River in New York in 2009 after a bird strike disabled the engines, says he understands how the pilots of two 737 Max planes that recently crashed would have been confused as they struggled to maintain control of the aircraft, as an automated system erroneously began forcing the planes into nose dives. "I can tell you first hand that the startle factor is real and it's huge. It absolutely interferes with one's ability to quickly analyze the crisis and take corrective action," he said. The House Aviation Subcommittee is investigating the crashes of Boeing 737 Max jets in Indonesia last fall and in Ethiopia in March that killed a total of 346 people. The panel is also examining what role, if any, Boeing's rush to develop the latest version of it's popular 737 and the FAA's process of certifying the new model as airworthy may have played in the tragedies. The planes remain out of service as aviation authorities around the world grounded the planes shortly after the second crash. The three U.S. airlines that flew the MAX - Southwest, American and United- have canceled thousands of flights as they have pulled MAX planes from their schedules through the busy summer months. Boeing says it has now completed a software fix for the automated system called MCAS, which investigators say appears to be at least partly to blame in the crashes. "These crashes are demonstrable evidence that our current system of aircraft design and certification failed us," Sullenberger told lawmakers. "The accidents should never have happened." Daniel Carey, president of the Allied Pilots Association, which represents pilots at American Airlines, noted Boeing's strong safety record generally, but he criticized the aerospace giant for making "many mistakes" in order to reduce costs, while still developing the MAX plane so that it would feel as much like the previous version of the 737. "Boeing designs and engineers and manufacturers superb aircraft," Carey testified. "Unfortunately in the case of the MAX, I'll have to agree with the Boeing CEO, they let the traveling public down in a fatal and catastrophic way." Carey told the committee that the MCAS flight control system, which was designed to prevent an aerodynamic stall, was flawed in that it had a single point of failure without redundancies. In the case of both the Lion Air flight in Indonesia and the Ethiopian Airlines plane, a single angle of attack sensor provided faulty data to the system, so the MCAS forcefully and repeatedly pointed the nose of the plane down when it shouldn't have. "A huge error of omission was the fact that Boeing failed to disclose the existence of the MCAS system to the pilot community around the world," Carey said. "The final fatal mistake was therefore the absence of robust pilot training in the event of an MCAS failure." Carey says Boeing's failures have created a "crisis of trust" between the airplane maker and pilots. As Boeing prepares to submit it's software fix for the MCAS system to the FAA for the agency to conduct test flights and ultimately re-certify the plane, which could happen within the next couple of weeks, both Carey and Sullenberger called for more robust pilot training as part of the plan for allowing 737 MAX jets to fly passengers again, including experiencing an MCAS system failure while training on a simulator. Boeing has suggested such training could be accomplished with a one hour session on a laptop or tablet device. Simulator training was not required for pilots transitioning from the previous "Next Generation" version of the 737 to the MAX. Sullenberger says he recently experienced scenarios similar to those facing the pilots of the doomed Ethiopian and Lion Air jetliners in a simulator, and says he understands the difficulties they had trying to maintain control of the planes. "Even knowing what was going to happen, I could see how crews could have run out of time and altitude before they could have solved the problems," he said. "We should all want pilots to experience these challenging situations for the first time in a simulator, not in flight with passengers and crew on board," Sullenberger told lawmakers, adding "reading about it on an iPad is not even close to sufficient. Pilots must experience it physically, firsthand." But there are few 737 MAX simulators in existence, and providing such training for thousands of pilots around the world would be costly and logistically problematic. He and Carey dismissed suggestions that the crashes could not have happened in the U.S., where pilots are required to have a lot of experience and more rigorous training before flying commercial airliners. "Some (U.S.) crews would have recognized it in time to recover, but some would not have," Carey testified. Sullenberger agreed, saying it's unlikely that more experienced pilots would have had different outcomes, adding, "we shouldn't have to expect pilots to compensate for flawed designs." "These