De: Curt Lewis & Associates, LLC de la part de Curt Lewis & Associates, LLC Envoyé: samedi 19 octobre 2019 10:21 À: fgae@club-internet.fr Objet: Flight Safety Information [October 19, 2019] [No. 213] Having trouble viewing this email? Click here Flight Safety Information Flight Safety Information October 19, 2019 - No. 213 In This Issue ARGUS 2019 TRAINING COURSES FAA asks Boeing why it hid test pilot's discovery of 'egregious' 737 Max issues Boeing 2016 internal messages suggest employees may have misled FAA on 737 MAX - sources Incident: Swiss A333 at Montreal on Oct 16th 2019, gear retract problem Incident: Skywest CRJ7 near Omaha on Oct 17th 2019, landing gear issue Incident: LOT DH8D at Warsaw on Oct 18th 2019, smell on board EVAS - Cockpit Smoke Protection Incident: Angara A148 at Mirnyi on Oct 18th 2019, overran runway on landing Douglas DC3C-S1C3G - Ocean Ditching (Bahamas) Passenger dies from Alaska plane crash Boeing lead pilot warned about flight-control system tied to 737 Max crashes Pilot banned for life after allowing Egyptian actor to sit in cockpit Can IATA's Crowd Sourcing Tool Help Airlines Avoid Turbulence? Asiana Airlines Airbus A380 Catches Fire At Seoul Airport How business aviation safety is stuck in a rut Operators Embrace SMS DOT IG Reviewing FAA's ASIAS Program Again Baldwin Adds Functionality To SMS/QMS Software Systems Passenger Attempts to Open Emergency Exit on Flight From Paris to Morocco: 'Everyone Was Screaming' Before Earhart, There Was Aviation Trailblazer Bessica Raiche Airlines need to hire thousands of pilots in the next decade The fastest fighter jet in the world is over 50 years old Japan will help NASA build a space station near the Moon Flight Safety Detectives United States Helicopter Safety Team...Industry Co-Chair Search Chair Position Announcement Instructor Pilot Aviation Safety Officer Manager, Helicopter Maintenance Crisis Management Professional SAFE SKIES FOR ALL: INTRODUCING SPACEFLIGHT INTO OUR SKIES TODAY'S PHOTO GIVE THE GIFT OF LIFE - BECOME A LIVING KIDNEY DONOR ADVERTISE WITH...FLIGHT SAFETY INFORMATION Back to Top FAA asks Boeing why it hid test pilot's discovery of 'egregious' 737 Max issues The Federal Aviation Administration is demanding answers from Boeing after receiving a 2016 electronic message exchange in which a test pilot talks of unknowingly having lied to regulators and discloses "egregious" problems with the flight control system that figured in two 737 Max crashes. FAA Administrator Steve Dickson sent a terse letter Friday to Boeing CEO Dennis Muilenburg requesting to know why the messages had only been delivered the day before, not months ago when Boeing had uncovered them. "I expect your explanation immediately," he writes. The 737 Max, the latest version of the jetliner that has evolved since first being flown in the 1960s, has been grounded worldwide since an Ethiopian Airlines flight crashed in March, killing 157 aboard. It followed another accident involving a 737 Max flown by Lion Air by five months, claiming 189 passengers and crew. In both crashes, blame has focused on the performance of the Maneuvering Characteristics Augmentation System, or MCAS, which was software added to the jets to make them fly like previous versions of the 737. It was deemed needed because the Max had larger engines than previous 737s that were repositioned on the wing, making the jet perform differently in some circumstances. Pilots in both the Ethiopian and Lion Air jetliners wrestled with MCAS, which automatically switches on in certain situations, as it overrode their actions. MCAS kept pushing the nose of the planes down as they struggled to keep them aloft. In the November 2016, message exchange, 737 chief test pilot Mark Forkner - Boeing describes him as a "former employee" - writes that MCAS is "running rampant in the sim on me," a reference to a flight simulator in which it was being tested at the time. "I am levelling off at like 4000 feet, 230 knots and the plane is trimming itself like crazy. I'm like, WHAT?" he said. He quipped, "granted, I suck at flying, but even this was egregious." Forkner said he "basically lied to the regulators (unknowingly)" based on the simulator experience though the co-worker is quick to counter, "it wasn't a lie, no one told us that was the case." In a batch of emails that the FAA later sent, Forkner notes in a March 2016 missive to the FAA that mention of the MCAS system in flight crew operating manuals is unnecessary because MCAS is present in both of the plane's flight control computers, operates in a transparent way and was designed to kick in only in rare circumstances. Pilots have complained that the existence of the MCAS system was kept secret from them until after the Lion Air crash. The discovery could become a huge complication for Muilenburg, who is set to testify Oct. 30 before the House Committee on Transportation and Infrastructure for the first time about troubles with the 737 Max. The FAA, the House committee and other authorities are investigating how MCAS was developed and approved for the 737 Max. Boeing 737 Max fallout: Blasting Boeing, FAA, safety panel recommends changes in certification process In reaction to the disclosures, Boeing said it released the document to the House committee as part of its continued cooperation with its investigation as it strives to get the 737 Max back in service. The ranking member of the House committee, Rep. Sam Graves, R-Mo., said the messages raise "a lot of questions" about conditions at the time of the test, what engineers were doing as the test was conducted and what Boeing did with the information. Pilots union officials at two of the largest U.S. airline operators of the 737 Max, American and Southwest Airlines, reacted with dismay. "This more evidence that Boeing misled pilots, government regulators and other aviation experts about the safety of the 737 Max," said Jon Weaks, president of Southwest Airlines Pilots Association, in a statement. "It is clear that the company's negligence and fraud put the flying public at risk." And Dennis Tajer, spokesman for the Allied Pilots Association for American, said "it's very serious if Boeing had someone within who is describing something egregious." He added, "We want to know under what conditions (MCAS was malfunctioning) so we can determine if something is new within the MCAS system." He also said the union is solidly behind the FAA's Dickson on the matter. "We count on the FAA as a safety-culture partner." https://www.yahoo.com/news/faa-demands-answers-over-boeing-201407571.html Back to Top Boeing 2016 internal messages suggest employees may have misled FAA on 737 MAX - sources FILE PHOTO: An aerial photo shows Boeing 737 MAX aircraft at Boeing facilities at the Grant County International Airport in Moses Lake WASHINGTON (Reuters) - Boeing Co turned over instant messages from 2016 between two employees that suggest the airplane maker may have misled the Federal Aviation Administration about a key safety system on the grounded 737 MAX, sources briefed on the matter said. The FAA confirmed Friday that Boeing told it a day earlier about internal messages it had discovered "some months ago" that characterize "certain communications with the FAA during the original certification of the 737 MAX in 2016." The FAA said it found the messages "concerning" and "is reviewing this information to determine what action is appropriate." It prompted a letter from FAA Administrator Steve Dickson to Boeing Chief Executive Dennis Muilenburg demanding an "immediate" explanation for the delay in turning over the documents. Sources told Reuters the Boeing internal messages raised questions about the performance of the so-called MCAS anti-stall system that has been tied to the two fatal crashes in five months. The messages are between the MAX's then-chief technical pilot and another Boeing pilot, the sources said, and raised questions about the MCAS's performance in the simulator. The pilot has since left Boeing. Boeing said in a statement the company "brought to the Committee's attention a document containing statements by a former Boeing employee." One of the messages said the Boeing pilot had "basically lied" to regulators but added in parenthesis it was "(unknowingly)." Boeing is revising the 737 MAX software to add more safeguards and require the MCAS system to receive input from two key sensors. The FAA reiterated that it is "following a thorough process, not a prescribed timeline, for returning the Boeing 737 MAX to passenger service. The agency will lift the grounding order only after we have determined the aircraft is safe." Earlier this week, Southwest Airlines Co delayed the return of the plane to its schedule until February. Separately, the U.S. Senate Commerce Committee confirmed it will question Muilenburg at an Oct. 29 hearing, one day before a House of Representatives panel is scheduled to question him. Boeing shares fell 3.5% after the Reuters report, helping to drag down the Dow Jones industrial average to a session low. https://www.yahoo.com/finance/news/exclusive-boeing-2016-internal-messages- 164946253.html Back to Top Incident: Swiss A333 at Montreal on Oct 16th 2019, gear retract problem A Swiss International Airlines Airbus A330-300, registration HB-JHE performing flight LX-87 from Montreal,QC (Canada) to Zurich (Switzerland) with 206 passengers and 12 crew, was in the initial climb out of Montreal's runway 24L when the crew stopped the climb at 3000 feet reporting a gear problem. The crew requested delay vectors to work their checklists, then declared PAN PAN advising they could not retract their landing gear, they could not dump fuel technically and expected hot brakes on landing, hence emergency services were requested as precaution. The aircraft landed safely on runway 24L about 35 minutes after departure. The flight was cancelled, the passengers were rebooked onto other flights the following day. The occurrence aircraft is still on the ground in Montreal about 47 hours after landing. http://avherald.com/h?article=4ce2badf&opt=0 Back to Top Incident: Skywest CRJ7 near Omaha on Oct 17th 2019, landing gear issue A Skywest Canadair CRJ-700 on behalf of American Airlines, registration N744SK performing flight AA- 3044 from Chicago O'Hare,IL to Colorado Springs,CO (USA), was enroute at FL360 about 50nm south of Omaha,NE (USA) when the crew decided to divert to Omaha due to a problem with the landing gear. Emergency services at Omaha deployed into their landing positions and queried ATC, whether the aircraft would conduct a flyby prior to landing, tower advised the aircraft would perform a full stop landing on first approach. While the aircraft was on final approach, tower advised all three gear struts appeared to be down. The aircraft landed safely on Omaha's runway 14R and vacated the runway. An inspection of the landing gear showed no anomaly, the crew taxied the aircraft to the apron. A replacement CRJ-700 registration N750SK reached Colorado Springs with a delay of 6 hours. The aircraft is still on the ground in Omaha about 27 hours after landing. https://flightaware.com/live/flight/AAL3044/history/20191017/1505Z/KORD/KCOS http://avherald.com/h?article=4ce2b631&opt=0 Back to Top Incident: LOT DH8D at Warsaw on Oct 18th 2019, smell on board A LOT Polish Airlines de Havilland Dash 8-400, registration SP-EQH performing flight LO-3931 from Warsaw to Szczecin (Poland) with 48 passengers and 4 crew, was climbing through FL120 out of Warsaw when the crew stopped the climb and decided to return