Flight Safety Information AUGUST 2, 2019 - No. 155 In This Issue Boeing to change 737 MAX flight-control software to address flaw: sources Incident: Endeavor CRJ2 at Atlanta on Jul 31st 2019, cargo door indication Incident: Brussels A333 at Brussels on Aug 1st 2019, gear did not reach uplock position Incident: Porter DH8D at Albany on Jul 17th 2019, loss of cabin pressure Incident: Jetstar A320 at Sydney on Aug 1st 2019, landing gear trouble after departure Airbus A319-114 - Ground Damage (Germany) AIR VANUATU ATR PILOTS REPORTED NO CONTROL PRIOR TO HITTING PLANES Lessons Not Learned From Air France 447 2nd rocket launcher recovered from US service member at Md. airport Torqued: The Criminal Element in Aviation...by John Goglia Embry-Riddle Partners with Industry to Bring Veterans into the Aviation Workforce Pulselite® Bird Strike Prevention System Becomes Standard Equipment on Bell 407 Helicopter Beijing is not the most popular Chinese city for passengers flying to or from Africa Airbus A321XLR: Small jets are the future of big trips Facing An Industry Pilot Shortage, Southwest Airlines And Jet Linx Aviation Have A Plan For That POSITION AVAILABLE:...Assistant Professor in Aeronautical and Aviation Engineering RESEARCH STUDY REQUEST Cabin Accident Investigation from SCSI Human Factors in Aviation Maintenance from SCSI ISASI - 2019 Upcoming USC Aviation Safety & Security Program Courses Boeing to change 737 MAX flight-control software to address flaw: sources FILE PHOTO: Grounded Boeing 737 MAX aircraft are parked at Boeing Field in Seattle WASHINGTON/SEATTLE (Reuters) - Boeing Co plans further changes to the software architecture of the 737 MAX flight-control system to address a flaw discovered after a test in June, two people briefed on the matter said late on Thursday. The redesign, first reported by the Seattle Times, involves using and receiving input from both flight control computers rather than one. The move comes in response to an effort to address a problem discovered in June during a Federal Aviation Administration(FAA) simulator test. This is on top of earlier announced changes to take input from both angle-of-attack sensors in the MCAS anti-stall system linked to two deadly crashes that led to a global grounding of the plane. Boeing still hopes to complete the software redesign by the end of September to submit to the FAA for approval, the sources said. For decades, 737 models have used only one of the flight control computers for each flight, with the system switching to the other computer on the following flight, according to people familiar with the plane's design. The FAA said in June that it had identified a new risk that would need to be addressed before the plane could be ungrounded. Under a scenario where a specific fault in a microprocessor caused an uncommanded movement of the plane's horizontal tail, it took pilots too long to recognize a loss of control known as runaway stabilizer, a Boeing official said at the time. Boeing Chief Executive Dennis Muilenburg told analysts last month that he was confident the 737 MAX would be back in service as early as October after a certification flight in "the September time frame" Southwest Airlines and Air Canada, however, have taken the 737 MAX off their schedules until January. The FAA declined to comment on the Seattle Times report. Boeing did not respond immediately to a request for comment. https://www.yahoo.com/news/boeing-change-737-max-flight-030848133.html Back to Top Incident: Endeavor CRJ2 at Atlanta on Jul 31st 2019, cargo door indication An Endeavor Air Canadair CRJ-200 on behalf of Delta Airlines, registration N832AY performing flight DL- 5032 from Atlanta,GA to Evansville,IN (USA), was climbing out of Atlanta when the crew stopped the climb at 10,000 feet reporting they had a cargo door indication and decided to burn off fuel and to return to Atlanta for a safe landing about 45 minutes later. The aircraft remained on the ground for about 90 minutes, then departed again and reached Evansville with a delay of 2.5 hours. https://flightaware.com/live/flight/DAL5032/history/20190731/2024Z/KATL/KEVV http://avherald.com/h?article=4cb11e07&opt=0 Back to Top Incident: Brussels A333 at Brussels on Aug 1st 2019, gear did not reach uplock position A Brussels Airlines Airbus A330-300, registration OO-SFC performing flight SN-255 from Brussels (Belgium) to Ouagadougou (Burkina Faso) with 280 people on board, was climbing out of Brussels' runway 25R when the crew stopped the climb at FL070 due to a gear disagree indication, the landing gear did not reach the uplock position. The aircraft returned to Brussels for a safe landing on runway 25R about one hour after departure. The occurrence aircraft is still on the ground in Brussels about 12 hours after landing back. The airline reported the landing gear could not be retracted due to a hydraulic failure. http://avherald.com/h?article=4cb11a44&opt=0 Back to Top Incident: Porter DH8D at Albany on Jul 17th 2019, loss of cabin pressure A Porter Airlines de Havilland Dash 8-400, registration C-GLQO performing flight PD-939 from Toronto City,ON (Canada) to Boston,MA (USA) with 71 people on board, was enroute at FL250 near Albany,NY (USA) when the crew initiated an emergency descent due to the cabin altitude climbing at a very high rate, the cabin pressure warning activated. The crew worked the related checklists, determined that there was no structural damage and continued the flight to Boston at 10,000 feet for a safe landing. The Canadian TSB reported a post flight inspection revealed the aft luggage blowout panel was loose. The pressurization system was deferred according to minimum equipment list requirements and the aircraft returned to Toronto City for further maintenance. https://flightaware.com/live/flight/POE939/history/20190717/1300Z/CYTZ/KBOS http://avherald.com/h?article=4cb11806&opt=0 Back to Top Incident: Jetstar A320 at Sydney on Aug 1st 2019, landing gear trouble after departure A Jetstar Airbus A320-200, registration VH-VFN performing flight JQ-420 from Sydney,NS to Coolangatta,QL (Australia), departed Sydney's runway 34L and was climbing out when the crew stopped the climb at 4000 feet due to a problem with the landing gear, metallic debris (unclear which parts of the departing aircraft) was found on the runway prompting all approaches to runway 34L swing over to runway 34R. The occurrence aircraft returned to Sydney for a safe landing on runway 34L about 30 minutes after departure. Emergency services the metallic debris looked like a "locking pin". The airline reported the aircraft was unable to retract the landing gear. A replacement A320-200 registration VH-VQL reached Coolangatta with a delay of 3:45 hours. http://avherald.com/h?article=4cb0ef29&opt=0 Back to Top Airbus A319-114 - Ground Damage (Germany) Date: 02-AUG-2019 Time: Type: Airbus A319-114 Owner/operator: Lufthansa Registration: D-AILR C/n / msn: 723 Fatalities: Fatalities: 0 / Occupants: Other fatalities: 0 Aircraft damage: Substantial Location: Frankfurt Airport - Germany Phase: Standing Nature: - Departure airport: Destination airport: Narrative: A Lufthansa Airbus A319-114, D-AILR, was substantially damaged when it was struck by a stairs vehicle at Frankfurt Airport. There were no injures. https://aviation-safety.net/wikibase/227807 Back to Top AIR VANUATU ATR PILOTS REPORTED NO CONTROL PRIOR TO HITTING PLANES The damage caused by the Air Vanuatu ATR72. Photo: Facebook/TnonoNaki. An Air Vanuatu ATR-72 regional aircraft that veered off the runway and slammed into two other aircraft at Port Vila had no hydraulic nose wheel