Flight Safety Information AUGUST 12, 2019 - No. 161 In This Issue Incident: Delta MD90 at Atlanta on Aug 7th 2019, main landing gear did not retract Incident: Qatar B772 at Doha on Aug 11th 2019, engine problem on departure Incident: Norwegian B788 at Rome on Aug 10th 2019, engine spits parts, hits person and vehicles on ground Incident: Emirates A388 at Amsterdam on Aug 8th 2019, flat tyres before landing Incident: Alitalia E195 at Frankfurt on Aug 9th 2019, hydraulic failure Two SpiceJet pilots suspended by DGCA for overshooting Mumbai runway FAA investigating former Boston air ambulance pilot who allegedly fell asleep at controls Study uncovers some factors that might affect the amount and quality of airline pilots' in-flight sleep 'Stupid' videos make a laughing stock out of air safety Cathay Pacific gets air safety warning AIR AMBULANCE OPERATOR SEEKS DAMAGES FOR FUEL CONTAMINATION MedAire Showcases New Safety Tools...MedAire's Travel Risk Map IBAC Looks To Draw Small Ops To IS-BAO in Latin America As Max grounding drags on, airlines feel the pinch Older Boeing jets are now in hot demand because of the 737 Max grounding The Rocket Engine for NASA's New Orion Spacecraft Just Aced a Critical Test POSITION AVAILABLE:...Aviation Safety Inspector Job in Boise, Idaho - Department of the Interior Position Available: Manager, System Safety & Data Assurance HIGH ALTITUDE FLYING: WHAT EVERY PILOT NEEDS TO KNOW - COURSE ISASI - 2019 Incident: Delta MD90 at Atlanta on Aug 7th 2019, main landing gear did not retract A Delta Airlines McDonnell Douglas MD-90, registration N926DH performing flight DL-1412 from Atlanta,GA to Cincinnati,KY (USA), was climbing out of Atlanta's runway 26L when the crew stopped the climb at 14000 feet advising ATC they were working on a problem. The crew subsequently advised they needed to return to Atlanta due to a landing gear problem. The aircraft landed safely on runway 26R about 45 minutes after departure. A replacement MD-90 registration N915DN reached Cincinnati with a delay of 2.5 hours. A passenger reported the originally assigned aircraft, a Boeing 737-800, was unable to operate the flight, they were switched to a MD-90. After departure they could hear the landing gear retract and the gear doors close, however, it remained unusually noisy, the passenger attributed the noise to the old aircraft. About 15 minutes later they could hear the landing gear extend again and the noise increased substantially. About a minute later the captain announced a main gear strut had failed to retract, they had been working with maintenance but needed to return to Atlanta. Upon landing emergency services were attending to the aircraft. https://flightaware.com/live/flight/DAL1412/history/20190807/1626Z/KATL/KCVG http://avherald.com/h?article=4cb73d13&opt=0 Back to Top Incident: Qatar B772 at Doha on Aug 11th 2019, engine problem on departure A Qatar Airways Boeing 777-200, registration A7-BBC performing flight QR-920 from Doha (Qatar) to Auckland (New Zealand), was in the initial climb out of Doha's runway 34R when the crew received an abnormal indication for one of the engines (GE90). The crew stopped the climb at 3000 feet, worked the related checklists, climbed the aircraft to 6000 feet to dump fuel and returned to Doha for a safe landing on runway 34R about 75 minutes after departure. The airline reported the aircraft returned due to a technical fault. Passengers reported the crew announced an engine warning, they were going to dump fuel and return to Doha. http://avherald.com/h?article=4cb7362d&opt=0 Back to Top Incident: Norwegian B788 at Rome on Aug 10th 2019, engine spits parts, hits person and vehicles on ground A Norwegian Long Haul Boeing 787-8, registration LN-LND performing flight DY-7115 from Rome Fiumicino (Italy) to Los Angeles,CA (USA), was in the initial climb out of Rome's runway 16R when an engine (Trent 1000) failed emitting debris onto the ground below. The crew stopped the climb at 3000 feet, secured the engine and returned to Rome for a safe landing on runway 16R about 23 minutes after departure. The Mayor of Fiumicino reported 25 vehicles and 12 houses were damaged by debris falling off the aircraft, one man on the ground was hit too. The man was just frightened and remained uninjured however. Local residents reported glowing pieces of metal rained down in the hundreds. The airline reported the aircraft returned to Rome due to a technical problem. Italy's ANSV have dispatched investigators on site. http://avherald.com/h?article=4cb6a09d&opt=0 Back to Top Incident: Emirates A388 at Amsterdam on Aug 8th 2019, flat tyres before landing An Emirates Airbus A380-800, registration A6-EOY performing flight EK-149 from Dubai (United Arab Emirates) to Amsterdam (Netherlands), was descending towards Amsterdam when the crew requested runway 27 advising they would need to stop on the runway due to the possibility of flat tyres, they had been told about tyre damage upon departure from Dubai. ATC preferred runway 18C however, the crew accepted. The aircraft continued for a safe landing on runway 18C and stopped on the runway. Emergency services confirmed there were both nose tyres deflated, however, no debris on the runway. The occurrence aircraft remained on the ground for about 6 hours, then departed for the return flight. http://avherald.com/h?article=4cb69bde&opt=0 Back to Top Incident: Alitalia E195 at Frankfurt on Aug 9th 2019, hydraulic failure An Alitalia Embraer ERJ-195, registration EI-RDM performing flight AZ-408 from Milan Malpensa (Italy) to Frankfurt/Main (Germany), was descending through FL100 on approach to Frankfurt's runway 25R when the crew requested priority, approach queried the cause of the request, the crew however declined to provide the reason. Approach explained they were in normal sequence, they could get priority if they explained the issue. The aircraft continued for about 7 minutes, then the crew advised they had a hydraulic failure affecting nosewheel steering, they needed to be towed off the runway. The aircraft was reassigned runway 25L, emergency services went into their stand by positions. The aircraft landed safely, vacated the runway onto a high speed turn off and stopped past the hol short line clear of the runway as well as clear of the taxiway between the runways. The aircraft was towed to the apron. A passenger reported they were unaware of any issue prior to touch down. The landing roll felt bumpy, the aircraft stopped with emergency services around and the captain announced due to a problem they needed to be towed off the taxiway. Emergency services inspected the landing gear before the tow lifted the aircraft's nose gear and towed the aircraft to the apron. The tow also felt bumpy. The aircraft remained on the ground in Frankfurt for about 18 hours, then positioned to Rome Fiumicino (Italy). http://avherald.com/h?article=4cb7413f&opt=0 Back to Top Two SpiceJet pilots suspended by DGCA for overshooting Mumbai runway Both the pilots were issued show-cause notices on July 4 and they were asked to give a reply within 15 days by the Directorate General of Civil Aviation (DGCA). • The two SpiceJet pilots have been suspended for a year • The B737 aircraft was floating for a long time before touchdown • Both the pilots were issued show-cause notices Aviation regulator DGCA on Saturday suspended two SpiceJet pilots for a year as their B737 aircraft made a late touchdown at the Mumbai airport overshooting the runway on July 2, sources said. "The DGCA found that SpiceJet's Coimbatore-Mumbai flight, which was being flown by the two pilots -- Captain Karun Gujral and Captain Arpit Gandhi -- on July 2, touched