two recent crashes happened in foreign countries," said Sullenberger. "But if we do not address all the important issues and factors, they can and will happen here." https://www.npr.org/2019/06/19/734248714/pilots-criticize-boeing-saying-737-max- should-never-have-been-approved Back to Top Cabin Air Safety Act Some of the nation's worst air quality is found within the cabin of commercial planes. The Cabin Air Safety Act focuses on the air quality of commercial planes and the health of workers. In an April press release, the Association of Flight Attendants International (AFAI) stated that while most Americans go to work expecting clean air, that is not the case for flight attendants. These workers have no such guarantees and it must stop, according to the AFAI. The press release noted that crews and passengers inhale toxins while flying. FAA Safety Alert In March 2018, the Federal Aviation Administration (FAA) issued an alert to airlines, advising them to take steps to minimize onboard fumes and smoke exposure. In addition, the FAA recommended airlines develop policies to recognize and implement smoke, fumes, and odor mitigation. The alert pointed out that smoke, fumes, and in- flight odor could occur without overt visual clues, meaning passengers and crew may not see or smell smoke or fumes. If the recently introduced legislation passes, the FAA would develop a standardized form so that airline personnel, including flight attendants, could report incidents regarding fumes and smoke on commercial aircrafts. Within one week, investigators would have to identify the cause and source of the fumes or smoke, and repair or replace the responsible aircraft components. The agency also recommended that airline operators collaborate with the original manufacturers of equipment to constantly identify risks. The FAA would also establish a website so that the public could view all pertinent data. One of the major sources of fumes aboard aircrafts is the cabin air supply system. Hydraulic fluid and engine oil often contaminate this system, leading to poor and potentially dangerous air quality. Carbon Monoxide Detectors Many people install carbon monoxide detectors in their homes to protect themselves and their families from these deadly fumes. Currently, carbon monoxide detectors are not required on commercial aircrafts, but passage of this bill would change that. The bill would not only require installation of such monitors, but would require monitoring of carbon monoxide levels throughout each flight. The bill also requires all personnel, from flight attendants and pilots to maintenance and emergency response teams to undergo annual training regarding response to fumes and smoke on aircrafts. https://blogs.lawyers.com/attorney/workers-compensation/cabin-air-safety-act-55357/ Back to Top Russia's Transport Ministry hammering out plans to enhance aviation safety - source After the SSJ-100 airliner's crash at Moscow's Sheremetyevo Airport on May 5, the Russian government instructed the Transport Ministry to submit proposals on improving air carriage MOSCOW, June 19. /TASS/. Russia's Transport Ministry is conducting systematic work with the aviation industry to enhance flight safety, a participant in the meeting held on June 18 and chaired by Transport Minister Yevgeny Ditrikh told TASS on Wednesday. "The meeting discussed measures to improve all the elements of the work of the domestic civilian aviation industry. Specially, the meeting's participants spoke about the constant systematic work to enhance aviation safety," the source said. "It is necessary to immediately respond to the flash of any 'red indicator.' It is necessary to rule out the accumulation of factors whose critical mass may cause an air incident... For this purpose, the meeting's participants are developing their corresponding plans of work in each of their spheres," the source said. The meeting was attended by representatives of the Transport Ministry, the Industry and Trade Ministry, the Federal Agency for Air Transport (Rosaviatsiya), the Federal Service for Transport Supervision (Rostransnadzor), the state air transport corporations, Aeroflot airline, Sheremetyevo airport and Sukhoi Civilian Aircraft Company. "The meeting discussed not only measures to improve personnel training but also the need to make the documents regulating processes in the aviation industry to fully respond to the challenges of time and safety requirements. Requirements will be set to domestic producers to develop special, including rescue, equipment. The meeting said that the heads of various structural units in the aviation industry should personally participate in the most active way in all such measures," the source told TASS. The meeting noted that a comprehensive and self-critical approach to any aspects of raising aviation safety is an unconditional and unifying priority for all participants of the aviation