steering or brakes. The aircraft also had limited rudder authority because a switch was not on the appropriate setting, according to a preliminary report into the July 2018 accident by the Paua New Guinea Accident Investigation Commission. The ATR-72-500 turboprop with 39 passengers and four crew on board had been flying between Tanna and Port Vila when the No. 2 engine began overheating. Both the crew and the passengers reported hearing loud banging and hissing noises from the right side of the aircraft and passengers reported seeing white flashes in the cabin. Investigators later determined the noises were a result of the No.2 engine compressor stalling. The pilots attempted to stabilize the engine temperature but as they were doing so cabin crew alerted them that smoke was entering the cabin. The pilot-in-command broadcast a MAYDAY as the smoke intensified, prompting the crew to don oxygen masks and setting off alarms in the ATR. About six minutes after the engine began malfunctioning, the pilots received a low oil pressure alert and subsequently shut down the No. 2 engine. However, their problems were not over. "During the landing flare, the aircraft entered an un-commanded pitch up, forcing the PIC to release control of the power levers, and using both hands he pushed the control column forward in order to regain control of the pitch and therefore lowered the nose of the aircraft,'' the report said. "The copilot subsequently placed his hands on the power lever controls as the aircraft landed. Flight data analysis showed that one second after touchdown, both power levers were recorded to have been set to max reverse. "The aircraft did not have hydraulically powered nosewheel steering and main wheel brakes. Rudder authority, for ground aerodynamic steering, was substantially limited because the switch for manual operation was not set to the appropriate setting. "Reverse thrust was applied during the landing roll, which induced a significant left yaw resulting in the subsequent runway excursion. "The crew reported that they could neither control, nor stop the aircraft during the landing roll. "The aircraft diverged off the left side of the runway and crossed a taxiway before colliding with two stationary, unoccupied Britten-Norman Islander aircraft, about 320 metres from where it left the runway." The path of the aircraft. Photo: PNG AIC Passengers and crew evacuated the aircraft without injury. Investigators found that the engine failure "was not directly casual to the accident" but the preliminary report, as is usually the case, did not identify contributing factors. "History has shown that in any accident there is never a single factor that cause(s) accidents,'' it said. " Therefore, the AIC undertook further research and analysis in consultation with the operator and ATR to establish the circumstances that led to the significant runway excursion. "The investigation found a number of non-contributory safety deficiencies that are being addressed with the issue of Safety Recommendations to those persons or organizations best placed to ensure they are appropriately addressed and result in safety improvements." https://www.airlineratings.com/news/air-vanuata-atr-pilots-reported-no-control-prior- hitting-planes/ Back to Top Lessons Not Learned From Air France 447 Why Crashes Keep Happening and What The Industry Can Do About It. By Captain Shem Malmquist On July 12, 2019 the Paris Public Prosecutor announced it would not be prosecuting Airbus for the June 1, 2009 crash of Air France flight 447, and Airbus A330, due to "lack of evidence." Simultaneously, the office declared it was going forward on the criminal charges against Air France for "negligence and imprudence," leading to the worst aviation accident in French history, taking the lives of 228 people. In the ten years since the accident there have been more than 50 airline crashes, many of these on state of the art aircraft, taking the lives of over 2,500 people. Clearly the industry is not learning enough from accidents. Blaming any individual or entity is only going to make things worse because it results in organizations and individuals covering up their mistakes. This means we lose the opportunity to learn from these tragic events. The belief that any party was culpable in this June 2009 accident is a result of hindsight illusion. It is quite easy to see how some factor played a part in hindsight where we can "see" a linear chain of events, one thing leading to another that causes the accident. Concepts such as "swiss cheese" rely on the illusion that accidents are linear chains. As powerful as these illusions are, they are simply not realistic. At the time the decisions were made by all the organizations involved, from Air France to Airbus, as well as the regulators, nothing was obvious. After careful analysis it is clear that everyone responsible at these companies, as well as the pilots on the airplane, were following the methods they were taught. It is true that now, in retrospect, we can see how we might have trained pilots better, but to blame Air France misunderstands how good airlines work. The training Air France provided was well above what was required and any deficiencies were shared by the entire airline industry. Similarly, the design of the airplane by Airbus followed all of the best industry practices. In hindsight we can now see how those practices are deficient, but this would be the responsibility of the regulator. Is it now time to blame the regulators? Again, the answer is no. The individuals involved were trained to use methods that have consistently worked for decades. The problem is that the assumptions underlying these time honored methods are no longer valid. These older methods are simply not up to the task. When they are used to identify design problems these methods simply become overwhelmed. Because traditional methodsdon't recognize complex design problems prior to an accident, it is only in hindsight that we can see that they have missed many critical aspects in the design phase. This is why crashes keep happening despite the best efforts of all concerned. A person who is in a job beyond their capability can appear competent for a short period. Fortunately there are tests and performance reviews that can weed out those who are not up to the task. Unfortunately the same is not true for industry methods that have all too often missed critical design aspects. Commonly used approaches to analyze design, such as Failure Modes and Effects Analysis (FMEA), Fault Tree Analysis (FTA), Event Trees, Bow-Tie and the like are simply not going to find all the relevant factors in a complex system. This essential truth is hidden due to our illusions of linearity and the seductive appearance of robustness seen with these methods. While newer methods, such as MIT's System Theoretic Process Analysis (STPA) are capable for both aircraft design and training, as well as organizational design to manage the complexity, they were not known at the time the Airbus 330 was designed. These methods were first published in 2011, two years after the Air France 447 accident. It now turns out that this "state of the art" aircraft, like many others, was created using design assumptions that need to be reexamined. Now the U.S. National Transportation Safety Board is set to announce new recommendations for aircraft certification. Here there are fundamental problems in design that must be addressed. Hopefully they will be included in these recommendations. These include the problem of relying on statistics for aspects that are not stochastic, and the