down approximately 4,462 feet from the runway threshold. This led to runway overrun," one of the sources told PTI. The runway threshold area is the point from where the runway begins. "The B737 aircraft flown by these two pilots was floating for a long time before touchdown, the DGCA found in its investigation," the source added. Both the pilots were issued show-cause notices on July 4 and they were asked to give a reply within 15 days by the Directorate General of Civil Aviation (DGCA), the sources said. "Their replies were not found to be satisfactory. As a result, this action has been taken by the DGCA," the source said. Both the pilots have been suspended for a period of one year from the date of the incident, the sources said. https://www.indiatoday.in/india/story/two-spicejet-pilots-suspended-by-dgca-for-overshooting-mumbai-runway-1579488-2019-08-10 Back to Top FAA investigating former Boston air ambulance pilot who allegedly fell asleep at controls PHOTO: An ambulance helicopter descends to a landing where it will evacuate the victim of a motorcycle accident. The helicopter is operated by Boston MedFlight, incorporated into New England Life Flight,and serves eastern Massachusetts. Chris Fitzgerald/Candidate Photos via Newscom, FILE The Federal Aviation Administration is investigating an incident in which an air ambulance pilot allegedly fell asleep at the controls. The former Boston MedFlight pilot fell asleep while conducting a flight from Martha's Vineyard to a Boston hospital on June 24, FAA officials said in a statement. The pilot overflew the designated helipad at the hospital, but the transport was completed successfully, and there were no injuries to the patient or flight crew, Boston MedFlight CEO Maura Hughes said in a statement. Fatigue played a factor in the alleged "isolated incident," Hughes said. The company is now working with a fatigue management consultant to review its policies and procedures so it won't happen again. The company conducts about five flights per day on average, according to its website. "Throughout our 34-year history as a nonprofit organization providing critical care medical transport to over 75,000 patients in need, the safety of our patients and crews has always been our highest priority," Hughes said. The pilot no longer works for Boston MedFlight, The Associated Press reported. https://abcnews.go.com/US/faa-investigating-boston-air-ambulance-pilot-fell-asleep/story?id=64910323 Back to Top Study uncovers some factors that might affect the amount and quality of airline pilots' in-flight sleep New research in PLOS One sheds light on how airline pilots use in-flight sleep to manage fatigue on long-haul flights. The study indicates that many pilots try to prepare their body for sleep before the trip even begins. The new study examined qualitative feedback from pilots, which had been collected during previous studies on their sleep and performance. In particular, the previous studies surveyed pilots regarding their sleep at home, in-flight sleep, fatigue and performance on specific flight routes. The surveys provided space for participants to comment at the end of the questionnaire, which is what the current study is based on. "As I merged data from multiple studies into a larger database, I noticed that the pilots' comments had information in them that wasn't being captured in the scales and closed answer questions we were asking pilots to complete for our studies," explained study author Jennifer Zaslona, a research officer at the Sleep/Wake Research Centre at Massey University. "We talk about shared responsibility for managing fatigue but we were focusing on what we could measure and forgetting to listen to the people being impacted by our recommendations. To me, it seemed that we were missing part of the picture." After systematically coding comments from 123 airline pilots, the researchers found that several common themes emerged. For example, many pilots noted that the design and location of the crew rest facility could adversely affect in-flight sleep. "On long range (>8hrs) and ultra-long range (> 16hrs) flights, in-flight sleep is one of the main methods recommended to manage pilots' fatigue and sleepiness. This means that on long flights pilots are provided with crew rest facilities which can range from an economy class seat to a separate lie-flat bunk area depending on the flight," Zaslona told PsyPost. "Pilots in our study made good use of their in-flight sleep opportunities (as recommended) and unsurprisingly they preferred the crew bunk area to the seat in the passenger cabin. However, they also highlighted ways in which the comfort of the crew bunk can be improved, for instance by reducing noise disturbances or providing softer mattresses." As one pilot said, sleeping in the crew bunk area was "like sleeping on a well-padded carpet over hard floor." Many pilots also said that they tried to prepare themselves before the flight, either by sleeping in on the day of their trip to get more rest before the flight or by increasing their time awake prior to their trip so they would have an easier time falling asleep in flight. "Importantly, they indicated that their fatigue management on these flights actually starts before the flight with how they prepare for the flight. There were different strategies of flight preparation but pilots indicated that it is helpful for them to know ahead of time which rest breaks they will be allocated in flight so that they can better prepare for the flight," Zaslona said. The study - like all research - includes some limitations. "One of the main limitations of this study is that the questions from which we drew this data weren't designed to be the primary outcomes of the study, so the amount of information provided by each pilot is more limited than if we had conducted interviews or focus groups," Zaslona said. "For example, the data doesn't address pilots' views on collaboration and communication with superiors and airlines in relation to fatigue risk management. It is also difficult to assess how representative of the general pilot population our sample is because the studies from which we drew our data were more of a snapshot of the operation during a specific period of time." "There are still many questions to answer especially relating to flight preparation and rest break allocation. Owing to the variety in long haul flight operations it is unlikely that there would be a simple answer to these questions but perhaps we can start to identify different strategies that can be used in specific contexts," Zaslona explained. "Traditionally, regulatory bodies have set hard limits on flight durations but with newer technologies aircraft can fly longer and further so there has been a shift towards using Fatigue Risk Management Systems (FRMSs)," she added. "An FRMS provides an airline with more flexibility, allowing them to operate outside the prescribed limits, provided that they are monitoring and managing fatigue risk in their operations. But an FRMS also relies on all parties (regulators, airlines and pilots) doing their part to manage the risk of fatigue because fatigue is a whole of life issue, meaning fatigue is impacted by your work but also by what you do outside of work." The study, "Shared responsibility for managing fatigue: Hearing the pilots", was authored by Jennifer L. Zaslona, Karyn M. O'Keeffe, T. Leigh Signal, and Philippa H. Gander. https://www.psypost.org/2019/08/study-uncovers-some-factors-that-might-affect-the-amount-and-quality-of-airline-pilots-in-flight-sleep-54222 Back to Top 'Stupid' videos make a laughing stock out of air safety Turkish Airlines released