industry, from traffic control and aerodrome services to airlines, aircraft producers, inspecting, controlling and licensing authorities, training and certifying centers. Ideas to improve aviation legislation After the SSJ-100 airliner's crash at Moscow's Sheremetyevo Airport on May 5, the Russian government instructed the Transport Ministry to submit proposals on improving air carriage. Russian Prime Minister Dmitry Medvedev instructed the Transport Ministry to submit, if necessary, the ideas of improving the legislation on air safety, considering the SSJ-100 crash. A Sukhoi Superjet-100 belonging to Aeroflot airlines, which took off from Moscow's Sheremetyevo for Murmansk on May 5, had to return to the airport about 30 minutes after its flight, making an emergency landing and subsequently bursting into flames. There were 73 passengers and five crewmembers aboard the plane. In all, 41 people died in the air crash, and 10 others were hospitalized. Investigators have opened a criminal case over flight safety violations and breaches in aircraft operation that entailed the death of two and more people through negligence. Detectives are looking into several versions of the incident, including pilot incompetence, a technical failure and unfavorable weather conditions. https://tass.com/economy/1064501 Back to Top Man accused of punching attendant on Pa. flight is duct-taped to seat Brandon Ganus, 32, of Weatherford, Texas, allegedly was drunk and unruly on the flight out of Pittsburgh, eventually brawling with the passenger sitting next to him and punching a female flight attendant in the chest, police say. A drunk and unruly passenger made for a raucous flight out of Pittsburgh this week, ending with the unruly flier zip-tied and duct-taped in his seat. As KDKA-TV in Pittsburgh reports, it happened Sunday night after an American Airlines flight took off from the Pittsburgh International Airport, bound for Dallas. Somewhere in the supposedly friendly skies, 32-year-old Brandon Ganus, of Weatherford, Texas, allegedly was drunk and unruly, eventually brawling with the passenger sitting next to him. That's when a flight attendant tried to calm the situation, only to have Ganus punch her in the chest, officials say: "He tried exiting out of the front door, and we stopped him, so we went to his seat and we turned on the lights bright. Then, him and the person next to him got into a brawl," the flight attendant was quoted by KDKA and CBS News as saying. Eventually, Ganus was forcibly confined to his seat, with crew members and other passengers zip-tying his hands and duct-taping him in place, KDKA reports, adding: The flight was diverted to Oklahoma City, where police boarded the plane and arrested Ganus. He was charged with public drunkenness, disorderly conduct, assault and battery and disorderly conduct. He posted bond Tuesday. Following his arrest, the plane departed less than an hour later for Dallas/Fort Worth. https://www.pennlive.com/daily-buzz/2019/06/man-accused-of-punching-attendant- on-pa-flight-is-duct-taped-to-seat.html Back to Top Shamed for Burning Kerosene, Aviation World Seeks Greener Skies Eviation's 'Alice' electric aircraft cockpit at Le Bourget. Tucked away among the more conventional passenger and military planes on display at the Paris Air Show sits a little nine-passenger aircraft offering a glimpse into the future. The all-electric prototype developed by Israeli venture capital-backed Eviation Aircraft Ltd. was shipped to the biennial exhibit in pieces because it's never been flown before. Yet the battery-powered aircraft called the Alice snagged its first customer, Cape Air, and is aiming for commercial flights in about three years. The plane has drawn out-sized interest because the aviation industry is increasingly under pressure about carbon emissions from burning kerosene. Air travel is on track to become the single biggest emitter of carbon dioxide within three decades if forecast cuts in other sectors materialize, according to data and projections from UN agencies. While energy generation and agriculture dwarf aviation's approximately 2% share of all human-caused greenhouse gases, output from air travel is accelerating many times faster. "We don't have a solution and it's a really hard problem," said Paul Eremenko, chief technology officer at United Technologies Corp., owner of jet engine maker Pratt & Whitney. "We're going to have to innovate our way out." He was speaking on possible remedies at a press conference with executives from plane manufacturers Airbus SE, Boeing Co. and Dassault Aviation as well as engine makers Rolls-Royce Holdings Plc, General Electric Co. and Safran SA. The companies on Tuesday agreed to cooperate in a number of areas. They called for development of aircraft and engines that are more fuel efficient and emit less carbon dioxide. They also backed use and wider availability of alternative aviation fuels and the development of "third-generation" aviation that would include electric and hybrid engines and new materials. Even before the Paris show, the warning lights were on for the industry. Augustin de Romanet, head of airport operator Aeroports de Paris, said the sector is becoming the "scapegoat" of the transport industry when it comes to emissions. Already in markets like Scandinavia, the concept of flight-shaming is gaining traction, to prevent people from using aircraft excessively and get them to switch to alternative modes of transport. Yet unlike the car industry, which has long had to abide by rules on exhaust, aviation has been exempt from binding measures. 