to Warsaw reporting they had an unsual smell on board originating in the back of the cabin, the crew declared emergency. The aircraft landed safely on runway 15 about 23 minutes after departure. The aircraft returned to service about 4 hours after landing back. The airline reported the crew suspected a malfunction of the air conditioning system and decided to return to Warsaw. The passengers were rebooked onto the next flight. http://avherald.com/h?article=4ce2b26b&opt=0 Back to Top Back to Top Incident: Angara A148 at Mirnyi on Oct 18th 2019, overran runway on landing An Angara Airlines Antonov AN-148, registration RA-61713 performing flight IK-711 from Irkutsk to Mirnyi (Russia) with 61 passengers and 5 crew, landed on Mirnyi's runway 25 at 09:06L (00:06Z) but overran the end of the runway by about 15 meters coming to a stop on the paved surface of the runway end safety area. There were no injuries and no damage to the aircraft. Russia's Ministry of Emergency (MCHS) reported a passenger aircraft had rolled out of the runway in Mirnyi. No injuries and no damage occurred. Rosaviatsia reported the aircraft ran 15 meters past the end of the runway. The crew was informed about runway braking coefficients via ATIS to be 0.39, 0.32 and 0.32. The crew requested updated runway braking information (which was due at 00:00z), but did not receive any update. The crew therefore continued the approach and landing according to Standard Operating Procedures in Standard Mode in accordance with the landing performance charts. Mode-S data suggest the aircraft crossed the runway end at 25 knots over ground. The occurrence aircraft is still on the ground in Mirnyi about 18 hours after landing. Metars: UERR 180130Z 21002MPS CAVOK 02/02 Q1001 R25/850232 NOSIG RMK QFE720= UERR 180100Z 21002MPS CAVOK 01/01 Q1001 R25/850239 NOSIG RMK QFE720= UERR 180030Z 21003MPS CAVOK 01/01 Q1001 R25/850239 NOSIG RMK QFE720= UERR 180000Z 19003MPS CAVOK 00/00 Q1001 R25/850239 NOSIG RMK QFE720= UERR 172330Z 18002MPS 9999 FEW023CB 01/01 Q1001 R25/290150 NOSIG RMK QFE720= UERR 172300Z VRB03MPS 9999 SCT021CB 02/02 Q1001 R25/290150 NOSIG RMK QFE720= UERR 172230Z VRB01MPS 9999 SCT004 BKN020CB 01/01 Q1001 R25/290150 NOSIG RMK QBB140 QFE720= UERR 172200Z 13002MPS 9999 SCT004 OVC020CB 01/01 Q1001 R25/290150 NOSIG RMK QBB140 QFE720= UERR 172100Z 10002MPS 9999 -SHRA SCT004 OVC020CB 01/01 Q1002 R25/290150 NOSIG RMK QBB140 QFE721= The aircraft past the runway end (Photos: MCHS): http://avherald.com/h?article=4ce2acab&opt=0 Back to Top Douglas DC3C-S1C3G - Ocean Ditching (Bahamas) Date: 18-OCT-2019 Time: 16:45 Type: Douglas DC3C-S1C3G Owner/operator: Atlantic Air Cargo Inc Registration: N437GB * C/n / msn: 19999 Fatalities: Fatalities: 0 / Occupants: 2 Other fatalities: 0 Aircraft damage: Unknown Location: Atlantic Ocean offshore New Providence - Bahamas Phase: Landing Nature: Cargo Departure airport: Miami-Opa Locka Executive Airport, FL (KOPF) Destination airport: Nassau-Lynden Pindling International Airport (NAS/MYNN) Narrative: The aircraft ditched to the waters of the Atlantic Ocean while on approach to Lynden Pindling International Airport (NAS/MYNN), Nassau, Bahamas. The airplane submerged, having sustained yet to be determined damage, and the two pilots onboard were not injured during the incident. https://aviation-safety.net/wikibase/230051 Back to Top Passenger dies from Alaska plane crash Alaska Airlines Flight 3296, operated by Peninsula Airways, sits at the edge of Unalaska Bay after running off the runway while landing at Unalaska/Dutch Harbor Airport, Oct. 18, 2019. Ryan Burnias A passenger has died after a twin-engine Peninsula Airways flight crashed Thursday night, officials said. Alaska Airlines Flight 3296, operated by Peninsula Airways, ran off the runway while landing at Alaska's Unalaska/Dutch Harbor Airport, airline officials said, and stopped just short of plunging into the waters of the bay. Passenger David Allan Oltman, 38, of Washington state, died as a result, Alaska State Troopers said on Friday. Alaska Airlines Flight 3296, operated by Peninsula Airways, sits at the edge of Unalaska Bay after running off the runway while landing at Unalaska/Dutch Harbor Airport, Oct. 17, 2019. Ryan Burnias This is the first U.S. commercial plane passenger death since a passenger died in a Southwest incident last year. A statement from Peninsula Airways on Friday said: "It is with our deepest sorrow that we have confirmed that one of our critically injured passengers from PenAir Flight 3296 passed away last night." "Our entire team is devastated by this tragic incident," the statement said. "The thoughts of all 1,300 of our employees are with those who were hurt or affected." Another passenger was critically injured, and 10 others received medical care, according to Peninsula Airways. The flight was from Anchorage to Unalaska Island. The plane, a Saab 2000 turboprop, had three crew members and 39 passengers aboard, including members of the swim team at Alaska's Cordova High School. "At present, all students and chaperones are accounted for and are OK, albeit a bit shaken up," read a statement posted by superintendent Alex Russin on the school district's website Thursday night. The statement said that "the team was together, seemed fine, and were eating pizza." Photos taken afterward showed the plane resting at about at 30-degree angle on a rocky embankment, with its nose just feet from the water. A commuter plane that crashed near the airport in a small town near the Bering Sea, Oct. 17, 2019. The Peninsula Airways flight from Anchorage to Dutch Harbor came to a halt just short of the water.Courtesy Jesse Ortiz Freelance photographer Jim Paulin, who witnessed the accident, told the Associated Press that the plane appeared to have been forced beyond its planned landing area by high winds that the area had been experiencing lately. Unalaska Island is part of the Aleutian Island chain to the west of the Alaskan mainland. https://abcnews.go.com/US/high-school-swim-team-members-shaken-safe- plane/story?id=66363658 Back to Top Boeing lead pilot warned about flight-control system tied to 737 Max crashes, then told regulators to delete it from manuals KEY POINTS * In 2016, a Boeing pilot warns a colleague about an "egregious" flight-control program on the 737 Max. * The system is later implicated in two fatal crashes that killed 346 people. * Emails show the pilot told regulators to delete the mention of the software from pilot manuals. FAA: Substance of Boeing documents is 'concerning' A Boeing pilot warned about problems with the flight-control program on the 737 Max that was implicated in two fatal crashes, said he "unknowingly" lied to regulators, and told the Federal Aviation Administration not to include the system in pilot manuals before regulators deemed the plane safe for the public in 2017, according to messages released Friday. The messages deepened the manufacturer's crisis over the bestselling jets, which have been grounded worldwide since March in the wake of the crashes, sending the stock to an eight-week low. The Boeing lead pilot complained in one of the messages that a flight-control system, known as MCAS, was difficult to control, according to the messages, which were obtained by NBC News. That system and pilots' ability to recover from its failure in flight are at the heart of investigations into the crashes. Investigators have implicated the system in both crashes - a Lion Air 737 Max that went down in Indonesia in October 2018 and an Ethiopian Airlines plane of the same model that crashed in March. MCAS malfunctioned on both flights, repeatedly pushing the planes' noses down until their final, fatal dives. All 346 people on both flights were killed. "Oh shocker alerT! MCAS is now active down to M .2. It's running rampant in the sim on me," Mark Forkner, Boeing's former chief technical pilot for the 737, said in 2016 to a colleague, Patrik Gustavsson, referring to the simulator, according to the transcript. "Granted, I suck at flying, but even this was egregious." His colleague replied that they would have to update the description of the system. "So I basically lied to regulators (unknowingly)," read Forkner's reply. Gustavsson responded: "It wasn't a lie, no one told us that was the case." Forkner's attorney, David Gerger, said in a statement, "If you read the whole chat, it is obvious that there was no 'lie.'" "The simulator was not reading right and had to be fixed to fly like the real plane," he said. "Mark's career - at Air Force, at FAA, and at Boeing - was about safety. He would never put anyone in an unsafe plane." 'Jedi mind-tricking regulators' Forkner in January 2017 instructed an FAA employee to remove MCAS from pilot manuals and training, according to an email between the two that was obtained by NBC News. "Delete MCAS, recall we decided we weren't going to cover it in the FCOM or the CBT, since it's way outside the normal operating envelope," Forkner wrote. He said in an earlier email to an FAA official that he was "jedi mind-tricking regulators into accepting training the training that I got accepted by FAA etc." The FAA on Friday said Boeing withheld these "concerning" messages for months from regulators. The agency, which first certified the planes in 2017, said it is "disappointed that Boeing did not bring this document to our attention immediately upon its discovery," adding it is "reviewing this information to determine what action is appropriate." Pilots at airlines, including American, complained after the crashes that they did not know about the MCAS system until after the first crash. Boeing shares fell sharply Friday after the news broke, shedding nearly 7% and shaving about 170 points off the Dow Jones Industrial Average. The stock ended at $344, the lowest close since Aug. 21. CEO under fire The messages add to pressure already piling up on Boeing and CEO Dennis Muilenburg. The company and the FAA are facing several investigations into the plane's design and software. The company's board removed Muilenburg as chairman last week, saying the division of the two roles will help him focus on bringing the plane back to service. Muilenburg is set to testify at two congressional hearings for the first time since the crashes: a Senate Commerce Committee hearing on Oct. 29 and a House Transportation Committee panel scheduled for Oct. 30. Rep. Peter DeFazio, D-Ore., chair of the House Committee on Transportation and Infrastructure, called the instant messages "shocking, but disturbingly consistent with what we've seen so far in our ongoing investigation of the 737 MAX, especially with regard to production pressures and a lack of candor with regulators and customers." He said the incident "is not about one employee; this is about a failure of a safety culture at Boeing in which undue pressure is placed on employees to meet deadlines and ensure profitability at the expense of safety. Boeing will have to answer for this and other questions at our hearing on October 30th." If Boeing did mislead the FAA, CEO Dennis Muilenburg is done: Jim Lebenthal The FAA turned over the instant messages to U.S. lawmakers and the Department of Transportation's Office of Inspector General, the agency said. "Over the past several months, Boeing has been voluntarily cooperating with the House Transportation and Infrastructure Committee's investigation into the 737 MAX. As part of that cooperation, today we brought to the Committee's attention a document containing statements by a former Boeing employee," Boeing said in a