a video featuring characters from The Lego Movie last year Aviation experts have called for the end of "stupid safety videos" and an overhaul of emergency procedures which could result in overhead storage bins being locked in an evacuation. Last week passengers on a British Airways flight from London to Valencia were forced to evacuate using the emergency slides after the cabin was engulfed in thick smoke. Videos later emerged of passengers jumping on to the slides carrying wheelie suitcases grabbed from overhead bins as they scrambled to disembark. Passengers are ordered to leave all personal belongings behind in an evacuation. The incident has reignited the debate as to whether the recent trend for entertaining and comical pre-flight safety demonstration videos are leaving passengers unsure of what to do in an emergency. https://www.thetimes.co.uk/article/stupid-videos-make-a-laughing-stock-out-of-air-safety-0q9t5htgr Back to Top Cathay Pacific gets air safety warning Aviation authority orders airline to suspend staff who support protests The Cathay Pacific Airways Ltd logo is displayed atop a building at Cathay Pacific City, the company's headquarters, in Hong Kong in August, 2018. Photo:VCG China's aviation authority issued a major air safety warning to Hong Kong-based Cathay Pacific Airlines on Friday, after the airline was criticized for its tacit support of anti-government riots that may expose passengers to safety threats. "In recent days, the Cathay Pacific has exposed high safety risks and threats as a pilot who was arrested for participating in riots was still allowed to fly and a staff member had leaked the passengers' flight information," the Civil Aviation Administration of China (CAAC) said in the letter. A series of incidents has caused serious social impact and created air safety risks from Hong Kong Special Administrative Region to the Chinese mainland, and the warning was issued to protect the safety of passengers and maintain air transportation order, the letter noted. The CAAC requested airline to immediately suspend employees who have supported and participated in illegal protests and violence from working in flights to the Chinese mainland or related to mainland air transportation starting Saturday. It also ordered the airline to submit the information of crew members who fly to the Chinese mainland or pass through the Chinese mainland to relevant authorities in the Chinese mainland starting Sunday. And if the information is not approved, airports in the Chinese mainland won't receive the flights. The CAAC also requested the airline to submit measures it has taken to strengthen internal management, improve flight safety and security to the authorities before August 15. The agency will supervise and deal with the airline in accordance with law based on how Cathay Pacific executed the three warnings, the letter said. In response, Cathay Pacific spokesperson said on Friday that they have received the directive and are studying it very carefully. There is zero tolerance to any inappropriate and unprofessional behavior that may affect aviation safety, Cathay Pacific said. Some industry insiders have described the warning as a precaution on the state level to protect air safety in the Chinese mainland and prevent terrorist attacks. "The warning respects the right of life of people who take Cathay Pacific flights," Guo Ning, an independent aviation analyst, told the Global Times on Thursday. Chinese netizens have welcomed the move, calling it a "responsible decision" and said Cathay Pacific, which has tacitly supported Hong Kong anti-government protests, deserves such a treatment. "Good job, CAAC! And hope this is the first step in punishing the airline," said a Weibo user named Tmamm. Cathay Pacific said in a statement sent to the Global Times on Thursday that it "supports the principle of 'one country, two systems' and recognizes Hong Kong as part of China." It also stressed that some employees' individual behavior does not represent the company's official stance. Public anger has been rising since its cabin crew trade union called for a protest at Hong Kong International Airport on July 26, with more Chinese residents calling for a boycott. "I'm asking my coworkers and friends not to fly Cathay Pacific anymore," an employee at a state-owned enterprise told the Global Times. The airline's fence-sitting approach in dealing with Hong Kong riots could taint its image and take a toll on its business, analysts said. The future of Cathay Pacific is worrisome, as the warning will significantly weigh on its business in China, an industry insider, who has been covering aviation industry for years, told the Global Times on Friday. "The airline has been restructuring its business since 2017, and has been posting a profit since last year. But this incident will affect its prospects in the Chinese market," she said. http://www.globaltimes.cn/content/1160920.shtml Back to Top AIR AMBULANCE OPERATOR SEEKS DAMAGES FOR FUEL CONTAMINATION Fuel contaminated with diesel exhaust fluid forced two air ambulances to make emergency landings in May. Both aircraft have been declared total losses, and the operator is lining up legal action. Attorneys for Air Ambulance By Air Trek Inc., and Air Trek Inc., informed the Charlotte County (Florida) Airport Authority, operator of the Punta Gorda Airport, that they would seek damages, expenses, and lost revenue resulting from contaminated fuel being "interjected" in two Cessna Citation 550 jets by airport employees. On May 9, both twinjets departed Air Trek's Punta Gorda base and flew to Naples, Florida, where medical technicians, patients, and patients' family members boarded. AOPA reported that one Citation was headed to Niagara Falls, New York, but experienced an engine flameout north of Savannah, Georgia. It then lost its second engine but landed safely in Savannah. The other Citation was bound for Chicago when it experienced an engine failure, and landed safely in Louisville, Kentucky. In all, 13 occupants escaped without injury, said Dana Carr, Air Trek's director of operations. The FAA determined that the two aircraft received fuel that had been contaminated with diesel exhaust fluid, or DEF, which had been added erroneously to the fuel supply in a fuel truck in Punta Gorda. DEF is a urea-based chemical that reduces diesel-engine emissions. It is not intended for use in aircraft, and when added to jet fuel, can trigger chemical reactions leading to the formation of crystals that can plug fuel filters and damage other engine components. The incidents followed occurrences at other airports in 2018 and 2017 that had triggered FAA warnings and prompted intensive industry review of aircraft-fueling practices and personnel training. In an Aug. 7 phone interview, Carr expressed Air Trek's pride in the performance of the two fight crews. "They did an admirable job," he said, noting that one of the pilots was, fortuitously, also rated in gliders. DEF a bad fit for airports The risk of jet fuel being contaminated by diesel exhaust fluid (DEF) is "unacceptably high," and the Environmental Protection Agency should exempt airport vehicles from emissions requirements mandating the use of DEF "in non-road, on-airport ground support equipment and vehicles," said AOPA and 17 other aviation organizations in an Aug. 7 letter to the administrators of the EPA and the FAA. Such an exemption was recommended in an industry-led working group's report that addressed immediate actions that could be taken to reduce the DEF risk. While more permanent solutions, such as the complete removal of DEF from airports, are under study, the industry is