idea that supposedly "low probability" scenarios do not have to be addressed in the design. The mistaken assumption tends to be that if a low probability event does occur the pilot will be there to manage it (while not providing the required training to the pilots for the same low probability scenarios). There also needs to be a formal recognition of the weaknesses in the current methods and the need to implement newer methods such as STPA. Air France 447 is an accident that occurred despite the fact that everyone was trying to do the right thing. There was no negligence. There were no weak pilots. The Paris Public Prosecutor's office is wrong to blame Air France, or any other party, for this accident. This will only hurt safety. Continuing to ignore this reality means we will continue to see accidents caused by methods that are simply not up to the task and failing to protect everyone who flies. Captain Shem Malmquist, a 777 Captain, veteran accident investigator and visiting professor at Florida Institute of Technology is the author of Angle of Attack: Air France 447 and the Future of Aviation Safety. The book can be ordered here. The French edition Angle d'Attaque is available at Amazon. Fr The next session of his online course, High Altitude Flying: What Every Pilot Needs To Know, begins September 16. Register at http://www.pilot- errormovie.com/online-course Back to Top 2nd rocket launcher recovered from US service member at Md. airport BALTIMORE (AP) - Officials say an Air Force sergeant tried bringing home a rocket launcher tube as a souvenir at the same airport where another service member tried returning with a similar weapon this week. A second missile launcher was found in a passenger's luggage at BWI-Thurgood Marshall Airport near Baltimore. (Source: WBAL/Hearst/TSA/CNN) The State Fire Marshal's Office in Maryland issued a statement saying the device, designed to be aircraft-mounted, was recovered Thursday at Baltimore/Washington International Thurgood Marshall Airport. It held no explosives, but it might have contained pressurized gas and couldn't go on a commercial flight. The office said the sergeant was returning from overseas and that it will hold onto the launcher until it can be safely returned to him. Federal officials said they found a similar device Monday. The unidentified traveler said he was in the military and returning from Kuwait. No arrests were made in either case. BWI is one of two commercial airport hubs that serve military personnel who are traveling between the U.S. and overseas bases, according to an email from the U.S. Air Force. The other hub is the Seattle-Tacoma International Airport. A United Services Organization lounge at BWI hosts "99 percent" of personnel flying to and from Europe and southwest Asia, which includes Afghanistan, according to the airport's website . This week's incidents aren't the first time military grade weapons drew concerns from BWI's airport security. The Washington Post reported that BWI was evacuated in 1999 when two service members separately tried to bring inert souvenir grenades onto a commercial airplane. https://www.wrdw.com/content/news/2nd-rocket-launcher-recovered-from-US-service- member-at-Md-airport-513535601.html Back to Top Torqued: The Criminal Element in Aviation by John Goglia I've been thinking about writing this article for several months, ever since we invited a special agent from the Department of Transportation's Office of Inspector General to speak to our students at Vaughn College of Aeronautics and Technology about the role of his office. One of the courses I co-teach at Vaughn College is aviation safety, and the OIG has a little-known but critical role in the aviation safety equation: investigating and helping U.S. Attorneys prosecute criminals whose conduct can affect air safety. Among its functions, the OIG investigates aviation crimes and works with the FBI and other federal, state, and local law enforcement to prosecute those crimes. According to the OIG's website, one of its roles is "conducting criminal, civil, and administrative investigations of fraud and a variety of other allegations affecting DOT, its operating administrations, programs, and grantees [grant funds]." Among its top priorities are crimes affecting public safety. The students who heard the outstanding presentation that day were surprised at the number of criminal statutes that apply to aviation, but more than anything, they-and even some of the faculty-were shocked by the types of crimes committed by people who should have been trustworthy aviation professionals, some of which occurred in their own local area. Their reaction got me thinking that maybe others are not aware of the criminal statutes that apply to some aspects of aviation or of the criminal element that lurks among us. And if we're not aware of these criminal statutes, we may unwittingly get ourselves in more trouble than we anticipate. And if we're not aware of the criminal element, perhaps we're not doing enough to protect ourselves from them, when possible. PILOTS PROSECUTED One of the cases that hit particularly close to home for our students was the case of a pilot on Long Island-not too far from where our students do their flight training-who was providing flight instruction without a certified flight instructor (CFI) certificate and falsifying student pilot logbook entries. This pilot pled guilty this past January and is awaiting sentencing. Our students-many of whom are in training to become commercial pilots-were particularly shocked that someone could do this and get away with it for so long. As it turns out, this was not an isolated case. Over just this past year alone, other pilots were similarly prosecuted for providing flight instruction to unsuspecting students without holding a CFI. A Florida man was sentenced to seven years in prison for a fraudulent scheme involving student pilot logbook certifications; a Mississippi pilot who gave unauthorized flight instruction for two years was sentenced in August 2018 to six months home confinement, three years supervised release, 100 hours of community service and barred from working in the aviation industry in any capacity. In addition to pilots providing flight instruction without CFIs, a number of other pilots were prosecuted in just the last 12 months for flying aircraft without holding appropriate airmen's certificates. Flying an aircraft without a required certificate is a crime. Those prosecuted include a Massachusetts man accused of flying a helicopter on more than 50 flights after the FAA revoked his pilot certificate; a former airline pilot who was sentenced to 15 months in jail in Vermont for flying after the FAA revoked his certificate for using an aircraft to transport more than 50 kilos of marijuana; a Florida man who was sentenced to 36 months of probation for "making false statements related to operating a commercial aircraft without a valid airman's certificate"; another Florida man who was sentenced to three years' probation and barred from any aviation-related entity for operating more than 100 sightseeing flights without a commercial certificate. These are just some of the cases from the past year. NON-FLYING CRIMES And pilots are not the only ones involved in criminal activity. In May of this year, parts brokers in New Jersey were sentenced for a four-year scheme in which they took scrapped jet engine parts, took steps to conceal that they had been scrapped, and made sham sales to a company they controlled so that the parts could be sold to unsuspecting operators. The scheme was disrupted before the parts