statement. Boeing has developed a fix for the software that misfired on the crashes but regulators haven't yet signed off. Airlines have missed out on hundreds of millions of dollars in revenue because of the grounding, which forced them to cancel flights and reduce their growth plans. Carriers repeatedly pulled the planes out of ischedules with no end in sight to the grounding. Southwest this week canceled 737 Max flights through Feb. 8, later than any U.S. carrier. "We want to know more details and we stand with [FAA] administrator [Steve] Dickson in his demand for more information and an explanation on why this information were withheld," said Dennis Tajer, spokesman for American Airlines pilots' union. Pilots at Southwest, the largest Max customer in the U.S., earlier this month sued Boeing for allegedly rushing the plane to market and said the grounding has meant its pilots have lost out on about $100 million in pay. "The FAA's announcement echoes the very serious concerns at the center of SWAPA's lawsuit, and this is more evidence that Boeing misled pilots, government regulators and other aviation experts about the safety of the 737 MAX," Southwest pilots' union said in a statement. "It is clear that the company's negligence and fraud put the flying public at risk." https://www.cnbc.com/2019/10/18/boeing-shares-slide-on-report-faa-is-concerned-it- was-misled-about-737-max.html Back to Top Pilot banned for life after allowing Egyptian actor to sit in cockpit Mohamed Ramadan Flies Plane from Egypt to KSA Celebrity in cockpit gets Egypt pilot lifetime ban An Egyptian pilot has been banned for life after he allowed a square-jawed film star to sit in the cockpit and ham it up at the controls of a private jet en route to Saudi Arabia. Actor and singer Mohamed Ramadan bragged about the Oct. 13 stunt to his 10 million online followers - sharing a video of himself sitting in the pilot's seat, slapping hands with the co-pilot and even appearing to take over the control wheel. "In a first of its kind, I will go drive the plane," Ramadan, 31, said in the clip before a man off-camera can be heard saying, "I swear to God, Mohamed Ramadan is the one driving the plane now," the BBC reported Friday. Mohamed Ramadan Egypt's civil aviation authority revoked the pilot's license and banned him for life, while the co-pilot has reportedly been banned for a year over the incident, according to the report. "After confirming the violations against the Egyptian civil aviation law, we have taken deterrent measures towards the reckless and irresponsible actions [of the pilot]," Egypt's civil aviation ministry said in a statement. Passengers are not allowed to enter the cockpit while a plane is in operation, according to Egyptian aviation rules. Ramadan has appeared in more than a dozen Egyptian films and was reportedly on his way to the Saudi capital of Riyadh to perform at a music festival. https://nypost.com/2019/10/18/pilot-banned-for-life-after-allowing-egyptian-actor-to- sit-in-cockpit/ Back to Top Can IATA's Crowd Sourcing Tool Help Airlines Avoid Turbulence? IATA's Turbulence Aware platform is currently collecting real-time turbulence information from 10 participating airlines, and will transition into being fully operational next year. Photo: IATA The International Air Transportation Association (IATA) is a few months away from transitioning from the initial pilot phase for its Turbulence Aware platform - a cloud database collecting real time turbulence reports from participating airlines - to full operational deployment, available to airlines beginning in January. Turbulence Aware is a tool created by IATA that uses an algorithm developed by the National Center for Atmospheric Research (NCAR) capable of collecting turbulence parameters from aircraft systems and sensors, aggregating that data and making it available in a raw format to participating airlines. IATA first started working on the system three years ago and has been using it in an operational phase throughout 2019 with 31 participating airlines, ten of which are currently feeding real-time turbulence information into it. "It's a relatively new concept for the industry, and we want to give airlines time to see how best to use this data operationally, and discover how to build standard operating procedures around it," Katya Vashchankova, head of IATA's meteorology program, told Avionics International. "The initiative started about three years ago when airlines from some of our working groups asked us to look into developing a platform that would allow them to share real time turbulence data coming from their flights." That capability described by Vashchankova came in the form of the algorithm developed by NCAR, capable of calculating the turbulence state of the atmospheric conditions surrounding an airborne aircraft. NCAR's development was initially funded by the FAA and provides an algorithm that can be integrated into an aircraft's domain to capture sensor data and then report on the intensity of the turbulence the aircraft is experiencing. The algorithm uses the data to calculate an estimate of the atmosphere's turbulence, or energy dissipation rate (EDR), which is the official International Civil Aviation Organization (ICAO) metric for measuring turbulence intensity. EDR is calculated using six inputs: true airspeed, angle of attack, pitch, pitch rate, roll and vertical velocity, measured eight times per second. A detailed report about each data point, including peak EDR values, is then aggregated by a central database maintained by IATA, using Snowflake Software's Laminar Data private cloud. Pictured here is what IATA describes the Turbulence Aware viewer would look like with more airlines participating. Photo: IATA Each report is made anonymous in the cloud to protect the identity and privacy of participating airlines. The raw data is made available to other airlines participating in the Turbulence Aware program, to be integrated into their own individual weather and forecasting applications. "It's an open source software that anybody can take and implement," Vashchankova said. "Those airlines that have the capability can do that in-house, they can do that at no cost. A number of airlines did it at no cost at all, some of them put it on the EFB because they had the technical components. And some others just modified their ACMS system in-house." Some of the airlines participating include Aer Lingus, Cathay Pacific, Delta Airlines and United, among others. The data can be streamed to the ground using either an aircraft's in-flight connectivity network, or the Aircraft Communications Addressing and Reporting System (ACARS). EFB application integration is achieved for aircraft that feature aircraft interface devices, according to Brent King, head of flight operations for IATA. A concept of operations view of IATA's Turbulence Aware platform. Photo: IATA King said the use of EDR in NCAR's algorithms is one of the key components of the technology, as it does not vary between aircraft size or performance capabilities. "EDR is an absolute value. So if you put an Airbus A320 in the same piece of airspace as a Boeing 777, one being a narrow body, the other a wide body, they would both measure the same EDR value because its atmospheric and not based on individual aircraft response," King told Avionics International. IATA also developed a web-based turbulence aware viewer, that pilots can use to visualize areas of turbulence as reports become available. Another capability provided Turbulence Aware is how it lets airlines know where smoother pockets of air exist. When an aircraft using the algorithm is not experiencing turbulence, a report is sent out every 15 minutes indicating there is no turbulence within that airspace. King said IATA expects to collect up to 45 million reports about areas of turbulence and smooth pockets of air from the 10 airlines participating this year already. The overall goal for the Turbulence Aware platform is primarily focused on helping airlines avoid or at least become more aware of airspace that features turbulence in near real time. Pilots traditionally rely on live radio reports from nearby pilots or their own data and flight plans for turbulence. But now, considering IATA represents a total of 292 airlines globally, as more carriers opt-in to the program, the organization can build a crowd-sourced picture of where turbulence exists in near real time. "January 1 is the date we want to transition to the full operational phase," King said. "Right now we're just adding a few additional functionalities such as post flight analysis, before we transition into the full operational commercial service of Turbulence Aware." https://www.aviationtoday.com/2019/10/18/can-iatas-crowd-sourcing-tool-help- airlines-avoid-turbulence/ Back to Top Asiana Airlines Airbus A380 Catches Fire At Seoul Airport An Asiana Airlines A380 has caught fire whilst being refueled at an airport in Korea. The aircraft, details of which are unknown at the time, was parked at the gate at Seoul Incheon today when the far left engine, number one, caught fire. A380 engine fire An Asiana A380 has caught fire. Photo: Simple Flying Smoke and flames appear to be spewing out of the number one engine (outer left) as it is parked at the terminal. Reportedly the aircraft was undergoing refueling when the incident happened. Firefighters can be seen trying to tackle the blaze, as unknown material burns on the ground behind the engine. The cause of the fire is, as yet, unknown. According to Planespotters, Asiana operates a fleet of six A380 aircraft with an average age of 4.6 years. Asiana Airlines Asiana has 6 A380s in its fleet. Photo: Asiana Airlines The aircraft involved appears to be HL7634, an Airbus A380 which was delivered to Asiana in May 2015. Configured in three classes, this A380 carries a total of 495 passengers (12 in first, 66 in business and 417 in economy). It's powered by four Rolls Royce Trent 970 engines. HL7634 arrived last night from New York on service OZ221. The flight landed around an hour and a half behind schedule but was otherwise uneventful. Disruption to flight OZ745 According to FlightRadar24, the aircraft was preparing to operate flight OZ745 to Hong Kong from Seoul. The service was scheduled to take place at 19:50 local time but is currently listed as 'delayed'. The airport has estimated the delay as being for 60 minutes. Clearly, the delay will likely be a whole lot longer than 60 minutes judging by the video. It's likely that HL7634 will need extensive inspections if not some pretty costly repairs before it will fly again. However, as the incident happened at Asiana's home airport, this shouldn't be too taxing as the airline will have its own mechanics and spares on site. However, Asiana does have another option. HL7635, another of the airline's A380s, is showing as being on the ground at Incheon, having arrived from Frankfurt at 11:51 this morning. Should the flight to Hong Kong be largely sold out, this A380 could replace the damaged aircraft like-for-like. Alternatively, if the flight was undersold, one of the airline's smaller planes could perform the service to get passengers booked onto OZ745 to their destination. This is a breaking story. More information will be added as it becomes available. More trouble for Asiana This news comes hot on the heels of a raft of other trouble for Asiana. The debt-laden carrier has been cutting costs in a bid to return to profitability, in addition to looking for a new buyer. It seems it's in demand, however, as