voluntarily implementing the report's other recommendations, including "education, storage, labeling, handling procedures, and limiting DEF inventory," the letter said. In addition to the aviation groups signing the letter to the FAA and EPA, the National Transportation Safety Board has also expressed concern about the issue, sending a safety alert in July that includes suggestions to help prevent future incidents. And in August , the Diesel Technology Forum, a non-profit group that aims to raise awareness about the importance of diesel engines, fuel and technology, is backing the aviation industry's stance on DEF contamination. In an Aug. 6 press release, the Diesel Technology Forum wrote, "We recommend that FBO's follow the NTSB safety bulletin, and work with diesel engine and equipment dealers and their fuel suppliers to understand the proper use and storage of DEF. FBOs should also institute ongoing training, labeling and storage practices to help ensure aviation safety. The work done by the Aircraft Diesel Exhaust Fluid Working Group and their report in June 2019 has contributed a substantial understanding to the issue, and offers strong short- and long-term recommendations." The National Transportation Safety Board's preliminary report on the double engine failure experienced by the aircraft that diverted to Savannah gives an account of a crisis aloft that unfolded in stages as the jet gradually lost power: "According to the pilots, about 1 hour and 20 minutes into the flight from APF to IAG, while cruising at 35,000 ft mean sea level (msl), the pilot-in-command was trying to set the N1 speed around 103 [percent], but moments after adjusting power, the N1 speed would decrease. Following a few repeated occurrences of the N1 speed decreasing in this manner, all the engine gauges 'read regular,' then the left engine began to 'spool down very slowly.' After unsuccessfully attempting to recover engine power, the crew requested a lower altitude from air traffic control and began a descent with the left engine at idle power. The pilot-in-command then noticed that the left engine displayed no oil pressure and subsequently shut it down. "Several minutes passed as the airplane descended with the right engine at 65 [percent] fan speed, and while preparing to perform a single-engine approach into SAV, about 8,000 ft msl, the right engine became unresponsive and then began 'spooling down.' The pilot-in-command declared an emergency and the flight crew performed a straight-in approach to runway 19. The airplane landed without incident and was towed to the ramp," the report states. Since then, Carr said, he has had to juggle the flight schedules of other company aircraft, pressuring both the charter and medical-transport areas of the company's flight operations. Meanwhile, the two grounded jets are running up thousands of dollars in combined storage costs at the airports where they landed on May 9, he added. Carr noted that although the airport's insurance company, Starr Adjustment Services, acknowledged in meetings that the two aircraft won't fly again-once DEF enters an aircraft's fuel system "there's no telling when it might come loose down the road"-he was disappointed with settlement offers that he believed were based on inadequate appraisals. The proposed settlements did not fully consider the special configurations of air-ambulance aircraft, nor did they take into account an air ambulance's large access door modification that he estimated affects an aircraft's value by 30 or 40 percent. As a long-term airport business tenant in Punta Gorda, Air Trek is "looking for some type of amicable settlement, to get new aircraft, and get back in the air," he said. AOPA reached out to Punta Gorda Airport for a response to the letter from Air Trek's law firm and received an emailed statement from Marketing and Communications Manager Kaley Miller: "Punta Gorda Airport's management values Air Trek as a longstanding tenant and understands this is a difficult situation for all involved. We have retained an experienced aviation attorney from Kaplan, Kirsch & Rockwell to work with our insurance company and keep this pending insurance claim moving forward. We are hopeful that our insurance company and Air Trek will be able to amicably resolve this matter." According to a news report, an airport employee who was dismissed following the incident had neglected to follow the airport's safety policies. The preliminary NTSB report revealed that "several days after the incident, the lineman realized that he had inadvertently combined a 5-gallon (fuel system icing inhibitor) bucket and a 2.5-gallon diesel exhaust fluid (DEF) container instead of two partially-empty containers of FSII." https://www.aopa.org/news-and-media/all-news/2019/august/08/air-trek-seeking-damages-in-fuel-contamination-incidents Back to Top MedAire Showcases New Safety Tools MedAire's Travel Risk Map MedAire's Travel Risk Map is a tactical planning tool for businesses, managers, flight departments and individuals to visualize potential trouble spots associated with upcoming travel. The information is part of operators' toolboxes to provide security, says the company. Aviation safety and security services provider MedAire and Brazilian partner Aerosafety (Row 2; Booth 2007) are showcasing at LABACE 2019 a pair of safety tools: The 2019 Travel Risk Map, a global risk assessment; and a new white paper on aviation security protocol. The 2019 Travel Risk Map, produced annually by MedAire's parent company, International SOS, and aviation security subsidiary Control Risks, provides a comprehensive overview of current global threats, including medical and travel security concerns. Depicted on a color-coded global map, it's a tactical planning tool enabling businesses, managers, flight departments and the individuals to visualize potential trouble spots associated with upcoming travel in what MedAire and Control Risks' director of security John Cauthen calls "an increasingly volatile but interconnected world." Medical risk ratings are determined by assessing a range of health risks and mitigating factors, and they address infectious diseases, environmental factors, medical evacuation data, standards of local medical care, and availability of quality pharmaceutical supplies. Travel security risk ratings are based on the current threat posed by political violence (such as terrorism, insurgency, politically motivated unrest, and war), social unrest (including sectarian, communal and ethnic violence) and violent and petty crime. Infrastructure and environment are also considered where they have the potential to present risks to travelers. Current Very High Medical Risk Countries/Regions on the map are Venezuela; some nations in Equatorial Africa and the Middle East; Afghanistan; and North Korea. Extreme Travel Security Risk areas include perennial hot spots Libya, Iraq, Syria, Yemen, Afghanistan, Pakistan, Somalia, and South Sudan. To counter these threats on a more strategic level, aviation organizations need a holistic approach focused on three elements, MedAire states in A Holistic Approach: Insight, Preparedness, and Assistance, a security white paper published this year. "At the core of all aviation operations are people," Cauthen said of the holistic approach. "Flight departments must have processes in place, as part of their aviation security programs, to mitigate and respond to risks affecting their people and operations." MedAire's advice: proactively consider and recognize potential threats (insight); plan mitigation strategies and tactics (preparedness); and have the tools, processes, and resources in place to deal