could be sold for installation in jet engines. Sentencing included five years' probation and an order of restitution totaling more than $4 million. In another case, a repair station executive in South Florida was sentenced for bribing an FAA inspector to use his official position to "secure FAA's approval for repairs of sophisticated avionics equipment and commercial cockpit windows." She was sentenced to five years' probation and had to pay restitution of over $711,000. The inspector is now a former FAA inspector. In another case involving bribing an FAA inspector, four helicopter company employees in Guam and an FAA inspector were charged in a conspiracy that included giving the inspector a free Taylorcraft in return for his agreement to "sign, issue and reissue airworthiness certificates for several helicopters...without inspecting them." The FAA inspector pled guilty and is awaiting sentencing; the helicopter employees have been indicted but not convicted. The investigation of the company began after a crash that killed the pilot. The helicopter company gave the FAA logbooks with falsified data. According to the OIG, for perhaps as many as 20 years the company used aircraft that had been "destroyed, scrapped, or otherwise deemed not airworthy-and concealed these facts in documents and records submitted to the FAA." A similar case involves allegations against a parts broker-including falsely presenting himself as an Airframe and Powerplant mechanic although he never held an A&P certificate-for attempting to sell an aircraft bought at an insurance auction without disclosing its damage history. The status of those allegations is unclear, but the individual pled guilty to other unrelated charges and was sentenced to 10 years in jail in Arizona. In another case, an FAA designated airworthiness representative was sentenced to six months home confinement, fined $5,000, and forfeited more than $38,000 for participating in a scheme in which he would certify aircraft parts as airworthy without physically inspecting them. Among other criminal cases involving aviation: a former airline pilot was sentenced to a year in prison and fined $10,000 for operating two Alaska Airlines flights while under the influence of alcohol; several involve pilots falsifying medical records; a Florida Aviation Medical Examiner pled guilty to fraudulently certifying thousands of medical certifications for private and commercial pilots-with some of those pilots not passing material portions of their medicals; several cases against people for pointing lasers at aircraft; an airline president and state airport commission executive arrested for, among other things, misusing federal money; and even a parachute rigger for falsely writing in a logbook that he "inspected, serviced, and repacked an emergency parachute." Two recent criminal cases involve drone pilots: one was charged in California with flying over two NFL games where flights were restricted by a TFR and another was charged in Georgia with owning and operating an unregistered drone weighing more than 0.55 pounds and for possession with intent to distribute a controlled substance. He is alleged to have intended to use the drone to fly the contraband to a Georgia state prison. These cases have been criminally prosecuted. You can access the OIG's website to find more if you're interested. Hopefully, being aware that criminal statutes exist will make those in aviation more wary of violating federal aviation regulations and more careful about checking out the credentials of those they deal with. As a last point, if we haven't learned this from current events, learn it now: lying to federal investigators is a crime. While you have the right to remain silent, you do not have the right to lie on federally required documents or to federal agents. The latter includes FAA records and FAA inspectors. https://www.ainonline.com/aviation-news/blogs/torqued-criminal-element-aviation Back to Top Embry-Riddle Partners with Industry to Bring Veterans into the Aviation Workforce As an MV-22 Osprey crew chief and mechanic in the U.S. Marines, Chris Porter was able to do two things he had always loved: work with his hands and solve mechanical problems. Now transitioning into civilian life, he has an opportunity to transform his experience and skill into a high-prestige career, thanks to a program offered by Embry- Riddle Aeronautical University. "My true passion for working on aircraft was discovered while serving," said Porter, "and it is something that I wish to continue doing as a veteran." The Aviation Maintenance SkillBridge course is an intensive nine-week program that trains transitioning military, veterans and eligible military spouses in aviation maintenance and connects them to aerospace industry partners who can offer them lucrative and exciting careers. The program will launch on August 5 at the Embry-Riddle Worldwide campus at the Marine Corps Air Station (MCAS) New River, near Camp LeJeune in Jacksonville, North Carolina. Dignitaries attending a ribbon-cutting ceremony to take place at 9 a.m. include U.S. Marine Corps Colonel Curtis Ebitz, MCAS New River commander; Justin Blum, senior human resources manager for Pratt & Whitney's West Palm Beach location; Ryan D. Goertzen, vice president of aviation maintenance workforce development at AAR; and Embry-Riddle Aeronautical University Worldwide Chancellor Dr. John R. Watret. "This inaugural cohort of SkillBridge participants is the first of many planned at locations throughout the country," Watret said, adding that Embry-Riddle has signed a Memorandum of Understanding with the U.S. Department of Defense and is looking to expand the program to five to seven additional sites. "We look forward to establishing a secure path for former service members to career success in a booming industry." The participants in the first group are guaranteed an interview with industry partners Pratt & Whitney, an aerospace manufacturer with customers in 180 countries, or AAR Corp., an aerospace and defense company with more than 6,000 employees in over 20 countries. Participants will also get career coaching and help with writing resumes and will experience activities designed to help prepare them for new careers with the industry partners. Chris Curtin, Pratt & Whitney executive director of talent, inclusion & engagement, said his company has a long history of hiring veterans and their family members. "The SkillBridge program gives us another great opportunity to continue hiring talented service members into our organization," Curtin said. Brian Sartain, AAR senior vice president of repair and engineering services, also explained his company's eagerness to hire the SkillBridge participants. "The unparalleled experience and knowledge base veterans gain in the military lay a strong foundation in pursuing aviation certification," said Sartain. "Veterans are equipped with the technical skills and focus we look for in candidates, and that is why AAR is a top military-friendly employer. AAR will be looking to hire the veterans who graduate from the SkillBridge Program." Participants in the program are not required to have an aviation background. Program organizers said diesel and truck mechanics, heavy equipment operators, gas turbine operators and others with demonstrated mechanical aptitude can qualify. "Even if they've never touched an airplane, we can take them from zero to having that foundational knowledge to be successful when they enter the industry," said Dr. Kenneth Witcher, dean of the Embry-Riddle Worldwide College of Aeronautics. "The industry needs this