'Stop Gap' The International Civil Aviation Organization recently moved to address the omission of airlines from the 2015 Paris climate accord by adopting self-policing guidelines known as Corsia for offsetting any carbon increases by planting trees or investing in cleaner technologies. The measure is a "stop gap" to try to stabilize emissions, according to Michael Gill, head of the Air Transport Action Group, an industry lobby. The International Air Transport Association, the industry's biggest trade group, has targets to cap net carbon emissions from 2020 and halve them by 50% by 2050 relative to 2005. While executives at the Paris Air Show spoke of a "moral imperative" to achieve them, industry growth raises the challenge. Airplane pollution, which has risen by about two-thirds since 2005, is forecast to jump as much as sevenfold by 2050 as incomes in developing economies advance, making flying more affordable for hundreds of millions if not billions of people, according to the Montreal-based ICAO. IATA expects the number of airline passengers to double by 2037, to more than 8 billion a year. Not Simple The surge in demand is swelling the global fleet of commercial passenger craft, which Boeing sees doubling to 40,000 in the same period. The pool of private jets is increasing at a similar pace, with JetCraft, a market-intelligence firm, predicting a 50% gain within a decade, to 30,000 from 20,000. That's without adding cargo and military craft to the mix. There's no simple solution because alternative fuels aren't widely available at a competitive cost to replace kerosene and development of hybrid and all-electric engine technology is ongoing and is still years away for large jetliners. Not surprisingly, the industry is against a push by some European countries to tax kerosene. "There's an urgent need for alternative fuels," said Greg Hyslop, chief technology officer at Boeing, who pointed to successful biofuel flights on a 777 model. "The technology is there, now we need to work the economic side to make sure enough is available." On another front, the timetable for developing new engines could see small hybrid- electric planes ferrying 10 to 20 passengers by the middle of the next decade and as many as 40 in bigger regional-sized aircraft by about 2030, according to Stephane Cueille, chief technology officer at Safran. "The pressure coming from the outside is good news, it puts pressure on the industry to get better, faster," Airbus Chief Executive Officer Guillaume Faury said in an interview. "Hybrid is the first way of going electric before we go full electric on the long term -- and starting on the short distances." Consultant Roland Berger reckons there are 100 different electric-aircraft programs in development worldwide, up 30% since 2017, and that the technology could help constrain aviation's carbon dioxide emissions to 2% to 3%. After the Paris Air Show, Eviation Chief Executive Officer Omer Bar-Yohay said he's going to ship the company's electric plane to Arizona to get ready for a first flight planned for later this year and certification in 2021. "This isn't some future 'maybe one day' project," he said in an interview. "It's here, now and being built." https://www.bloomberg.com/news/articles/2019-06-19/shamed-for-burning-kerosene- aviation-world-seeks-greener-skies Back to Top Cape Air announces plans to order all-electric aircraft An Israeli Eviation Alice electric aircraft electric aircraft is displayed at Paris Air Show, in Le Bourget, east of Paris, France, Tuesday, June 18, 2019. Israeli startup Eviation displayed an all-electric airplane prototype dubbed Alice at the Paris Air Show, as the aviation industry increasingly looks to electric and hybrid technology because of pressure from regulators and the public to reduce emissions. (AP Photo/Michel Euler) PARIS - Cape Air, a commuter airline that has offered service between Boston, Cape Cod and the Islands for 30 years, announced it will buy a fleet of new all-electric airplanes. The airline will be the first commercial customer to buy the plane from Eviation Aircraft, according to the announcement made at the Paris Air Show. Cape Air currently has 92 nine-seater planes serving more than three dozen destinations. The company considers