with acts that do occur (assistance). Acknowledging that "no one-size-fits-all solution exists," the white paper argues that only "by implementing an approach such as Insight, Preparedness, and Assistance at strategic and operational levels can the aviation industry comprehensively and effectively manage a continuously changing security environment." Compounding the challenges are "many initiatives, policies, procedures, standards, and recommended practices" themselves, which often "cause confusion and conflict" about safety and security needs and requirements, the authors state. MedAire representatives are eager to discuss the security white paper with LABACE attendees, and the meaning of its findings for business aviation service providers and consumers alike. MedAire and Control Risks provide aviation security services including threat information and analysis, travel security training, travel risk assessments, development of travel security risk policies, evacuation plans, and technology solutions for tracking and communicating with mobile employees. https://www.ainonline.com/aviation-news/business-aviation/2019-08-11/medaire-showcases-new-safety-tools Back to Top IBAC Looks To Draw Small Ops To IS-BAO in Latin America The International Business Aviation Council (IBAC) is hoping to build further participation in the International Standard for Business Aviation Operators (IS-BAO) and International Standard for Business Aircraft Handler (IS-BAH) programs throughout the Latin American region, especially among smaller entities. The voluntary IS-BAO and IS-BAH programs for operators and handlers demonstrate compliance with industry best practices with safety management as a base. "Overall, the programs help operators and handlers minimize hazards and reduce the likelihood of accidents and incidents. It is reasonable to think that implementing IS-BAO shows a commitment to safety and excellence," said Kurt Edwards, the director general of IBAC (Booth 1014). "Almost all operators are already doing 90 percent of what any IS-BAO operator is doing. They just haven't documented their processes." He acknowledged that documentation could seem daunting to some, but said, "It should not be viewed that way at all." Several of the largest commercial operators and flight departments in Brazil are registered, as are large operators in other parts of the region. IBAC, however, believes that large and small operators alike could benefit. "This is a performance-based program that can be scaled to any type of operation," Edwards said. "There are more small aircraft and helicopters operating in Brazil and throughout Latin America that could benefit from the structure, SMS, and just culture aspects of IS-BAO implementation." MORE OPPORTUNITIES FOR PARTICIPATION IBAC sees significant potential growth for the programs in Brazil, as well as Mexico, as strengthening economies boost the business aviation communities there. "As economies in these states fluctuate, like anywhere, the activity in business aviation typically follows," he said. "The more aircraft based in an area obviously presents more opportunities for operators to participate in our safety-standard programs-for both operators and ground handlers." IBAC has seen a strong business aviation growth pattern in Mexico in particular, he said. "Brazil is still in an economic recovery, but we are noticing slight improvements. Company mergers and closings of flight departments over the last few years have affected the region, but we are optimistic about business aviation growth in Brazil," Edwards added. He further pointed to the large number of operators serving the VIP transport and offshore oil markets. IBAC has been working closely with Helicopter Association International (HAI) and the International Helicopter Safety Team on IS-BAO. "We developed a rotary-wing-compatible program in 2012 that continues to thrive," Edwards added. But IBAC also is working to raise awareness throughout the region, he said, noting most recently officials from the organization met with directors general of Central America and the Caribbean to introduce them to IS-BAO and IS-BAH. And they plan to further engage with industry and authorities in other key Latin American countries, he said. "Sharing the benefits and the value of these comprehensive, industry-developed, and voluntary safety standards is important and part of what we are talking to LABACE visitors about," Edwards added. He noted that LABACE organizer Brazilian Association for General Aviation (ABAG) is one of IBAC's largest members and said, "We always enjoy supporting them at the show and engaging with ABAG's members." This is particularly important as IBAC works with its member organizations to foster standards throughout the industry. "IBAC works with business aviation associations, like ABAG, to ensure global aviation standards developed at ICAO reflect business aviation's needs and are implemented around the world to foster safe and appropriately regulated environment." These kinds of efforts are critical as many states do not apply appropriate safety regulations to business aircraft operators, he said. "There tends to be greater familiarity with scheduled commercial air transport, and implementation of important ICAO Standards for our sector, for example, ICAO Annex 6 Part II [International General Aviation], is often lacking." While business aviation is strong in Brazil, Edwards sees a need for more education there, particularly on operational safety and legal charter requirements. He noted ABAG is engaged on both of those fronts. The organization also is working with industry and authorities in Mexico to increase an appreciation of business aviation. Also at LABACE, IBAC will promote industry efforts on Sustainable Aviation Fuels. "This is a critical technology that will allow the industry to meet its aspirational goal of halving its carbon emissions relative to 2005 levels by 2050," he said. https://www.ainonline.com/aviation-news/business-aviation/2019-08-10/ibac-looks-draw-small-ops-bao-latin-america Back to Top As Max grounding drags on, airlines feel the pinch Air Canada CFO Mike Rousseau said the 737 Max grounding has been "frustrating to manage and has consumed a great deal of very valuable management time." When aviation authorities worldwide grounded the Boeing 737 Max back in March, airlines scrambled to accommodate what they assumed would be a temporary hit to their bottom lines. But over the months, as it became clear that recertification of the Max would require lengthy delays for remediation and testing, carriers have increasingly issued dire warnings about the impact on their bottom lines. In February, a month before the grounding, Air Canada had planned to offer nearly 5 million seats this year on Max planes. But by early August, with the grounding expected to extend into Q4, according to Boeing CEO Dennis Muilenburg, the carrier was scheduled to fly just 1.7 million Max seats this year, the flight data analytics company OAG said. On the carrier's July earnings call, chief commercial officer Lucie Guillemette said the March 13 grounding of Air Canada's 24 Max 8 planes had forced the airline to make up for the shortfall by deferring nonessential maintenance, extending aircraft leases, entering into new leases, arranging for early delivery of other aircraft types and leveraging capacity on its low-cost unit, Air Canada Rouge. With these adjustments, Air Canada was able to cover 97% of its planned second-quarter flying. But like other Max operators around the world, Canada's largest airline expects its Max problems to become worse over the remainder of the year, as the