at least four parties have so far expressed interest. Aside from this, Asiana has recently been slapped with a punishment for the crash landing of flight 214 in 2013. The airline will be forced to suspend its San Francisco route for a period of 45 days at some point in the next six months. https://simpleflying.com/breaking-asiana-airbus-a380-catches-fire-at-seoul-airport/ Back to Top How business aviation safety is stuck in a rut One fatal Falcon 50 loss resulted from mishandling power levers on landing Business aviation safety appears to be stuck in a rut. Comparatively speaking, the airline industry has been able to report much more discernible progress over the past two decades - but airlines and business aviation do seem to have one thing in common regarding safety performance: both are being held back from further improvement by accidents that appear to be the result of human factors rather than technical issues. Almost all these accidents could have been prevented, and common factors in most of the mishaps include carelessness, or evidence of inadequate crew selection or training. A glacial long-term improvement does indeed continue to be visible in the business aircraft accident figures for calendar year 2018 (see graphs). Figures for fatal jet accidents in 2018 were better than the previous year, but not as good as 2016 - which had the best-ever accident rate in terms of fatal events per 100 aircraft in service. The figures for the past decade, however, are more or less flat. Such improvement as there has been is of no real statistical significance, and the same is true of the last ten years for business turboprop operations. Yet as Cirium's Business Aviation and Safety Losses 2018 notes, the disparity between fatal accident rates for business jets and turboprops is growing. Thirty years ago the jet accident rate used to be half that of the turboprop rate, but now it is closer to a third. None of this says that overall industry safety performance is actually bad in historical terms, but while the airlines have significantly improved on an already good performance over the past twenty years, business aviation safety results are very nearly static. So what can the industry do to improve further? The traditional method, which could be usefully applied here, is to study the accidents that are still happening to see if they reveal systemic weaknesses that could be dealt with, or safety culture failings in the industry or at individual operators. There were 13 significant fatal business aviation accidents in 2018, and many more that were serious but not fatal. This year so far, up to the end of September, there have been 12 fatal accidents. Loss of control in flight continues to feature regularly, as does loss of control on landing. The accident synopses on subsequent pages describe incidents during calendar year 2018, and those that have occurred so far this year. The detail in the majority of cases is from initial reports. Because the final reports have been published in only a few cases, caution must be taken in interpreting the information available. Business jet crashes are only a third as frequent as incidents involving turboprops The worst accidents recorded here, in March 2018 and May this year, both involved Bombardier Challenger twinjets - with both aircraft crewed by two pilots. The profile of the descent from cruising height to impact in both cases was remarkably similar to that of the notorious loss of Air France 447, the Airbus A330 that crashed into the South Atlantic in August 2009. The two Challenger 600s both appear to have stalled at altitude. The stall was either not recognised or stall recovery was not initiated successfully - and both aircraft appear to have descended in a stalled condition until impact. In the case of the March 2018 incident (see accident synopses) the final report confirms these basic facts. As in the AF447 case, the crew had initially been distracted by a disparity between the left and right airspeed indicators. During the descent that followed the co-pilot was trying to persuade the captain to carry out the appropriate emergency procedure, but the captain stuck to his erroneous belief that the aircraft was overspeeding, despite the co-pilot's interventions and the operation of both the stall warning and stick-pusher. There was another disaster affecting a sophisticated business jet - a Dassault Falcon 50. It overran the runway on landing because the power levers were mishandled. It appears the commander was only rated as second-in-command, and the co-pilot had a private pilot certificate. A careful reading of the accident synopses yields cautionary tales all business operators should take note of. https://www.flightglobal.com/news/articles/how-business-aviation-safety-is-stuck-in-a- rut-461282/ Back to Top Operators Embrace SMS From tools as simple as a smartphone app, Safety Management Systems can also involve sophisticated data recording devices and networks. Within safety management systems (SMS) an important component is collecting safety data. As SMS becomes more established, business aircraft operators are also becoming more effective in their safety efforts. The U.S. FAA collects business aircraft safety data through continued operational safety oversight. The data is collected according to the National Flight Standards Work Program Guidelines (NPG) and analyzed annually. "A five-year analysis of NPG data for business aircraft operations does not reveal any areas of concern. Additionally, voluntary safety programs continue to enhance air carrier safety through partnership in several ways," says the FAA. "One way is encouraging employees of certificate holders or other operators to voluntarily report safety information that may be critical to identifying potential precursors to accidents. The primary goal is to decrease accidents, incidents and violations, better identify risks to public safety, implement risk reduction strategies based on data, and track the effectiveness of these strategies. Other ways the FAA believes voluntary safety programs are improving safety include encouraging operators to identify and correct their own safety problems, achieving corrective action for events that would otherwise remain unknown, identifying industry- wide problems that cannot be solved at the local level, providing the FAA with better insight into safety issues in order to make better regulatory decisions, and promoting cooperation among the organization, the FAA, and the participating third parties. According to Doug Carr, NBAA vice president for regulatory and international affairs, the value of data collection lies in the fact that it measures safety performance. "Data collection is helping the operators to understand where their performance is not as expected and then leading to opportunities to improve that performance," he said. "This can be through dedicated training opportunities as part of normal training or by understanding whether there are systemic factors affecting performance and therefore interacting with other stakeholders, such as air traffic control and airports, to improve the overall system. The spectrum of data that can be collected within SMS is wide. "There is a baseline level of data collection capability through the likes of apps that one can install on the phone as well as, at the opposite end, very high-quality sophisticated numbers generated by parameter recording devices that really provide a detailed view of what is happening on board the aircraft," said Carr. An area that has led to operators focussing on their own improvement through training has been measuring how far down the runway a touchdown occurs. This is data that comes from equipment onboard the aircraft. "One NBAA member operator found that their average touchdown distance past the threshold of the runway was about 1,750 feet. Based on their performance and locations, they felt that was too high of a risk, and so working with their training provider they were able to focus on better landing touchdown performance through subsequent training opportunities, which then led to an actual operational improvement by moving that average touchdown distance from 1,750 feet to about 1,300. They felt this was a real performance improvement," said Carr. REGULATORY IMPACT Collected and analyzed data is now driving safety decision making, even on the regulatory side. The FAA leverages data to direct resources toward continued operational safety oversight and to inform rulemaking, guidance development, and revision. An example is the MU-2 training program. "Safety data identified inadequacies in MU-2 training. In partnership with industry, we developed, and through rulemaking and Advisory Circular guidance, implemented an improved MU-2 training program. The MU-2 community now enjoys improved safety through consistent and accurate flight training", said the FAA. For Part 135 specifically, the FAA's Flight Standards reviews data and creates surveillance plans using the Safety Assurance System (SAS). "The safety of certificate holders' operating systems is assessed using system safety principles, safety attributes, and risk management. SAS also assesses the requirement to provide service at the highest level of safety in the public interest," according to the FAA. "SAS incorporates five business process modules for both certification and oversight of certificate holders or applicants. One of the modules is specifically used by the principal inspectors (PI) or certification project managers (CPM) to develop a risk-based, data-supported comprehensive assessment plan. This plan assists the PI/CPM with resourcing decisions based on the certificate holder's (or applicant's) compliance with regulations and the design of the programs. As aviation safety inspectors conduct oversight, the data gathered using SAS data collection tools, is analyzed and directly supports risk-based decision making, and results in ongoing updates to the surveillance plans as necessary." Over the years, lessons have been learned and continuous improvement has been and is being achieved through industry collaborative efforts. "We collaboratively work with industry partners through educational programs, seminars, and direct involvement with industry. Our strategy of continuing a positive working relationship with industry and encouraging them to continuously improve through voluntary SMS programs and adherence to advisory guidance has proven to be most successful," the agency concluded. https://www.ainonline.com/aviation-news/business-aviation/2019-10-18/operators- embrace-sms Back to Top DOT IG Reviewing FAA's ASIAS Program Again The Department of Transportation's Office of Inspector General (DOT IG) is taking another look at a key FAA safety database, the Aviation Safety Information Analysis and Sharing (ASIAS) system. In 2007, the FAA and airline industry partners set out to develop ASIAS to promote an open exchange of safety information. For the past 12 years, ASIAS has evolved and drawn together a wide variety of safety data and information sources across government and industry, including confidential data from air carrier voluntary safety programs. More recently, general aviation has been encouraged to participate. In a 2013 audit, the DOT IG reported that FAA had made "significant progress with implementing and encouraging participation in ASIAS since 2007, and the program now captures key confidential voluntary safety data from 95 percent of all Part 121 operations." However, the FAA's plans to