itself one of the largest regional airlines in the U.S., with 400 flights a day and 500,000 passengers annually. The new aircraft, Alice, is a nine-seater plane designed to fly up to 276 mph and travel distances similar to a train, CNBC reported. The all-electric plane aims to cut the cost of travel and make trips cheaper, faster and cleaner, Eviation Aircraft said. At the Paris Air Show on Tuesday morning, Eviation Aircraft announced that Cape Air is set to buy a "double-digit" number of the plane, which has a list price of around $4 million each, CNBC reported. Omer Bar-Yohay, CEO of Eviation Aircraft, said the aircraft will usher in a new era in aviation. "We have demonstrated and proven Alice as a leader in first-to-market innovation and reliable zero-emission aviation," he said. "We are beyond thrilled to partner with Cape Air to bring the first all-electric regional aircraft to airports and air passengers across North America as we redesign air travel to make it quieter, cleaner and affordable." According to Eviation Aircraft, Alice will reduce operating costs, eliminate greenhouse gas emissions, make air travel more affordable and connect more communities. Dan Wolf, CEO and founder of Cape Air said the company has a deep sense of social responsibility. "Today, we are stewards in what is the world's single most emissions-laden industries," Wolf said in a news release. "We see tremendous opportunities to reduce the environmental impact of our operations, and to help our employees and communities do that as well. Augmenting our fleet with the all-electric Alice aircraft is the next chapter in our future." Bar-Yohay said the company will begin testing the aircraft this year and hopes to have certification by 2021 and to ultimately begin shipping in 2022. https://www.wcvb.com/article/cape-air-announces-plans-to-order-all-electric- aircraft/28092219 Back to Top Kelly Latimer flies at the cutting edge of aviation - and soon, space Kelly Latimer flies at the cutting edge of aviation - and soon, space Kelly Latimer flies Cosmic Girl, a modified Boeing 747 plane that is set to launch rockets from beneath its wing, as well as the massive carrier aircraft White Knight Two that drops the Virgin Galactic tourist spaceship. (Myung J. Chun / Los Angeles Times) Kelly Latimer, 54, is a test pilot for Virgin Galactic and Virgin Orbit - two commercial space companies owned by British billionaire Richard Branson. For space tourism company Virgin Galactic, Latimer flies the giant, twin-fuselage aircraft known as WhiteKnightTwo, which carries a smaller spaceship at its belly to an altitude of up to 50,000 feet before the spaceship detaches and blasts off toward suborbital space. Latimer is also chief test pilot for Virgin Orbit, where she flies a modified 747 plane called Cosmic Girl. The plane carries a rocket under its left wing up to about 35,000 feet in the air, after which the rocket is released and falls for about four or five seconds before igniting and launching toward its intended orbit. Latimer is the only female test pilot out of a total of seven between the two companies. Independent research Growing up in New Jersey, Latimer knew from an early age that she wanted to be an astronaut. In eighth grade, she decided she needed a plan to make that a reality. Latimer went to the library, pulled out an encyclopedia and looked up the term "astronaut." From there, she learned that all astronauts at the time had been military test pilots, and that to be a test pilot, one had to be a commissioned officer. After more research, she set her sights on attending the Air Force Academy. She kept the entire application process a secret from her parents because she thought they wouldn't approve, even though her father had served in the U.S. Air Force. "This is the late '70s, early '80s, the academies just got opened to women," Latimer said. "The first girls were just going through when I was applying ... and in my mind, I'm like, 'It's fine, I've got the women there now. It's going to be good. I can do it. It's not a problem.' But I just knew my parents would not see it that same way." When Latimer finally told them, though, they were thrilled. Testing, testing Latimer graduated from the Air Force Academy in 1987 with a bachelor's degree in aeronautical engineering, then headed to NASA's Langley Research Center in Virginia, where she completed a master's degree in aeronautics through George Washington University. Once she finished her master's program, she reported for Air Force pilot training. One of the criteria that would strengthen her case on the road to astronaut selection was experience flying a high-performance jet. But at the time, women weren't allowed to fly combat aircraft, such as bombers. The only way women could get that high- performance jet experience was being a T-38 supersonic trainer jet instructor. After doing that for three years, she flew C-141 multi-engine