additional 12 Max aircraft it had expected to take delivery of by Jan. 1 leave an even larger hole for network planners to fill. As a result, for the first time in the memory of CFO Mike Rousseau, the carrier expects to fly fewer seats year over year during its bread-and-butter summer quarter. "It has been extremely frustrating to manage and has consumed a great deal of very valuable management time," Rousseau said on the earnings call. The escalating difficulties voiced by Air Canada were echoed by Max operators around the world this earnings season. Carriers that had once hoped they could weather a short-term grounding by taking the types of steps Air Canada did are now acknowledging that the effects of the grounding will last through next summer and beyond. Notably, Southwest said last month that as of Nov. 3, it will pull out of Newark, where it offers up to 37 flights per day, so that it can reallocate its lower-than-expected capacity toward more lucrative markets, especially Hawaii. Southwest, which was flying 34 Max 8s before the grounding, was scheduled to take delivery of an additional 41 of the planes this year. In their absence, the carrier expects its capacity to be 11% less than planned during the fourth quarter. Irish low-cost carrier Ryanair, meanwhile, said it is now planning to be able to fly just 30 Max aircraft next summer, rather than the 58 it had been anticipating. As a result, CEO Michael O'Leary said during an earnings call, the carrier is developing plans to close some bases beginning this winter. O'Leary also delivered a video message to Ryanair employees on July 31 warning of upcoming layoffs, in part because of the airline needing approximately 600 fewer pilots and flight attendants next summer than it had expected due to the delay in Max deliveries. Closer to home, United, which had 12 Max aircraft at the time of the grounding, said that as scheduled deliveries are delayed, it expects to increase daily Max-related cancellations from about 45 in July to 90 in October. United also said it would suspend service between Chicago and Leon, Mexico, because of the Max grounding. Aviation industry analyst Seth Kaplan said that since the grounding originally rocked the airline industry, the nature of the difficulties it is causing have changed. "The problems now are less chaotic but bigger," Kaplan said. "At first, airlines were scrambling; now they are making the changes in advance." Conversely, he said, at the time of the grounding, 387 Max aircraft were flying. But with deliveries that were to have been made since then, airlines worldwide are now having to manage an absence of more than 600 Max aircraft. OAG data shows just how much the grounding has impacted capacity across the global airline industry. In February, the analysis shows, airlines had planned to offer nearly 63 million seats on Max aircraft this year. By Aug. 5, that number was down to just over 21 million, a loss of 41.3 million seats. https://www.travelweekly.com/Travel-News/Airline-News/As-Max-grounding-drags-on-airlines-feel-the-pinch Back to Top Older Boeing jets are now in hot demand because of the 737 Max grounding • Leasing firms say they're seeing increased demand for older 737 planes as Maxes stay grounded. • Short-term lease rates for some older Boeing jets increased about 40% since the grounding, according to IBA Aero. • Regulators grounded the 737 Max jets worldwide in mid-March after two fatal crashes. Here's how airlines are compensating the loss of Boeing 737 Max planes As the worldwide grounding of the Boeing 737 Max enters its sixth month, airlines are turning to older jets to help meet growing demand, prompting a surge in rental rates. "Used 800s are like a gold dust at the moment," said Phil Seymour, CEO of London-based aerospace consulting firm IBA, referring to Boeing 737-800s, an older model of the plane. He estimates lease rates for 24 months or less, for some older 737 planes have gone up 40% to about $300,000 since regulators grounded the planes in March after two fatal crashes within five months of one another. Together the two disasters claimed 346 lives - everyone on board the two planes - and regulators have not said when they will allow the planes to fly again. Crash investigators have implicated a piece of flight-control software that repeatedly pushed the nose of the planes down in both the Lion Air and Ethiopian Airlines crashes. Boeing is testing a software fix for the planes and expects regulators to allow the jets to return to service early in the fourth quarter, but warned that the date could be pushed back further. The grounding has left airlines without the fuel-efficient 737 Max planes they were counting on during the busy mid-year vacation season, sending some carriers to pay up for the older models that are less fuel efficient. The International Air Transport Association, a trade group, this week said air travel demand rose about 5% in the first half of 2019 from a year ago. Michael Inglese, CEO of leasing firm Aircastle, said some customers whose leases on older 737 jets are expiring are extending their agreements and that the increased demand has been a "modest benefit" to the company. The firm doesn't have any 737 Max planes or any on order. Inglese said when the planes were first grounded in March customers expected the jets to return to service quickly, but now carriers are debating how to address the prolonged grounding. "Now it feels there's a little more decision paralysis," he said. "Everybody is scratching their head at the moment." The Boeing 737 has been a staple of airline fleets for more than 50 years, a single-aisle jet that can fly short- and medium-haul flights and fit more than 150 passengers. Airlines including Southwest and Brazil's Gol, that exclusively fly 737s are holding on to older planes longer. Southwest warned investors last month that the grounding would force it to reduce capacity this year instead of the 5% growth it had planned, while Gol said the older, less fuel efficient 737s that it's keeping in its fleet are forcing it to include a stop in the Dominican Republic on its new routes to Florida from Brazil, which CFO Rich Lark said makes it more unattractive to customers who would be flying nonstop on the 737 Max. Some leasing firms say they don't have any 737-800s or other older models to lease, but that hasn't stopped some airlines from trying. "Fly has already leased all of its B737s this year so we don't have any available," Colm Barrington, CEO of Ireland-based Fly Leasing, said in an email. "Based on airline inquires, we are seeing strong demand for B737-800s in particular, which is likely to be reflected in higher re-lease rates for the type this year." On a July 30 earnings call AerCap CEO Aengus Kelly said that almost all of the lessor's planes are placed with airlines when he was asked about lease rates. "So it's not that we have a bunch of airplanes on the deck, that we can just put up in the air because of the shortage of Maxes," he said. "So we don't immediately generate a gain from that per se." Boeing paused deliveries of the 737 Max after the grounding and cut production by a fifth to 42 a month. It took a $4.9 billion charge in the second quarter, an estimate of compensation airlines and other Max customers will receive. https://www.cnbc.com/2019/08/10/boeing-737-max-jets-are-making-older-planes-more-popular-with-airlines.html Back to Top The Rocket Engine for NASA's New Orion Spacecraft Just Aced a Critical Test The service module fired its propulsion system continuously for 12 minutes. The main rocket engine for NASA's Orion spacecraft, which the agency will launch around the