use ASIAS to predict safety risks "are still years away, and the program [at that time] does not yet contain data from non- commercial sectors of the aviation industry." A follow-up review of the agency's efforts and plans to improve the system is scheduled to start later this month, the result of a requirement in the FAA Reauthorization Act of 2018. The DOT IG said, "Our objectives will be to assess the FAA's progress with implementing ASIAS and plans to improve the system, including its predictive capabilities, and efforts to more widely disseminate results of ASIAS data analyses." https://www.ainonline.com/aviation-news/business-aviation/2019-10-18/dot-ig- reviewing-faas-asias-program-again Back to Top Baldwin Adds Functionality To SMS/QMS Software Systems Baldwin Safety & Compliance (Booth N5819) has added three new functions to its software-based safety/quality management systems (SMS/QMS), which are aimed at enhancing a user's operations and efficiency. One of the new functions fits largely on the SMS side, while the others cross over both software systems: * Emergency alert: This function serves to send text and email notifications to key personnel as well as individualized checklists specific to each person's role under an emergency response plan. It also provides information for a call center to log incoming and outgoing phone calls and time and date of key events. * Status board: Operators can track expiring training and operations requirements with this function including check rides, medicals, and regulatory milestones. Configuration of the function can be tailored to each user so that grace periods can be built into the calendar. * Audit manager: Offering audit forms that can be customized, this function is intended to help operators assign responsibilities, check responsibilities, and analyze and evaluate results of safety and quality initiatives. "Our approach to safety management includes a quality management component that fosters continuous innovation and enhancement of our system, and we tailor our products specifically for each client," said Baldwin president Don Baldwin. "Especially with larger organizations that have multiple sites and diverse requirements, there's a need to ensure quality responses, not just a check-list of 'to do' items. These new features are outgrowths of our approach to SMS-and they're useful and adaptable to small and large operations." Baldwin Aviation provides SMS/QMS programs and related business solutions to a range of companies within the transportation industry. https://www.ainonline.com/aviation-news/business-aviation/2019-10-18/baldwin-adds- functionality-sms-qms-software-systems Back to Top Passenger Attempts to Open Emergency Exit on Flight From Paris to Morocco: 'Everyone Was Screaming' A flight from Paris to Marrakesh had to abort its journey and land back in Paris on Friday after a passenger tried to force open the emergency exit during the flight and was restrained by crew. Transavia flight TO3010 took off from Paris Orly airport at 6:45 a.m., and an airline spokesman confirmed to Business Insider that it was was forced to turn back to the airport when a passenger tried to open the exit. One passenger, Pierre-Albert Garcias, told Business Insider that the passenger was trying to open the over-wing exit, and that people were screaming on the plane though the man himself did not say anything. "About 15 minutes after taking off, I suddenly heard strong shouts and felt movements behind me," he said. "Four rows behind me, several persons were trying to calm down and block one person who was trying to open an emergency exit. "Everyone was screaming in the plane." He said that the crew "finally managed to immobilize him and to handcuff him." The Transavia spokesman said that crew restrained the passenger, but did not confirm whether it was with handcuffs. Garcias said the pilot announced "that the plane was going back to Orly to land and get this person out of the aircraft." Police took the man away after the plane landed, the spokesman said. Orly Airport officials could not be reached for comment. The spokesman said that it would be "impossible" for the man to actually open the door mid-flight, and that the situation therefore did count as an "emergency." (During a flight, emergency exit doors are held in place by the difference in pressure between the inside and outside of the cabin. No human is strong enough to overcome it.) Passengers were put on a later flight to Marrakesh, but Garcias said he lost his hire car reservation as he was unable to transfer to an earlier flight. A statement from Transavia said the airline "does not tolerate any behavior that could affect other passengers, crew members or flight safety." "Transavia France commends the exemplary attitude of the crew during this incident." https://www.travelandleisure.com/airlines-airports/syndication-transavia-flight- returned-paris-passenger-tried-open-emergency-exit Back to Top Before Earhart, There Was Aviation Trailblazer Bessica Raiche Bessica Raiche was the first American woman to ever fly an airplane, and even help build them. But hardly anybody knows her name. When you think of the most famous women in aviation history, few names probably come to mind. Surely you know of Amelia Earhart, the first female aviator to fly solo across the Atlantic Ocean - and then mysteriously disappear on her attempt to circumnavigate the globe. Those with a little deeper knowledge on aviation history might even know Raymonde de Laroche, the first woman in the world to earn a pilot license, or even Elizabeth "Bessie" Coleman, the first African-American woman to earn a pilot license. Experts on modern aviation may recognize the name of Beverley Bass, the first female captain of an American Airlines aircraft, who is depicted in the award-winning musical about the aftermath of Sept. 11, "Come From Away." But few people - even the biggest aviation enthusiasts - know much about Bessica Medlar Raiche. Years before Earhart took flight, Raiche took to the skies in a solo flight, making her the first American female aviator. And that's not her only aviation accomplishment. She and her husband built that plane from scratch. And years after the whole flying thing wasn't working for her anymore, Raiche went on to become one of the country's first female doctors specializing in obstetrics and gynecology. As appraiser Ken Sanders said on an episode of "Antiques Roadshow" in which Raiche's great-grandson recounted his family legacy, "How can this be that America's first female aviator is virtually unknown outside of a tiny circle of aviation aficionados?" Great question - let's change that. Who Was Bessica Raiche? "Bessica grew up in Beloit, Wisconsin, and was attracted to an active life seemingly from the beginning," Dorothy S. Cochrane, curator of general aviation at the Smithsonian's National Air and Space Museum, says via email. "She convinced her parents to let her study music in France - part of her artistic and ambitious side. There, she embraced French society and life, becoming fluent in French and being acquainted with the vibrant aviation scene there. So she knew when Raymonde de LaRoche became the first woman to earn a pilot license March 8, 1910, and that she entered contests with male pilots." Life took a turn for Bessica when she met François C. Raiche during her travels abroad. "Bessica found a kindred spirit of adventure in France, married him, and they returned to the U.S., settling in Mineola, New York," Cochrane says. "Long Island was a hotbed of aviation with Hempstead Field and others nearby." A 'New Woman' of the 20th Century While you'd have a tough time digging up facts on Bessica, you're likely to come across that she was considered a "new woman" of the modern era. "Bessica was eager to adopt the more progressive ideas of the 20th century, especially as a woman, like the later pioneer Amelia Earhart," Cochrane says. "She wore bloomers, played sports, including shooting and swimming, and learned to drive a car - also similar to Blanche Scott who took her first flight only two weeks before Bessica." While Scott beat Bessica by a couple of weeks, her flight isn't considered "official" because she only reached an altitude of 40 feet (12 meters). (Scott's flight is considered more of an accident than intentional because she was simply practicing taxiing on her own when "something happened" and she went airborne.) So to be totally accurate, Scott is the first American woman to fly solo in an airplane, but Bessica is the first one to do it intentionally. "All of these women were bucking the notion of conventional female behavior and thinking of the day," Cochrane says. "Like Harriet Quimby and Earhart, she wanted to accomplish something." Bessica Raiche is seen here at the "wheel" of the biplane she built with her husband François C. Raiche. She flew this plane on Sept. 16, 1910. Raiche's Road to Flight By the time Raiche and her husband had settled in Mineola, she'd accomplished quite a bit. She was already a practicing dentist and then went back to receive a Doctor of Medicine degree (M.D.) from Tufts University in 1903. And she was deeply interested in the arts, hence her excursion to France. During her time there, she saw Orville Wright demonstrate his Wright Flyer, and, of course, crossed paths with François. The two bonded over their shared aviation admiration. "We don't know a lot about her husband, but do know they were collaborative and Bessica was obviously educated, intelligent and inquisitive," Cochrane says. "Nothing seemed too difficult for her so she embraced whatever interested her. There was no real aeronautical training at the time, so I imagine she and her husband studied aircraft in France and on Long Island and simply tweaked their own design based on existing aircraft." Taking what they knew about Wright's designs, the couple began building pieces in their New York home, made of lighter materials like bamboo, silk and piano wire. When all the components were ready, they took them outside to assemble what would eventually become a 28-foot, 6-inch (8.6 meter) biplane with a wingspan of 33 feet (10 meters). Employing an engine built with their partner C.M. Crout, their creation had about 30 horsepower. "Aircraft were very simple then, but the fact that they managed to understand enough about emerging theory on aerodynamics to keep a plane safely aloft is very impressive," Cochrane says. "Their aircraft was reportedly similar to a Wright biplane (the Wrights held strict patent rights on their design), presumably seated upright. The Raiches built their aircraft of bamboo and piano wire (an innovation instead of heavy iron wire), which are both very strong and light and covered in silk, which is much more fragile than linen or cotton fabric favored by others." How Raiche Took to the Skies Once the Raiches assembled their homemade plane, they were ready to test it - and Bessica was the one to hop in the pilot seat (presumably because she weighed less so it would be easier to get the craft off the ground). "She made her solo flight in it, on Sept. 16, 1910, two weeks after Scott's more accidental flight, and six months after de LaRoche," Cochrane says. The day was pretty eventful - over the course of five flights, Bessica flew from her home to Hempstead Plains (about 5 miles/8 kilometers), covering 1 full mile (1.6 kilometers) on the last trip. That was also when the plane took a bit of a nosedive and tossed Bessica from the seat, but she came out unscathed, and the plane