program, Embry-Riddle is happy to provide the knowledge, and the transitioning service members really benefit." The program includes six courses, providing broad knowledge of general aeronautics, airframe systems and power plant systems. All of the courses can be counted toward an Embry-Riddle associate or bachelor's degree in aviation maintenance or aeronautics. Porter, who will start working toward his SkillBridge Aviation Maintenance Technology Certificate as soon as the program begins, said he is confident the experience will be valuable to him. "Not only is the SkillBridge certificate important, but the name attached to it, 'Embry- Riddle Aeronautical University,' shows the caliber of the education and training," Porter said. https://news.erau.edu/headlines/embryriddle-partners-with-industry-to-bring-veterans- into-the-aviation-workforce Back to Top Pulselite® Bird Strike Prevention System Becomes Standard Equipment on Bell 407 Helicopter BEND, Oregon, Aug. 2, 2019 /PRNewswire/ -- Precise Flight, Inc. has announced that Bell Flight, a Textron Inc. company, has selected Precise Flight's patented Pulselite System® as standard equipment for the Bell 407 program. The Pulselite® System is an FAA certified lightweight electrical system controller that alternately pulses the landing and auxiliary lights of a helicopter, thereby increasing its visibility and reflecting the speed and directional movement of the aircraft. In addition to enhancing the margin of safety by increasing aircraft recognition, the Pulselite® System has been proven to significantly reduce bird strikes. "The Bell 407 program is committed to providing our customers around the world with the safest and most innovative aircraft in the rotorcraft industry," said Eric Sinusas, program director, light aircraft for Bell Flight. "Our decision to make the Pulselite System standard equipment is the result of an extensive and thorough evaluation process and will enable our customers to increase their margin of safety for the lifetime of the aircraft." The recent growth in global bird populations, combined with the increase in global air traffic, has caused bird strikes to become a primary safety threat and financial burden to rotorcraft operators. "The Bell 407 program is one of the most innovative and successful programs in the global rotorcraft industry," said Doug La Placa, Chief Executive Officer of Precise Flight, Inc. "Precise Flight is honored to supply the Pulselite System to the Bell 407 program, and we are excited to share the many proven safety benefits of the Pulselite System with Bell's customers around the world." The Pulselite® System is certified for all major rotorcraft models through the Federal Aviation Administration and was recently granted foreign co-validation from the European Aviation Safety Administration (EASA), the National Civil Aviation Agency of Brazil and the Civil Aviation Administration of China (CAAC) for Bell 407 aircraft. In addition to being standard equipment on new Bell 407 aircraft, the Pulselite® System may be installed as an aftermarket modification to existing aircraft. The Pulselite® System is installed on some of the world's largest rotorcraft fleets, including Air Methods, Metro Aviation, Maverick Helicopters, the U.S. Coast Guard, the U.S. Forest Service, and PHI Helicopters, Inc. Click here for more information about Precise Flight Inc.'s Pulselite® Bird Strike Prevention System. https://finance.yahoo.com/news/pulselite-bird-strike-prevention-system- 214600482.html Back to Top Beijing is not the most popular Chinese city for passengers flying to or from Africa In 2010, only a handful of airlines operated direct flights between a few African nations and Beijing. Today, Beijing isn't even the busiest Chinese city for passengers traveling to or from Africa. Air traffic between China and Africa has increased over 600% in the past decade. A majority of the expansion in Africa came from Ethiopian Airlines, who made its main hub Addis Ababa the most frequented city on China-Africa flight routes. China's third- largest city, Guangzhou, has become the city of choice for airlines. Guangzhou is the hub of the manufacturing-rich Pearl River Delta. Foreigners visit Guangzhou for its abundance of cheap goods and trade opportunities. The airport also allows Chinese traders and business travelers from China's southern region, including Fujian province, to more conveniently go to Africa. One study published in 2012 found that a majority of Chinese traders in southern African countries were from Fujian. The African population in Guangzhou is estimated to be anywhere from 20,000 to 200,000. China-Africa airline routes today are capable of carrying about 850,000 passengers on direct flights annually. With an average of around 80% of those seats filled on international routes operated by African airlines, that's about 680,000 passengers on round trips every year. https://qz.com/africa/1679786/why-guangzhou-is-the-most-popular-city-for-african- airlines/ Back to Top Airbus A321XLR: Small jets are the future of big trips Airbus A321XLR: The 2019 Paris Air Show saw the launch of the Airbus A321XLR, which provides extra-long range in a smaller aircraft. © AIRBUS S.A.S 2019 (CNN) - Boarding a long-distance flight today, travelers are accustomed to big jets with roomy cabins, two aisles and space to walk around. But the future of flying is going to look a lot more like the dawn of the Jet Age 60 years ago, when aircraft were considerably smaller. Airbus is betting that this is how we'll travel in the future. Its A320 family has evolved over the last 30 years, adding bigger and smaller models capable of crossing continents. Airbus has incrementally improved the A321 -- the largest of its one-aisle aircraft -- since it first flew in 1993. In 2013 it added "Sharklets" (what Airbus calls its winglets), new engines in 2016 and extra fuel tanks in 2018. Extra Long Range This summer's Paris Air Show saw the launch of the Airbus A321XLR, the latest in the line. The "XLR" stands for "Extra Long Range." In a 175 to 200 passenger, three-class layout with business-class lie-flat seats, premium economy and economy cabins, the XLR will be able to range out as far as 4,700 nautical miles, or 8,700 kilometers. At the plane's maximum 244-seat passenger capacity, the range drops to 4,000 nautical miles, or 7,400 kilometers. The XLR will be able to link cities like Rome and New York, London and Delhi, and Tokyo and Sydney. These extended international journeys are reminiscent of the start of global jet travel. "I think we are really in a 'Back to the Future' moment here," says Henry Harteveldt, travel industry analyst and founder of Atmosphere Research Group. In the late 1950s, travelers marveled at the speed and comfort of the early Douglas DC- 8s and Boeing 707s. Those pioneering jetliners ushered in a new era in international travel, although sometimes the planes couldn't quite reach their destinations without a mid-route refueling stop. Douglas and Boeing quickly began improving the planes' range, and it wasn't long before passengers had non-stop service between distant cities, including ocean- spanning hops. Then, 50 years ago in 1969, the jumbo Boeing 747 appeared. The "Queen of the Skies" changed airline travel forever. Much bigger than a 707, passengers now felt like they were flying in a large room with two aisles instead of a metal tube with a single aisle. It wasn't long before airlines shifted long-range travel to wide-body airliners like the 747 and its contemporaries, the Douglas DC-10 and Lockheed L-1011 TriStar. Over the decades, twin-aisle