moon in 2020 as part of the Artemis program, has just aced another milestone test. In a test on Aug. 5, the propulsion system for Orion's service module fired continuously for 12 minutes, which simulated engine activity during an abort-to-orbit scenario. In this possible scenario, which would take place if Orion's interim cryogenic propulsion stage (ICPS) didn't correctly put the craft on a path to the moon, the service module would separate early from the ICPS and fire its boosters to get to a temporary orbit. This would allow ground control to re-evaluate with the crew and craft and plan an alternate route to the moon. Even if Orion has to switch to an alternate mission plan, it may still be able to accomplish some of the goals of the mission. The Orion spacecraft's service module aced a propulsion system test on Aug. 5, 2019. During this successful test, engineers fired Orion's main engine and all eight of the module's auxiliary engines at the same time. Throughout this continuous firing, Orion's reaction control thrusters were periodically fired to simulate attitude control and the capacity of the craft's propulsion system. The test allowed NASA's Orion engineers to evaluate the propulsion system and subsystems along with engine performance as the multiple engines fires simultaneously. This test comes after Orion's crew capsule successfully completed a launch-abort test on July 2. The Orion service module is the powerhouse of the spacecraft, giving the craft the ability to move around in space and providing power and support to life support systems. "This was our most demanding test for the pressurization system, including our propellant tanks, valves and other components,"Josh Freeh, deputy manager of the Orion Service Module at NASA's Glenn Research Center, said in a NASA statement. "Inserting Orion into lunar orbit and returning the crew on a trajectory back home to Earth requires extreme precision in both plotting the course and firing the engines to execute that plan ... With each testing campaign we conduct like this one, we're getting closer to accomplishing our missions to the Moon and beyond," Mark Kirasich, program manager for Orion at NASA's Johnson Space Center, said in the statement. https://www.space.com/orion-spacecraft-rocket-engine-test-video.html Back to Top POSITION AVAILABLE: Aviation Safety Inspector Job in Boise, Idaho - Department of the Interior The United States government is a massive employer, and is always looking for qualified candidates to fill a wide variety of open employment positions in locations across the country. Below you'll find a Qualification Summary for an active, open job listing from the Department of the Interior. The opening is for an Aviation Safety Inspector in Boise, Idaho Feel free to browse this and any other job listings and reach out to us with any questions! Aviation Safety Inspector - Boise, Idaho Office of the Secretary of the Interior, Department of the Interior Job ID: 129167 Start Date: 07/30/2019 End Date: 08/20/2019 Qualification Summary Minimum Qualification Requirements: To qualify for this position you must meet the General Requirements, Medical Requirements, General Aviation Requirements and the Specialized Experience for the grade to which you are applying. General Requirements: 1. Not more than two separate incidents involving Federal Aviation Regulations violations in the last 5 years; 2. Valid State driver's license; 3. Fluency in the English language; 4. No chemical dependencies or drug abuse that could interfere with job performance; and 5. At least a high school diploma or equivalent. Medical Requirements: Applicants must be physically able to perform the duties of the Aviation Safety Inspector position in a safe and efficient manner, and must meet all of the following requirements:1. Have good distant vision in each eye and be able to read printed materials the size of typewritten characters (glasses and contact lenses permitted) without strain; 2. Have the ability to hear the conversational voice (hearing aid permitted); 3. Not have any physical condition that would cause them to be a hazard to themselves or others or that would interfere with their ability to fly as passengers in a variety of aircraft. General Aviation Maintenance Requirements: In addition to the above, applicants must also possess the general aviation maintenance minimum qualification requirements: 1. Experience performing the inspection, maintenance and repair of airframes, powerplants and aircraft systems with responsibility of certifying airworthiness. 2. Maintenanceexperience with aircraft 12,500 pounds or less maximum certificated takeoff weight 3.At least one year of hands-on helicopter maintenance experience in the last ten in a 14 CFR part 145 repair station; or, a 14 CFR part 135 air carrier repair facility; or, a 14 CFR part 91 repair facility (FBO); or a local, state or Federal governmental agency repair facility, in addition to any military repair facility experience. 4. General aviation aircraft maintenance work experience within the last 3 years. 5. FAA Mechanic Certificate with Airframe and Power plant Ratings (A&P) 6. Must either currently possess an FAA Inspection Authorization (IA); or, possess the qualifications per 14 CFR 65.91 to obtain an FAA IA. Documentation of valid FAA Inspection Authorization must be provided by Entry on Duty date or within 30 days of job offer, whichever comes first. Specialized Experience GS-12: Note: At the GS-12 level you may not substitute education for experience. To qualify for the GS-12, you must possess at least one full year of specialized experience equivalent to the GS-11 level in the Federal service, or comparable experience not gained through Federal service. Specialized experience is experience that equipped the applicant with the particular knowledge, skills, and abilities to perform successfully the duties of the position, and that is typically in or related to work of the position to be filled. Specialized experience is defined as: (1) performing the inspection, maintenance and repair of airframes, powerplants and aircraft systems with responsibility of certifying airworthiness; (2) lead or provide oversight of maintenance inspections of diverse types of rotary wing aircraft and ancillary equipment to ensure quality of maintenance and safety compliance with Federal Aviation Regulations. Specialized Experience GS-13: Note: At the GS-13 level you may not substitute education for experience. To qualify for the GS-13, you must possess at least one full year of specialized experience equivalent to the GS-12 level in the Federal service, or comparable experience not gained through Federal service. Specialized experience is experience that equipped the applicant with the particular knowledge, skills, and abilities to perform successfully the duties of the position, and that is typically in or related to work of the position to be filled. Specialized experience is defined as (1) performing the inspection, maintenance and repair of airframes, powerplants and aircraft systems with responsibility of certifying airworthiness; (2) lead or provide oversight of maintenance inspections of diverse types of rotary wing and fixed wing aircraft and ancillary equipment to ensure quality of maintenance and safety compliance with Federal Aviation Regulations; and (3) at least 3 seasons experience maintaining and inspecting aircraft in a field environment (Field environment is defined as: On-site aircraft maintenance conducted away from main base of operations in terrain such as mountainous, desert, forest, rural, remote or other unimproved areas, in support of resource aircraft