did too. "For this, Raiche received a diamond-studded gold medal inscribed to the 'First Woman Aviator of America' from the Aeronautical Society," Cochrane says. That wasn't the end of the Raiche's aviation journey. "They built at least two other aircraft, and then a Curtiss-style aircraft with a 40 hp 4-cylinder rebuilt marine engine that flew up to 35 mph (56 kph)," Cochrane says. "The Raiche's French-American Aeroplane Company sold two more aircraft." But over time, Bessica had to make another life change and abandon the skies. "She apparently became ill and had to give up flying," Cochrane says. "Later on, she changed course to become one of the first women specialists in obstetrics and gynecology." Why Don't We Know Her Name? So if Bessica accomplished such an impressive, unprecedented feat, why isn't she a household name? "No publicity," Cochrane says. "I haven't seen any images or further discussion of her flying or aircraft. She didn't perform in flying exhibitions like Scott, the Moisant women, and Quimby or make a noticeable cross-country flight which were the best ways to be covered by the press. I think Raiche just did not seek the limelight, became easy to overlook, and then through illness and changing course, disappeared from the scene. Quimby, already a well-known journalist, arrived on the scene in New York shortly thereafter with more style and ambition." Despite the lack of public knowledge around Raiche's historic achievements, her legacy lives on in the aviation world, and she's considered a true trailblazer for women of all industries. "Bessica was one of the pioneering women of the early 20th century, willing to push boundaries as an aviator, physician and progressive woman," Cochrane says. "These are the women who paved the way for women's rights and acceptance into society and business by being driven enough to seek out careers and live very accomplished lives. Even though Raiche's life did not receive the attention it may have warranted, she is still a leader in women in aviation and medicine." https://history.howstuffworks.com/historical-figures/bessica-raiche.htm Back to Top Airlines need to hire thousands of pilots in the next decade Boeing estimates that airlines will need about 131,000 pilots in North America and 514,000 more worldwide. CHICAGO -U.S. airlines have a retirement problem. When the airline industry struggled after the Sept. 11, 2001 terrorist attacks and during the recession, pilot jobs were scarce. American Airlines went 13 years without hiring a single one, a stretch that David Tatum, the airline's director of pilot recruiting and development, calls "the lost decade." "There was little career progression, so there was not a lot of motivation to learn to fly," he said. Hiring has resumed in recent years as demand for travel has grown. But a wave of upcoming retirements means airlines will need to replace thousands of current employees. Over the next 20 years, Boeing estimates that airlines will need to recruit about 131,000 commercial pilots in North America and 514,000 more throughout the rest of the world. That's going to take more than a couple of help wanted ads. Airlines seek to rebuild the pipeline of aspiring pilots before they're left scrambling to fill cockpit seats -so they're getting involved in the hiring process earlier, increasing compensation and providing more coaching to students. "Back when I was in school, you would leap at whoever offered you a job first," said Ryan Phillips, co-chair of the aviation and transportation department at Lewis University in Romeoville, Ill. "Students definitely have way more options now." There's more than one way to become a pilot at a major airline, though all require commitment. Some people undertake expensive training at a flight school or university program before rising through the ranks at a smaller carrier, a process that can take years. Others join the military. United Airlines and American Airlines say they aren't having trouble filling job openings, but want to make sure that remains the case. Airlines say they're hiring fewer pilots from the military, which means they lean more heavily on regional carriers to fill their ranks -but they don't want the regional airlines they work with to experience shortages either. Some regional airlines had to cut flights between 2011 and 2017 because the carriers didn't have enough pilots to fly all their routes, but members of the Regional Airline Association are now having an easier time hiring, in part because salaries are rising, said Faye Malarkey Black, association president and CEO. As recently as four years ago, starting salaries at regional carriers were as low as $25,000 a year, Wendy Evans, aviation program manager and recruiter at Parkland College's Institute of Aviation in Champaign, Ill., said in an email. When hiring slowed, that made the career a tough sell for aspiring pilots faced with expensive training and little certainty about when they could move up to higher-paying roles at larger airlines. Now, base salaries start around $45,000 to $55,000 annually, and some airlines offer extra signing bonuses, she said. The Regional Airline Association says members' typical entry-level compensation is even higher -around $63,000 including pay and bonuses. "We have seen a boost this year and we're working hard to keep it going, but it's the calm before the storm with all those coming retirements," Black said. Both United and American have introduced recruiting programs that could provide their regional airline partners with a pool of prospective pilots. In the past, United focused recruiting efforts on pilots who had already risen through the ranks at regional carriers or served in the military. A new program, launched earlier this month, will let aspiring pilots apply to join a pipeline to United at any stage of their career -including while still training at a flight school or university -with a conditional job offer. "For prospective airline pilots, it's a huge financial commitment and a time commitment, and you're kind of on your own. ... What we're trying to do is fill the gap between initial flight training and the goal of getting to a major airline," said Mike Hamilton, a United pilot who was involved in the program's development. United already has career pathway programs with some regional airlines, but the new initiative is more structured and is meant to give aspiring pilots a better understanding of how to move through the ranks to a job at United. It also involves more coaching and mentoring, Hamilton said. The airline expects to hire more than 10,000 pilots over the next 10 years, including about 650 this year. Nearly half of United's 12,500 pilots are expected to retire during that decade. American Airlines chose to focus on aspiring pilots with little or no flight experience with its Cadet Academy program, which launched in April 2018. Applicants who successfully complete flight school training through the program are guaranteed an interview at three regional airlines owned by American: Envoy Air, PSA Airlines and Piedmont Airlines. If hired, students would be able to transfer from the regional airline to American when they have enough seniority. The airline will hire 900 pilots this year and expects to continue hiring similar numbers each year. It expects about 8,000 pilots to retire over the next decade. While entry-level salaries have grown, the cost of training for those jobs require remains a hurdle, said Black, at the Regional Airline Association. Flight school can cost $85,000. University programs are more expensive, though graduates don't need to complete as many hours of flying before earning the certificate that qualifies them for an entry-level airline job. At Lewis, tuition costs $25,000 a year for a four-year program, plus $75,000 to $80,000 for flight training, though most students receive scholarship assistance, Phillips said. Federal financial aid typically doesn't cover the full cost of an aviation-focused degree at a college, and flight school students aren't eligible for that assistance, Black said. "It doesn't matter how attractive you make the career if there's no bridge to cross to it," she said. Major airlines are trying to reduce the financial burden to avoid losing applicants who feel they can't afford to pursue a career as a pilot. American works with Discover Student Loans to help students finance flight training, and United is planning a financial assistance program. At Lewis, Phillips said hiring and recruiting initiatives are making a difference and helping boost enrollment. Lewis has 700 students in its aviation programs, the most the department has had since it was created in 1932. That includes 275 flight majors, or prospective pilots, up from 235 last year. Parkland, which offers associates' degrees, has seen steady growth since taking over the University of Illinois' aviation program in 2014. During each of the past three semesters, the college had to turn away students interested in pursuing flight training because it didn't have the capacity to accommodate them, Evans said. Parkland has about 80 flight students and 20 more in its drone programs. But if airlines' growing demand for pilots makes it easier for institutions like Parkland and Lewis to attract students, it's making it harder to find people to train them. Working as a flight instructor is a common stop for pilots trying to rack up the hours of flying time required to qualify for entry-level jobs with regional carriers. The number of hours needed ranges from 750 to 1,500 hours, depending on the person's training. When jobs were hard to come by, instructors would stick around. Now, once they hit their target, "they're out the door," Phillips said. Lewis has started letting full-time instructors pursue master's degrees at no added cost, to encourage them to stay until they finish the degree, he said. The university is also considering adjusting the salary structure and providing other training opportunities as incentives. Parkland also is having trouble keeping instructors because the college can't compete with airline salaries, Evans said, though she hopes the pilots retiring from airlines will be a potential pool of instructors. It's not just airlines that are having to get creative with recruiting, Phillips said. "We're all kind of in the same boat." https://www.heraldnet.com/business/airlines-need-to-hire-thousands-of-pilots-in-the- next-decade/ Back to Top The fastest fighter jet in the world is over 50 years old Fastest jet in the world? That's easy. Most people know it's the SR-71, the reconnaissance plane so fast it could outrun missiles. But the fastest fighter jet? Well, the Soviets created a fighter jet to chase down the SR-71 Blackbird, and it was so fast that it's still the fastest fighter jet ever built. And it's still in service today. The MiG-25 Foxbat looks ungainly and boxy next to fourth and fifth-generation fighters. Its younger sibling, the MiG-29, is much sleeker, and the aggressive-looking F-35, F-22, and even the Su-57 make for way better wall posters than the Foxbat. By comparison, the Foxbat looks almost like a box truck. If you're feeling generous, you could compare it to something like an old Chrysler LeBaron, instead. But only if that Chrysler Lebaron could sweep down a drag strip at speeds over 60 percent faster than its rivals. A two-seat trainer version of the MiG-25 flies over forested land. The story of the Foxbat is a fairly simple one. When Russia first understood the SR-71, it realized that the step