cargo planes for a few years before she waspicked up for test pilot school and flew C-17 military transport planes for several years before becoming an instructor again. She said her military and test pilot career was greatly aided by those who came before her. "My path here was way easier because of all the women who came before me that seriously had a hard time, had to deal with a lot more issues that I don't have to deal with at all," Latimer said. "I just have to do my job and do it the best I can." Kelly Latimer inside the gutted fuselage of "Cosmic Girl," the modified 747 plane that is set to launch rockets from beneath its wing. (Myung J. Chun / Los Angeles Times) A fork in the road In 1999, Latimer was chosen to participate in astronaut selection interviews at NASA's Johnson Space Center in Houston. Though she was ultimately not selected, she passed all the necessary tests, including a physical exam and background check, and figured she would learn from this for the next time. Several years later, while she was deployed to Afghanistan, she applied again and was chosen for an interview. However, this time, Latimer didn't pass the physical exam because of a high antibody reading in her blood - a result "you wouldn't know unless you took the astronaut physical," she said. She said she remembered thinking at the time that after all her time and effort, "the dream is dead." "It was pretty crushing at that moment," Latimer said. New paths After serving as commander of the 418th Flight Test Squadron at Edwards Air Force Base near Lancaster, Latimer deployed to Iraq, where she advised the Iraqi Air Force. But she knew she didn't want to stay in the Air Force forever. In 2007, Latimer retired with the rank of lieutenant colonel. That same year, she took a job as a research pilot with what was then known as NASA's Dryden Flight Research Center at Edwards Air Force Base. There she flew the agency's Stratospheric Observatory for Infrared Astronomy, which is a modified 747 plane with a telescope in the back. There, she was the first female research test pilot. Latimer later moved to Huntington Beach - fulfilling a longtime dream of living near the ocean - and worked for Boeing for eight years as a test pilot. In that role, she flew military and commercial planes, including the C-17, Boeing 737, 787, P-8 Poseidon naval aircraft and KC-46 tanker plane. "I was looking for a little civilization and a life outside of work," she said. The leap into space A friend asked Latimer in 2014 if she would be interested in applying to a pilot job with Virgin Galactic. That year, the company's spaceship had broken apart during a test flight, killing the copilot and injuring the pilot. At the time, Latimer was unsure whether Virgin Galactic would be able to recover from the accident, but a tour of the company's Mojave facility changed her mind. She saw new rocket motors being built and that a test team was being developed. She talked to company leadership about their priorities and the test program. "I was surprised at just how serious and how much effort was going into moving forward," she said. "And I was like, 'This is the real deal. These guys are really going to do this. And I want in.' " A cause of the accident was later determined - the copilot had prematurely opened the spaceship's "feather system," which helps slow the craft down when it reenters Earth's atmosphere. The National Transportation Safety Board blamed the spacecraft's builder, Scaled Composites, and after the accident, Virgin Galactic brought manufacturing in- house. "Accidents like that ... they're huge emotional events for any organization," Latimer said. "The key thing is finding out what happened to cause it. That for me was the biggest thing - that it was something that was fixable." Rocket dreams Latimer still has a chance to become an astronaut. Sometime next year, she will probably get her turn to fly Virgin Galactic's SpaceShipTwo to suborbital space, after which she will earn commercial astronaut wings from the Federal Aviation Administration. Until then, she will be busy flying tests of Virgin Orbit's Cosmic Girl, which is expected to have its first launch later this year. That company's mascot is Rocket, the raccoon stuffed animal from the film "Guardians of the Galaxy," because the acronym for the launch controls is RACUN. "Even though I didn't end up being a NASA astronaut, which was kind of a crushing defeat, I realized, wow, by actually chasing that, I'm sitting on this mountain of experience and education and skills," she said. "I would not have known to go do all of this if I hadn't been chasing that astronaut dream." Personal life Latimer married Ray Blew almost two years ago, and the couple have a condo in Huntington Beach. When her work on the program takes her to the Antelope Valley, she stays in a friend's spare room near Mojave. When she can, Latimer enjoys