operations). Selective Placement Factor All applicants must currently hold, or possess the qualifications to hold, a position of Director of Maintenance as defined in 14 CFR 119.71 (e) (1&2) (three years of experience within the last 6 years maintaining aircraft as a certificated mechanic OR, have 3 years of experience within the last 6 years repairing aircraft in a certificated airframe repair station including 1 year in the capacity of approving aircraft for return to service.) -OR- Documented experience serving as an authorized aircraft inspector for a state or federal government agency responsible for issuing approval or disapproval documentation (carding) for FAA certificated small aircraft (12,500 lbs or below). Note: You are required to provide documentation in your resume that you meet all of the requirements outlined above and experience claimed in your application. Failure to provide support in your resume that you meet the requirements outlined above and claimed experience may result in disqualification from consideration for this position. Conditions of Employment Driver's License:You will be required to operate a government motor vehicle as part of your official duties.Please indicate in your application whether you possess a valid U.S. driver's license. Physical Demands:The employee spends a significant amount of time in the field conducting aircraft and ancillary equipment maintenance inspections, performing spot investigations, and providing technical support in accident/ incident investigations, inspection work requires considerable standing, bending, stopping, and reaching into confined spaces. The employee must be physically capable of performing all aspects of the duties of the position to include climbing on, in, around and under aircraft and aviation support equipment, often utilizing ladders and work stands, for the purposes of conducting inspections. Working Conditions:Position requires long periods of work confined to a desk with numerous contacts to be made by telephone, interpretative review of significant amounts of manually written technical data and constant scheduling and rescheduling of work activities. Position also requires performing field aircraft inspector reviews including actual inspections for intermediate periods of time on aircraft and facilities, sometimes in periods of darkness and/or in inclement weather. May be required to be outside for periods of time in extreme of heat, cold, and other weather phenomena. The overall work environment involves occasional periods of stress. All qualification requirements must be met by the closing date of the vacancy announcement. Additional information on the qualification requirements is outlined in the OPM Qualification Standards Handbook of General Schedule Positions and is available at OPM's website:https://www.opm.gov/qualifications/standards/indexes/num-ndx.asp Merit Promotion candidates must also meet Time-in-Grade requirements by the closing date of the announcement. If you'd like to submit a resume or apply for this position, please contact Premier Veterans at abjobs@premierveterans.com. All are free to apply! Back to Top Manager, System Safety & Data Assurance Position Overview The position supports the Director, Safety Programs & Analytics in the administration of HA's Safety/Security/Quality Assurance (SSEQ) database. Responsible for the implementing SMS standards to the database and operational departments' SMS programs. Responsible for performing periodic evaluation of the standards and their application within the SSEQ database and operational departments SMS programs. Key Responsibilities • Provide oversight of the airlines SSEQ database to ensure processes and tasks performed within the database are in compliance with Hawaiian's Safety Management System Manual (SMSM) • Perform critical functions to include the development and application of taxonomy, change management and Data analysis within the safety programs database • Establish and administer that SSEQ database steering committee by developing system standards and workflows in compliance with Hawaiians Safety Management System (SMS) • Develop advanced models, tools and templates to drive the safety planning, and development processes • Evaluate accuracy of data, reporting, and forecasting outputs and perform adjustment to maximize commercial impact • Interface with the Operations SMS managers, IT, and other operational departments to document and ensure system and analysis expectations are being met • Perform periodic evaluations of operational departments' SMS programs to ensure compliance with Hawaiian's SMSM • Support the airline's corporate safety department with evaluations and conformance with IOSA (Int Operational Safety Audits) [SMS] requirements • Oversee the investigations for company mishaps, incidents, and accidents and support the Primary Investigator for aircraft mishaps and accidents • Participate in InfoShare Conferences to meet 14CFR ง13.401 (FOQA) requirements. In coordination with other Safety Departments, use available databases to identify areas where enhanced equipment, training or procedures are required • Flight Operations Quality Assurance (FOQA) • Safety Database & Analysis Administrator • Other duties as assigned Minimum Requirements Bachelors' degree or equivalent work experience Three years aviation safety experience with a 14CFR Part 121 carrier or relevant operational safety management experience, such as 14CFR Part 135 or military Working knowledge in Aviation Safety Programs including SMS, AQP, ASAP, FOQA, ASIAS, and LOSA Have a thorough understanding of relevant CFRs and applicable company manuals Extensive statistical methods experience Excellent interpersonal, analytical, and problem-solving skills Must possess the ability to work effectively with a minimum of supervision Must be proficient in Microsoft Word, Excel, PowerPoint and Adobe Acrobat software and Tableau (or similar software) Excellent communication and presentation skills are required Must be able to obtain and maintain an airport SIDA credential Must be able to travel to both domestic and international locations; passport required Preferred Qualifications Quantitative and qualitative data analysis, data modeling, developing reports relational database experience SQL, SAS, Unix programming experience preferred 5+ years of SMS or Safety Analytics experience preferred About Hawaiian Airlines Hawaiianฎ has led all U.S. carriers in on-time performance for each of the past 15 years (2004-2018) as reported by the U.S. Department of Transportation. Consumer surveys by Cond้ Nast Traveler, Travel + Leisure and TripAdvisor have placed Hawaiian among the top of all domestic airlines serving Hawai'i. Now in its 90th year of continuous service, Hawaiian is Hawaii's biggest and longest-serving airline. Hawaiian offers non-stop service to Hawai'i from more U.S. gateway cities (13) than any other airline, along with service from Japan, South Korea, Australia, New Zealand, American Samoa and Tahiti. Hawaiian also provides, on average, more than 170 jet flights daily between the Hawaiian Islands, and over 260 daily flights system-wide. Hawaiian Airlines, Inc. is a subsidiary of Hawaiian Holdings, Inc. (NASDAQ: HA). Additional information is available at HawaiianAirlines.com. Follow Hawaiian's Twitter updates (@HawaiianAir), become a fan on Facebook (Hawaiian Airlines), and follow us on Instagram (hawaiianairlines). For career postings and updates, follow Hawaiian's LinkedIn page. For media inquiries, please visit Hawaiian Airlines' online newsroom. APPLY HERE 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. Curt Lewis