from a reconnaissance plane that could fly three times the speed of sound to a bomber that could do so was large but hardly insurmountable. They had to plan on U.S. bombers that could outrun ground-launched missiles. And so they got to work on a fighter that could move on the edge of space with the SR- 71 and the planned XB-70 Valkyrie. While they knew it was unlikely they could create a fighter that could fly faster than a reconnaissance plane, there was a decent chance that it could outfly the bomber since the bomber would have to carry more weight. Lacking the materials science to create light airframes like the SR-71, it did the next best thing and just made the engines so powerful that they could muscle through, carrying the nickel-steel alloy frame to record heights and speed. And the engineers at the Mikoyan and Gurevich Design Bureau (MiG is a shortening of that name), were some of the world's best engine designers. They came up with a twin-turbojet design that could propel the MiG-25 to Mach 2.8 in operational conditions and 3.2 if the pilots were willing to risk the engines. The plane quickly set world records for speed, time to climb, and top altitudes for a fighter. And that scared the U.S. and the rest of NATO. Not only was the Foxbat ridiculously fast and powerful, but its design suggested that it was super maneuverable, a design characteristic that the West was moving toward. But two events would completely change the calculus for the Foxbat. One made it a plane without a mission, and the other took away much of the fear for pilots who might be called to face it. XB-70 Valkyrie Mid-air collision June 8, 1966 First, a catastrophic crash killed two pilots and destroyed the $500-million XB-70 Valkyrie test aircraft in a program that was already suffering cost problems. The program was canceled. Suddenly, there was little prospect of a Mach 3 bomber for the Foxbat to chase, meaning the most critical mission for Soviet planners was preventing American air superiority. And then, a Soviet pilot defected to Japan with his MiG-25 in 1976, and NATO learned that the Foxbat was actually sort of horrible at air superiority. When they disassembled, studied, re-assembled, and tested the plane, American engineers realized that it would almost always have a speed and altitude advantage against NATO planes, but it couldn't capitalize on it. The Foxbat didn't have a look- down, shoot-down radar system. Without getting too into the technical weeds, the science of getting a radar that can see ahead of a fighter and beneath it without getting confused by ground clutter is actually sort of tough, and the Soviets hadn't nailed it yet. So Foxbat pilots would be forced to descend to engage other fighters. And once it was on a relatively even altitude with its adversaries, it would be relatively easy pickings. While it was undeniably fast, it was not actually super maneuverable. It was unlikely that a Foxbat could dodge missiles or win a dogfight. With a few changes to doctrine, planes like the F-4 Phantom could keep the Foxbat on the run or down it entirely. Still, the Foxbat has continued in service in Post-Soviet Russia, and it's still the fastest and highest-flying fighter jet in the world, carrying its full combat load so high that the pilot's tears will boil off their faces. It just doesn't matter because there's nothing up there for the Foxbat to fight. https://www.wearethemighty.com/history/fastest-fighter-jet-in-world Back to Top Japan will help NASA build a space station near the Moon It will help with the agency's Lunar Gateway project. Back in September, NASA and the Japan Aerospace Exploration Agency (JAXA) revealed their intention to work together under the Artemis program. Now, it's official -- Japan will join NASA's quest to go to Mars and to return to the Moon. The Japanese government has accepted the country's space policy committee's recommendation to help with NASA's Lunar Gateway project during a meeting attended by Prime Minister Shinzo Abe and cabinet members. According to The Japan Times, the Asian country will "offer technical cooperation for the construction" of the Lunar Gateway, which will serve as temporary home and office for astronauts in lunar orbit. In particular, Japan will provide life-support system devices, air-conditioning equipment and batteries, among other things. However, the publication says the committee withheld its decision on whether to help NASA with the construction of the gateway itself due to cost concerns. The Lunar Gateway will feature living quarters for astronauts, laboratories and docking ports for spacecraft going to and from the Moon. Yoshiyuki Kasai, the panel's chairman, said at a news conference: "We will express our intention at an early stage so we can strengthen our relationship of trust with the United States and by this, we expect Japanese astronauts will be able to take part in travel to the moon." The partnership could also benefit Japanese space companies like ispace. Takeshi Hakamada, ispace's founder and CEO, said he welcomes "this development with great optimism for the future of lunar exploration." ispace is working on a commercial lunar transportation, after all. Japan isn't the only country joining forces with NASA to support its Moon and Mars exploration plans. Australia announced its partnership with the agency in September, and The Japan Times says the European Space Agency is expected to announce its participation in the near future. https://www.engadget.com/2019/10/18/japan-nasa-artemis-lunar-gateway/ Back to Top World-renowned aviation-industry consultants and former NTSB investigators John Goglia and Greg Feith have 100 years of worldwide aviation safety experience between them. In this hard-hitting podcast series they talk about everything aviation - from the behind-the-scenes facts on deadly air crashes to topics of interest such as tips and tricks for navigating through airports and security, traveling with infants and children, unruly passengers, and packing your bags to ease through security. https://www.flightsafetydetectives.com/ Back to Top United States Helicopter Safety Team Industry Co-Chair Search The USHST also has begun a search for an industry co-chair to succeed Raj Helweg, chief pilot of Air Methods, who is nearing completion of his second two-year term as co- chair. Helweg will remain with the USHST Steering Committee. The USHST government co-chair is Wayne Fry, FAA Flight Standards Division Manager for General Aviation Safety Assurance. For information and criteria on how a helicopter safety expert can join the USHST effort, contact Chris Hill via email at chris.hill@rotor.org. And don't forget to join in on the Helicopter Safety conversation! https://www.facebook.com/groups/524159038149866/ Thank you for everything that you do to support our safety initiative! We are 93+ days since our last fatal accident due to a strong communication network and also exceptional leadership! Scott Scott T. Tyrrell Continued Operational Safety Specialist / Accident Investigation Safety Management Staff Rotorcraft Standards Branch, Policy & Innovation Division AIR-682 Aircraft Certification Service 817-222-5121 Federal Aviation Administration AIR-682 5N-115 10101 Hillwood Parkway Fort Worth, TX 76177 We value your feedback. The AVS Customer Feedback Form is at: http://www.faa.gov/about/office_org/headquarters_offices/avs/stakeholder_feedback/air/air600/ United States Helicopter Safety Team http://www.ushst.org/ Back to Top Chair Position Announcement Department of Aerospace Middle Tennessee State University Middle Tennessee State University (MTSU) invites applications for an innovative leader to chair the Department of Aerospace. Start date for the position is August 1, 2020. Expedited tenure upon appointment possible. The selected candidate must have prior experience and/or academic credentials that would allow a tenured appointment at the rank of Associate Professor or Professor. All applications must be submitted through the MTSU Jobs web page (https://mtsujobs.mtsu.edu). Additional details and instructions can be found there. With approximately 1,000 undergraduate majors, the Department of Aerospace (https://www.mtsu.edu/aerospace/) is a signature department at MTSU, and is one of the nation's largest collegiate aviation operations programs. Our majors can choose among six concentrations: Aerospace Technology, Aviation Management, Flight Dispatch, Maintenance Management, Professional Pilot, and Unmanned Aircraft Systems Operations. In addition, the department offers minors in Air Traffic Control and Unmanned Aircraft Systems as well as a Master's degree in Aeronautical Science with concentrations in Aviation Education, Aviation Management, and Aviation Safety and Security Management. MTSU is located in Murfreesboro, just outside of Nashville, in one of the fastest-growing counties in the nation. Located in the geographic center of the state, and included in Money magazine's "Top 100 Places to Live," Murfreesboro is implementing a community-wide growth plan while still maintaining a small-town feel. In addition to college events, the 'Boro' features a thriving Square, an extensive Greenway system, a Center for the Arts, and a variety of festivals and music venues. The primary responsibility of the chair is strong academic leadership for the department, ensuring excellent quality program delivery and student success and achievement. Other responsibilities include budgetary coordination, faculty/staff hiring and management, operational oversight of the MTSU airport campus and flight school, and partnership development with business, industry, and associations. The chair will serve as a champion for the growing program and will be expected to engage in fundraising, navigate periodic AABI accreditation review, and ensure compliance with FAA and other pertinent regulations. Successful candidates must have excellent communication and interpersonal skills, demonstrated vision, leadership, and the ability to work productively with faculty and students from diverse backgrounds. The selected candidate will have a bachelor's or higher degree in an aviation discipline and will also have a doctorate or terminal degree in an appropriate, related field. The selected candidate will have pilot, maintenance, or dispatch certification and must have 3 years teaching and/or leadership experience at the collegiate level. Candidates who have 5 years'experience working in or managing flight operations will receive special consideration. Back to Top Instructor Pilot: Assists with the development and delivery of flight, ground and simulator training programs to ensure that Air Care training is vigorously applied. Coordinates to integrate pilot training with medical crew training. Assists in developing and implementing flight related medical personnel training. Operate North Memorial aircraft according to Federal Aviation Regulations and North Memorial Policies to transport customers to local hospitals. Basic Qualifications: Education * Some college with Bachelor's Degree preferred. Experience * Helicopter & instrument instructor experience, or * Simulator instructor experience. * Classroom instructor experience. * Possess the required experience as listed in the Federal Aviation Regulations under Part 135. * FAA CFI/CFII or former military instructor pilot desired. Knowledge, Skills and Abilities * Possess a current FAA Medical Certificate; and an FAA Commercial Pilot Certificate. * Ability to semi-annually pass the required FAA instrument