aircraft like Boeing's 767 and 777, and the Airbus A330, A350 and A380 have become the standard for international travel. And while the single-aisle Boeing 757 has given yeoman's service since the mid-1980s over medium-distance -- including trans-Atlantic -- routes, airlines that still operate the plane are looking to update their fleets. Beefed up American Airlines has chosen the A321XLR to replace its aging 757s, with 50 of the new Airbus jetliners on order. "The A321XLR is exceptionally versatile, and I think that's the key piece for the airlines," says Jeff Knittel, chairman and CEO, Airbus Americas, in an interview with CNN Travel. "What the XLR does is it gives [airlines] a broader set of alternatives to use the airplane. This is more of an expansion of the single-aisle capabilities than anything else. It's not a replacement of wide-body aircraft." Thanks to the efficiency and flexibility of the XLR, Knittel explained that airlines will be able to schedule the plane on a short connecting flight, say Miami to New York, and then fly to Paris on its next flight. To reach distant destinations, the A321XLR will be equipped with a newly designed rear center fuel tank, located in the fuselage behind the wing. The plane's landing gear has been beefed up to handle the extra weight of the fuel, with the plane's overall takeoff weight increased compared to other A321 models. Passenger experience But will long flights in an XLR be an endurance test for passengers? Airbus has experience making the longest trips on Earth with its bigger A350ULR ultra- long-range jetliner, which is now flying for Singapore Airlines on routes such as Singapore to New York, a 19-hour plus airborne marathon. According to Knittel, that experience has been applied to the A321XLR. "We've used all of the talents of Airbus to come together on the XLR and really optimize the airplane from a passenger experience perspective. The airplane in terms of systems has been optimized for longer-range flights for up to 10-hour flights, whether it's [lavatory] holding tanks, water storage or trash," he says. The XLR will be equipped with the latest Airspace by Airbus interior fittings, including re- contoured sidewalls, programmable LED-lighting and larger overhead luggage bins, that Knittel said are "about 40% bigger in volume" than previous designs. As always, it's up to the airlines to decide on seat types and configurations, as well as in-flight entertainment and connectivity systems. But no matter what airlines do to optimize the in-cabin passenger experience, they can't speed up the plane -- the A321XLR cruises at a lower airspeed than its wide-body cousins. For example, a westbound flight from Paris to Boston could take up to 50 minutes longer in an XLR than an A350. "I think passengers will look more at departure time, price and on-board amenities. And to be very honest, there's so many other factors that go into a flight's total travel time," says Harteveldt. "An airline may use this to intentionally stratify the market," he adds. "The A321XLR may be a little slower, so the airline could offer more, lower-fare seats on those flights because it's going to take a little bit longer. On the other hand, the faster jet may not have as many low-fare seats." Scheduling flexibility A mixed fleet of A321XLRs and faster, wide-body aircraft could give airlines scheduling flexibility, linking new cities or adding additional flights on existing routes without adding too much new seating capacity. The first XLRs will be rolling off the Airbus assembly lines in Mobile, Alabama and Hamburg, Germany, in 2023 or 2024. Airlines and leasing companies, including JetBlue Airways, Iberia, Air Lease Corp (which will rent them out to other airlines) and Saudi Arabian Airways have ordered the plane or converted previous orders for A321s to the new variant. And while Harteveldt says he expects wide-body jetliners will continue to serve major, high-capacity routes, "I really do see a day coming where I think you will be back to a significant number, perhaps a majority of trans-Atlantic and other long-haul routes being operated by narrow-body, long-range airplanes." https://www.cnn.com/travel/article/airbus-a321xlr-extra-long-range/index.html Back to Top Facing An Industry Pilot Shortage, Southwest Airlines And Jet Linx Aviation Have A Plan For That Who's going to fly your plane? That's the question aviation industry executives have been pondering for a while as they seek to prepare for an increasing shortage of qualified pilots. For Southwest Airlines, which operates up to 4,000 flights per day, and Jet Linx Aviation, a major operator of private jets, the belief is a three-way partnership with CAE will be the answer. The latter bills itself "the largest civil aviation training network" with 2,000 instructors, over 50 locations and more than 250 flight simulators. Despite a shortage, Jet Linx will need to double its corps of pilots by 2023, says Jamie Walker, its president & CEO. Photo Credit: Jet Linx Aviation JET LINX AVIATION The program, named Destination 225°, which on a compass rose points in a southwesterly direction, is designed to provide a flow of new pilots from CAE to Jet Linx, who can then move to Southwest. It will also enable Southwest pilots, both those who reach the mandatory retirement age for commercial airlines of 65, and others who want a lifestyle change, to fly for Jet Linx. The goal is to provide pilots a defined path representing a career lifecycle from entry into the aviation industry to opportunities for pilots to elevate and extend their careers based on their lifestyle preferences. Jet Linx Aviation has partnered with Southwest Airlines and flight training school CAE to provide pilots with a career lifecycle pathway in the face of an expected multi-decade shortage. Photo credit: Getty "Destination 225° will serve as a solution to help attract future pilots to the industry by offering them a single career path from three trusted industry partners. It's a great step towards helping address the future pilot supply pipeline," says Jamie Walker, president and CEO of Jet Linx. The company currently employs about 250 pilots but will need 500 by 2023 based on its expansion plans. Walker says the shortage is already hitting smaller "mom and pop" operators who can't match the benefits of larger players. For Jet Linx pilots who want to fly for the airlines, they will now have a preferred route. Business aviation, which includes Part 91 flying (the FAA series of rules governing private aircraft flown for their owners), Part 91K (covering fractional operators such as NetJets and Flexjet), and Part 135 (the rules for charter operators) has long been a destination for laid off or retiring commercial Part 121 airline pilots, as well as a starting point to build flight hours before getting a job with an airline. Walker says while about 30% of the pilots who leave Jet Linx are headed that way, so being able to provide a potential pathway to a major airline will be attractive in recruiting. At the same time, he notes business aviation attracts those who want variety. "One day you are flying to New York, the next you are going into Aspen, then San Diego. It's not the same trips over and over again." He estimates that about 70% are same-day roundtrips, "So there are a lot more nights in your own bed." Last year, Faye Malarkey Black, president of the Regional Airlines Association, told The Wall Street Journal, "There are simply too few pilots to operate all of today's routes and with the coming wave of retirements, the situation will reach crisis levels