surfing. https://www.latimes.com/business/la-fi-himi-kelly-latimer-virgin-orbit-pilot-20190620- story.html Back to Top GRADUATE RESEARCH SURVEY(1) Dear Pilots, My name is Lakshmi Vempati. I am a doctoral candidate in the Embry-Riddle Aeronautical University PhD in Aviation program, and I am working on my dissertation under the guidance of Dr. Scott Winter. We are interested in understanding pilot perspectives for operating in unmanned aircraft system (UAS) integrated airspace and airports. You can help this research by participating in this electronic questionnaire. The study is anticipated to take approximately 15 minutes to complete. In order to participate, you must be 18 years of age, and a current civilian pilot with any rating, and experience level who has flown within the last six months. Participants will have an opportunity to participate in the drawing to win a DJI Tello Quadcopter Drone. If you have any questions regarding the study, or the questionnaire in particular, please contact the researcher, Lakshmi Vempati, at vempatil@my.erau.edu or the dissertation committee chair, Dr. Scott Winter, at winte25e@erau.edu. Please find the electronic questionnaire at: https://www.surveymonkey.com/r/LVPilotSurvey Please feel free to forward the link to other pilots who you think might be interested in participating. Sincerely, Lakshmi Vempati, Doctoral Candidate ERAU PhD in Aviation Back to Top GRADUATE RESEARCH SURVEY(2) Dear Participants, You are being asked to participate in a research study to develop a trust in air traffic controllers scale. This study is expected to take approximately 5 minutes of your time. In order to participate, you must be a resident of the United States, at least 18 years old, and a certified pilot. Participation in this study is voluntary, and you may choose to opt out of the study at any time. If you choose to opt out, your data will be immediately destroyed. We appreciate your consideration and time to complete our study. Please click on or copy and paste the URL below: https://forms.gle/DmMB9fXSupVa5oTGA For more information, please contact: Brad Baugh, Ph.D. in Aviation Student baughfd0@my.erau.edu We appreciate your interest and participation! Back to Top Back to Top ISASI 2019 is pleased to announce that the technical program is now posted on the seminar website at www.isasi2019.org Choose the "Program" page and "Program Review" for the most up to date information. It will be necessary for you to click on the program icon to open the full program. Dates to remember: July 28 - Final date for registration for the MH 17 Master Class. Please register for the seminar first and then contact Daan Zwart at D.Zwart@vnv.nl for more information. July 28 - Final date for Early Bird pricing. August 4 - Deadline for hotel reservations. After this date we will not be able to guarantee the seminar rate. We look forward to seeing many of you in The Hague! Back to Top AVIATION COMMUNICATION: STRATEGY AND MESSAGES FOR ENSURING SUCCESS AND PREVENTING FAILURES, 1ST EDITION 'THIS BOOK IS A MUST-HAVE FOR THE INTERNATIONAL AVIATION BUSINESS COMMUNITY AS A TRI-FUNCTIONAL INDUCTION, TRAINING, AND REFERENCE TOOL.' Now available to order from www.routledge.com/9781138624825 Aviation Communication: Strategy and Messages for Ensuring Success and Preventing Failures by Linda J. Tavlin With a foreword by Professor Graham Braithwaite "This is a great book that helps prepare communicators and business leaders in facing the worst. As Linda rightly points out, communication is a thought process and needs to be practised." - Tony Fernandes, Group CEO, AirAsia Group Do you ever wonder why an airline's communication strategy can crash and burn in a crisis? A lack of understanding an acceptable aviation communication strategy can, in this fast world of social media, ruin a company's credibility in the aviation industry. Aviation Communication: Strategy and Messages for Ensuring Success and Preventing Failures is the first go-to book to reveal to everyone in the aviation industry how to stop an organization's communication strategy from becoming the tragedy-after-the-tragedy that we've seen so often. In such instances, after the media go home, the economic, political, regulatory, and legal effects can linger for years. The strategies and messages in this book show how to prevent this along with the ultimate safety net used by those who have been successful. Readers will learn to prevent catastrophic communication mistakes with strategic templates for a wide array of scenarios, as well as 25 specific techniques that give the actual words to use to deliver the book's messages and reveal the safety net of the 4-point formula that organizations with successful strategies have used. USE CODE A015 FOR 20% DISCOUNT AT CHECKOUT Purchase your copy here: https://www.routledge.com/9781138624825 Back to Top Join us in Washington, D.C., on July 15-18 for ALPA's annual Air Safety Forum Curt Lewis