proficiency exam. * Ability to annually pass the required FAA Ground exam. * Organizational & people skills. * Some management skills. * Computer knowledge and writing skills. Apply Here: https://northmemorial.com/north- memorial-health-careers/ Back to Top Aviation Safety Officer: Responsible for the development, implementation, and management of the Safety Management System (SMS). Serves as a consultant to the all aviation departments on safety issues and performs related safety duties as required. Establishes and maintains active working relationships with internal and external stakeholders. Basic Qualifications: Education * Bachelor of Science Degree with major course work in Aviation Management, Industrial Safety or * Hygiene, Public Administration, or closely related field. Experience * Previous experience with helicopter or other aviation-related organization * Certified helicopter pilot and/or maintenance technician preferred * Experience with auditing protocols and accreditation programs Knowledge, Skills and Abilities * Familiar with FAA rules and regulations * Application of FAA/NTSB/NASA aviation safety programs Licensure/Certification(s)/Registration * Valid Class D Driver's license in the state of residency with acceptable driving record---State Requirement * FAA CFI/CFII----NMHC Preferred * Airline Transport Pilot/Commercial Pilot License---NMHC Preferred Apply Here: https://northmemorial.com/north- memorial-health-careers/ Back to Top Manager, Helicopter Maintenance This position serves in the role of Director of Maintenance as described in the Federal Aviation Administration (FAA) regulations. Supervises maintenance personnel as well as managing and scheduling aircraft maintenance. Supervises the maintenance of all tools, equipment, and supplies. Maintains all required aircraft records in a current status and transfers any log discrepancies not repaired to the deferred sheet. Directs all training and maintenance activities of maintenance personnel, determines personnel requirements based on present and projected workloads, and submits reports required by FAR 135.415 & FAR 135.417. Basic Qualifications: Education * High School Graduate or equivalent (GED) required * Airframe and powerplant technical school graduate * Factory training on at least one aircraft operated by North Memorial Health Air Care Experience * Must meet recent experience requirements of FAR 65.83 on same category and class of aircraft operated by North Memorial Health * Five (5) years' experience as a certified aircraft mechanic * In lieu of item 2: 3 years' experience with a certified airframe repair station, including 1 year in the capacity of approving aircraft to return to service. Knowledge, Skills and Abilities * Must know maintenance sections of operations manual, operations specifications, FAR 135.39C, and other applicable regulations. * Must be highly knowledgeable of the Aircraft Manufacturer's Maintenance Manual, inspection and maintenance specifications, applicable Federal Aviation Regulations and applicable portions of the Operations Manual. Must maintain close liaison with local FAA-FSDO on maintenance matters. Apply Here: https://northmemorial.com/north-memorial-health- careers/ Back to Top Crisis Management Professional - 23440 Location: TORONTO, ON, Canada Posting Start Date: Oct 9, 2019 Posting End Date: Oct 30, 2019 To apply: https://careers.aircanada.com/jobs/4244305-crisis-management-professional Job Description Are you passionate about reaching new heights, teamwork and making a meaningful contribution? Do you picture yourself as a valued member of an industry-leading organization? If you answered yes to these questions, Air Canada is seeking enthusiastic individuals to join the diverse and vibrant team working together to lead the growth and expansion of Canada's flag carrier. Do you enjoy working in a stimulating environment, influencing the direction of business resiliency solutions, and being recognized for your contributions to a dynamic team? If so, we are looking to meet candidates like you. We are seeking a Crisis Management Professional who will be responsible for providing expertise and strategic direction in the development, implementation and maintenance of contingency planning processes and procedures. The position will work to identify exposures to internal and external threats and organize resources to provide effective prevention, response, recovery, and restoration from any disruption and fortify business continuity. This position will ensure preparedness to manage operational incidents and emergencies effectively (including Emergency Response), with minimal impact to our business, subsidiaries, customers or brand. Responsibilities will include implementing and guiding aspects of Crisis Management, and overseeing multiple complex systems while ensuring balance in allocation of resources. Coordination and collaboration with internal stakeholders will be essential to transform, and standardize requirements into contingency plans, business processes, documentation, training plans and execution (response readiness). * Work effectively with operational branch leadership to address business resiliency requirements and concerns * Integrate crisis management, crisis response, and contingency operations into existing and emerging plans, and emergency protocols for all facilities, events, and presence across the enterprise * Define scope, goals and deliverables that support business goals and strategic objectives in collaboration with stakeholders. Estimate the resources and participants needed to achieve program goals * Guide the crisis management team in business impact analysis, facilitation of continuity planning, verification of plan effectiveness through exercises, risk analysis and mitigation strategies * Create roadmaps for future emergency management projects with internal customers and stakeholders * Coordinate the planning, development, testing and direction of all disaster response/crisis management activities * Serve as a corporate incident commander, providing expertise and oversight of global crisis response operations as a result of natural disaster, terrorism, political instability, and safety incidents including aircraft accidents/incidents that result in the activation of the emergency response plan * Analyze incident data and identify trends, impact and possible improvements to realign business continuity strategies as needed * Develop crisis management (emergency response and business continuity) policies and procedures in adherence with regulatory requirements and in keeping with industry best practice * Function as the liaison with appropriate government agencies regarding Crisis Management * Participate with industry, regulatory and/or government agencies in establishing emergency response and business continuity policies and recommended practices * Develop training content for the Corporate Crisis Management Team * Make appropriate judgment decisions quickly and decisively, often with limited information * Exhibit calm under pressure; demonstrate leadership qualities in highly stressful situations * Experience supporting a significant change (i.e., strategy, operations, process, structure, culture, or behavior) and demonstrated ability to bring others along successfully * Strong interpersonal and communication skills with the ability to defend ideas, respect the ideas of others, and be receptive to considering and integrating alternative perspectives * Coach, guide, counsel and develop subordinate staff accordingly Qualifications * Experience in business continuity, crisis planning, emergency management, facilities/critical systems management, or related role * Bachelor's Degree in Emergency/Crisis Management or similar concentration. * Certified Business Continuity Professional (DRII CBCP) or equivalent industry certification and Certified Emergency Manager (CEM) or equivalents an asset * Exceptional written and verbal communication and interpersonal skills * Strong ability to network and interact with colleagues, peers, and senior executives * Exceptional interpersonal skills, including an ability to use tact and diplomacy with people at all levels to get actions accomplished. LINGUISTIC REQUIREMENTS Based on equal qualifications, preference will be given to bilingual candidates. Diversity and Inclusion Air Canada is strongly committed to Diversity and Inclusion and aims to create a healthy, accessible and rewarding work environment which highlights employees' unique contributions to our company's success. As an equal opportunity employer, we welcome applications from all to help us build a diverse workforce which reflects the diversity of our customers, and communities, in which we live and serve. APPLY HERE Air Canada thanks all candidates for their interest; however only those selected to continue in the process will be contacted. Back to Top JOIN US! SAFE SKIES FOR ALL: INTRODUCING SPACEFLIGHT INTO OUR SKIES www.alpa.org/safeskies October 31, 2019 | Hyatt Regency Hotel | Washington, D.C The Air Line Pilots Association, Int'l and the Commercial Spaceflight Federation invite you to a dynamic one-day conference as we highlight numerous, ongoing efforts to transform our airspace for the future. Back to Top TODAY'S PHOTO Back to Top LIVING DONOR PROGRAM Back to Top ADVERTISE WITH FLIGHT SAFETY INFORMATION & AVIATION MAINTENANCE AND TECHNOLOGY EXCHANGE Flight Safety Information (FSI) Newsletter has been publishing timely aviation safety news for over 25 years. FSI has over 100,000 aviation readers on a globally basis. Banner Ads and Push-Ads are Available. For advertising information and reasonable rates, please contact: Advertising@curt-lewis.com or Call: (817)845-3983 Back to Top Contact Information "Flight Safety Information" is a free service of: Curt Lewis, PhD, CSP, FRAeS, FISASI Publisher CURT LEWIS & ASSOCIATES, LLC (Targeting Aviation Safety & Risk Management) curt@curt-lewis.com www.curt-lewis.com www.fsinfo.org PH: 817-845-3983 Fax: 682-292-0835 Twitter: curtllewis01 Skype: curt.lewis2 (Follow FSI on Twitter, Facebook, LinkedIn.com, http://curt-lewis.com/category/newsletter/ or http://www.acsf.aero/news/flight-safety-news/) Free Subscription: sign up for Flight Safety Information at www.fsinfo.org ADVERTISE WITH FLIGHT SAFETY INFORMATION and AVIATION MAINTENANCE AND TECHNOLOGY EXCHANGE Flight Safety Information (FSI) Newsletter has been publishing timely aviation safety news for over 25 years. FSI has over 100,000 readers and 65,000 aviation subscribers on a globally basis. For advertising information, please contact: Advertising@curt-lewis.com Curt Lewis & Associates, LLC is an international, multi-discipline technical, scientific and research consulting firm specializing in aviation and industrial safety. Our specialties are aviation litigation support (Expert Witness), aviation/airport safety programs, accident investigation and reconstruction, safety & quality assessments/audits (ISO- 9001/AS-9100), system safety, human factors, Safety Management Systems (SMS) assessment/implementation & training, safety/quality training & risk management, aviation manual development, IS-BAO Auditing, technical writing & editing, airfield/heliport lighting products, patent infringement/invalidity expert testimony and Technical Support. Curt Lewis & Associates, LLC, PO Box 976, Burnet, TX 78611 SafeUnsubscribe™ fgae@club-internet.fr Update Profile | About our service provider Sent by curt@curt-lewis.com in collaboration with Try email marke ting for free today!