soon." With 800,000 new pilots needed in the next 20 years, last month Boeing CEO Dennis Muilenberg told CNBC the lack of a sufficient pipeline represents for the industry "one of the biggest challenges we have." A lost decade that started with the economic downturn preceding the September 11, 2001, terrorist attacks and lasting through the Great Recession, helped scuttle the appeal of a career in the cockpit, driving the current shortage. Airline bankruptcies meant more work and fewer benefits, including a seemingly constant narrative of airline executives asking front line employees to accept lower wages in order to be competitive in a price-focused industry. For those considering becoming a professional pilot, there is often a six-figure commitment to training, while at the same time industry executives articulate a vision where one day planes would be controlled from the ground eliminating the need for pilots in the traditional sense. Combine that with the growth of global travel, a vast increase in commercial airline fleets based in the Middle East and Asia, and more retirements than expected, and it's not clear that there is a ready solution that will satisfy everyone's needs. Owners of private jets are increasingly in bidding wars to make sure they have ready and qualified flight deck crews. During Corporate Jet Investor's annual conference in Miami last year, Jonah Adler, chief revenue and marketing officer with Jet Edge, which manages mainly long-range private jets for uber-wealthy owners, told attendees recent pay packages for a Global Express captain had cracked the $300,000 level. At the same event, Dan Drohan, CEO of Solairus Aviation, a management company and charter operator, gave evidence of how the tables have turned. For example, a captain who wants to spend holidays at home with his family will enquire about how old the owner's children are and where they typically go on school holidays. Instead of jumping at the prospect of a lucrative paycheck, said pilot might turn flying down a billionaire with young kids for another owner whose travel pattern is tilted to weekday business trips. "(The pilots) interview us," he said. For Jet Linx, which has been growing rapidly, the new partnership will help cement future pipeline of future pilots. Already with a fleet of 115 private jets it manages for owners, it has been expanding its footprint of bases in the past decade. Branching out from its Omaha headquarters, its locations, which provide private VIP terminals for aircraft owners and members of its jet card program, have reached New York, Boston, Washington D.C. on the East Coast and major cities such as Detroit, Dallas, Indianapolis, St. Louis and Chicago in the Midwest. It plans to open locations in California, having pushed as far west as Denver and Scottsdale, and has said it will also add South Florida to its network. Management companies like Jet Linx are expected to be able to source qualified cockpit crews as part of their contracts overseeing an aircraft for its owner. CAE already has training joint ventures with Emirates, Japan Airlines, China Eastern, Singapore Airlines and Iberia. It also has alliances with Bombardier, Dassault Falcon and Embraer Executive Jets to provide training for the private jets they manufacture. The Jet Linx - Southwest deal isn't the first between an operator of private jets and a traditional airline, although it seems to be the first that includes a flight school. As might be expected, Delta Private Jets and Delta Air Lines have a pathway for pilots who want to move between the two. DPJ provides outreach to retiring pilots at Delta at their crew bases with full time or part-time pilot opportunities to allow retired airline pilots to continue flying with a flexible lifestyle. If DPJ pilots meet the requirements to apply for a pilot position with Delta Air Lines, there is an agreement with Delta to guarantee a review of their applications. JetSuite, which counts JetBlue as an investor, has a cooperation agreement covering JetSuiteX, its division which operates scheduled shuttle flights between private terminals along the west coast. "JetSuiteX partners with JetBlue on their Pilot Gateway Program, which affords selected, qualified participants access to certain, available First Officer slots on our Embraer 135 aircraft," said Kevin Horan, vice president of corporate soul, adding, "Pilots participating in this program spend at least two years with JetSuiteX before flowing back to JetBlue, where they fill a pilot role. This is a great opportunity for pilots with lower time who are seeking a fast-track to the major airlines. On the other end, there's been an uptick in retiree recruitment as well. They are joining both and not only filling first officer roles, but quickly upgrading to captain positions." JetSuite's pitch to pilots doesn't end with career opportunities. "We are fully committed to the well-being of our flight team and we seek to implement innovative wellness initiatives for them. We have projects and partnerships with leading wellness brands under development that underscore our commitment to the health and longevity of these talented, hardworking pilots" said Stephanie Chung, president of JetSuite. https://www.forbes.com/sites/douggollan/2019/08/01/facing-an-industry-pilot- shortage-southwest-airlines-and-jet-linx-aviation-have-a-plan-for-that/#53ae48421d0b Back to Top POSITION AVAILABLE: Assistant Professor in Aeronautical and Aviation Engineering Employer THE HONG KONG POLYTECHNIC UNIVERSITY Location Hong Kong (HK) Posted Aug 02, 2019 End of advertisement period Sep 01, 2019 Academic Discipline Engineering & Technology, General Engineering, Mechanical & Aerospace Engineering Job Type Academic Posts, Lecturers / Assistant Professors Contract Type Permanent Hours Full Time THE HONG KONG POLYTECHNIC UNIVERSITY The Hong Kong Polytechnic University is a government-funded tertiary institution in Hong Kong. It offers programmes at various levels including Doctorate, Master's and Bachelor's degrees. It has a full-time academic staff strength of around 1,400. The total annual consolidated expenditure budget of the University is in excess of HK$7.5 billion. INTERDISCIPLINARY DIVISION OF AERONAUTICAL AND AVIATION ENGINEERING Assistant Professor in Aeronautical and Aviation Engineering (Ref. 19073009) In line with the strategic development of the University and to lead the development of the aeronautical and aviation engineering discipline in teaching and research activities, a new Interdisciplinary Division of Aeronautical and Aviation Engineering was established in the Faculty of Engineering in July 2016. The Division currently offers two degree programmes including the 2-year full-time top-up BEng (Hons) in Air Transport Engineering and the 4-year full-time BEng (Hons) in Aviation Engineering. Applications are now invited from academics/industrial practitioners who are actively involved in aviation engineering to fill the vacancies for academic staff. Duties The appointee will be required to: (a) teach at undergraduate and postgraduate levels; (b) conduct research that leads to publications in top-tier refereed journals and awards of research grants; (c) undertake research, programme/curriculum development and administration; (d) supervise student projects and theses; (e) engage in industrial and scholarly research/consultancy activities; (f) undertake academic and departmental administrative duties; and (g) undertake any other duties as assigned by the Head of the Division or his delegates. Qualifications Applicants should have: (a) a PhD in the area of aerodynamics, aircraft design or relevant disciplines; (b) strong commitment to excellence in teaching and research; (c) good publication records; (d) good networking ability; and (e) excellent communication skills and the ability to use English as the medium of instruction. Remuneration and Conditions of Service A highly competitive remuneration package will be offered. Initial appointment will be on a fixed-term gratuity-bearing contract. Re-engagement thereafter is subject to mutual agreement. For general information on terms and conditions for appointment of academic staff in the University, please visit the website at http://www.polyu.edu.hk/hro/TC.htm. Applicants should state their current and expected salary in the application. Application Please send a completed application form to Human Resources Office, 13/F, Li Ka Shing Tower, The Hong Kong Polytechnic University, Hung Hom, Kowloon, Hong Kong or via email to hrstaff@polyu.edu.hk. Application forms can be obtained via the above channels or downloaded from http://www.polyu.edu.hk/hro/job/en/guide_forms/forms.php. If a separate curriculum vitae is to be provided, please still complete the application form which will help speed up the recruitment process. Consideration of applications will commence in August 2019 until the position is filled. The University's Personal Information Collection Statement for recruitment can be found at http://www.polyu.edu.hk/hro/job/en/guide_forms/pics.php. PolyU is an equal opportunity employer committed to diversity and inclusivity. All qualified applicants will receive consideration for employment without regard to gender, ethnicity, nationality, family status or physical or mental disabilities. https://www.timeshighereducation.com/unijobs/en-us/listing/174101/assistant- professor-in-aeronautical-and-aviation-engineering-/?trackid=10 Back to Top RESEARCH STUDY REQUEST Participants Needed for Pilot Simulator Experiment Iowa State University is conducting a study to examine pilot performance while using an enhanced flight vision system for approach and landing phases. The study is being led by Dr. Michael Dorneich and is funded by the Federal Aviation Administration. We are looking for pilots to participate in the study. As a participant of this study, you'll be asked to use flight simulator to complete tasks, and to answer questions. To participate this study, you must be over 18 years old, have at least 10- hour flight experience. You will be compensated $50 for about 2 hours of your time. The study is being conducted in Ames, IA. If you are interested, please contact Ramanathan Annamalai at P24experiment@iastate.edu . Back to Top Back to Top Back to Top ISASI 2019 Future Safety: has the past become irrelevant? The Hague Marriott Hotel & World Forum The Hague September 3 - 5, 2019 *** Early Bird registration ending soon *** ISASI 2019 is pleased to announce that the Preliminary Program is now available. The Seminar's agenda includes a wide range of topics including accident case studies, airport and airline operations, human factors and commercial space accident investigations. Presentations will be given by industry experts, accident investigators, manufacturers and academics. To find out more about the program and how to register, please visit the seminar website at - www.ISASI2019.org Questions about registration can be sent to Barb Dunn at avsafe@shaw.ca As a reminder - Early Bird registration ends at midnight on July 28, 2019 MST (GMT-7). In order to receive the seminar rate at the hotel, reservations must be made by July 28. On Monday 2nd September, the day before the start of the ISASI Seminar, there is also a choice of three Tutorials: Monday (Tutorial) program: Tutorial 1 - Hosted by the Dutch Safety Board A. Aviation Safety versus Medical Confidentiality (morning) B. Communications with Victims and Relatives (afternoon) Tutorial 2 - Military accident investigation. Hosted by the Military Air Safety Investigators (MASI) - a subset of ISASI - this tutorial is the forum for International Military Accident Investigators to share knowledge on their respective capabilities, experiences, processes and procedures with a view to the development of future relationships and common practices. ****************** Fellow ISASI members: The dnata Haarlemmermeer Run will be held on Sunday September 1 in the community of Hooffddorp near Amsterdam and Schiphol. Three distances are offered; five and 10 kilometers and half marathon. Entry fee is between 11 and 17 Euros. Race shirts are available as well. This is a timed run. The race starts and ends at the Hoofddorp Pioneers Baseball Stadium. Attendees of ISASI and their companions who want to arrive early in order to participate in the race can contact me at christine.negroni@gmail.com and I will coordinate a group entry. Registration closes on August 19th. Christine Negroni author of The Crash Detectives Investigating the World's Most Mysterious Air Disasters Published by Penguin Books ================================================ 203 637-8441 landline 203 952-8441 mobile christine.negroni - skype @cnegroni - Twitter christinenegroni - Instagram Back to Top Photo Credit: Glen Grossman, Los Angeles Police Department Air Support Division Upcoming USC Aviation Safety & Security Program Courses Safety Management for Aviation Maintenance Safety principles and practices needed to manage the problems associated with aircraft maintenance operations. August 5-9, 2019 4.5 Days Tuition: $2575 Data for Safety Management Collection and analysis of flight data to contribute to safety management and improve safety performance. August 5-9, 2019 4.5 Days Tuition: $2575 Aviation Law & Dispute Resolution Legal processes, trends, and practices affecting aviation safety, accident investigation, and aviation regulation. This is the successor to the previous Legal Aspects of Aviation Safety & Role of the Technical Witness in Litigation courses. August 19-22, 2019 4 Days Tuition: $2125 Safety Management Systems for Ground Operation Safety Practices and methodologies for the identification and mitigation of hazards in all phases of airport ground operations. August 19-21, 2019 2.5 Days Tuition: $1300 Accident/Incident Response Preparedness Planning for the complex, challenging, and stressful investigation, legal, family response, and communcations situations after an accident. August 26-29, 2019 4 Days Tuition: $2125 Human Factors in Aviation Safety Theoretical and practical knowledge of Human Factors in aviation operations. August 26-30, 2019 4.5 Days Tuition: $2575 Earn Credit for FlightSafety Master Technician- Management Program Students taking the following USC courses will earn elective credits towards FlightSafety International's Master Technician-Management Program * Human Factors in Aviation Maintenance * Human Factors in Aviation Safety * Gas Turbine Accident Investigation * Helicopter Accident Investigation * Safety Management for Aviation Maintenance * Safety Management for Ground Operations Safety * Accident/Incident Response Preparedness Earn Points Toward NBAA Certified Aviation Manager Program Students taking the following USC courses will earn two points toward completing the application for the National Business Aviation Certified Aviation Manager Exam. * Aviation Safety Management Systems * Accident/Incident Response Preparedness * Human Factors in Aviation Safety * Aircraft Accident Investigation * SeMS Aviation Security Management Systems For further details, please visit our website or use the contact information below. Email: aviation@usc.edu Telephone: +1 (310) 342-1345 Curt Lewis