Flight Safety Information September 28, 2020 - No. 196 In This Issue Incident: Anadolujet B738 at Kars on Sep 27th 2020, engine shut down in flight Incident:Jet2 B738 at Leeds on Sep 26th 2020, rejected takeoff due to burning odour in cockpit Incident: Indigo A320 at Mumbai on Sep 27th 2020, bird strike Incident: JAL B738 at Tokyo on Sep 26th 2020, cabin pressure problems Incident: TAROM B738 enroute on Sep 26th 2020, failure of weather radar Louisville Man Arrested for Laser Strikes on Local Aircraft Incident: Austrian DH8D near Salzburg on Sep 24th 2020, emergency descent Europe regulator sees November lifting of Boeing 737 MAX flight ban FAA head Dickson to pilot the 737 Max next week No injuries after emergency landing of commercial airline flight at BTV GE9X Engine For Boeing 777X Earns FAA Certification Mark Rosenker, Washington Metrorail Safety Commission official and former NTSB head, dies Delta expects jet retirement charges of up to $2.5 billion in third-quarter SpaceX scales back plans for Starship's first high-altitude flight NTSB - Essentials of Managing Communications During an Aircraft Accident or Incident Course FAA IASA, ICAO USOAP, EASA Audits Graduate Research Survey Incident: Anadolujet B738 at Kars on Sep 27th 2020, engine shut down in flight An Anadolujet Boeing 737-800 on behalf of Turkish Airlines, registration TC-JZO performing flight TK-7091 from Kars to Ankara (Turkey), was climbing out of one of Kars' runways 24 when the crew levelled off at about 12,000 feet due to the left hand engine (CFM56) failing with a large boom and streaks of flames. The engine was shut down, the aircraft returned to Kars for a safe landing on one of Kars' runways 06 about 30 minutes after departure. The flight was cancelled. There are reported around that flight TK-7301 from Kars to Istanbul Sabiha Gokcen (Turkey) returned to Kars with the left hand engine shut down because of a bird strike, however, that flight TK-7301 proceeded to Istanbul normally and landed at Sabiha Gokcen without any trouble. The only flight that returned to Kars and was subsequently cancelled was TK-7091. The left hand engine seen after landing: https://avherald.com/h?article=4dd2993b&opt=0 Back to Top Incident:Jet2 B738 at Leeds on Sep 26th 2020, rejected takeoff due to burning odour in cockpit A Jet2.com Boeing 737-800, registration G-JZHT performing flight LS-291 from Leeds,EN (UK) to Antalya (Turkey), was accelerating for takeoff from Leeds' runway 32 when the crew rejected takeoff at low speed. The aircraft slowed safely, the crew reported a burning odour on the flight deck as cause of the rejected takeoff. After a first inspection by emergency services the aircraft taxied to the apron with emergency services in trail. A replacement Boeing 737-800 registration G-GDFV reached Antalya with a delay of 100 minutes. The occurrence aircraft returned to service about 26 hours after the rejected takeoff. https://avherald.com/h?article=4dd27151&opt=0 Back to Top Back to Top Incident: Indigo A320 at Mumbai on Sep 27th 2020, bird strike An Indigo Airbus A320-200, registration VT-IEK performing flight 6E-5047 from Mumbai to Delhi (India), was climbing out of Mumbai's runway 27 when the crew stopped the climb at 5000 feet and returned to Mumbai due to a bird strike. The aircraft landed safely on Mumbai's runway 27 about 25 minutes after departure. A replacement A320-200N registration VT-IVN reached Delhi with a delay of about 2.5 hours. The occurrence aircraft is still on the ground in Mumbai 9.5 hours after landing back. https://avherald.com/h?article=4dd26725&opt=0 Back to Top Incident: JAL B738 at Tokyo on Sep 26th 2020, cabin pressure problems A JAL Japan Airlines Boeing 737-800, registration JA341J performing flight JL-431 from Tokyo Haneda to Matsuyama (Japan) with 65 people on board, was climbing through FL220 when the crew stopped the climb and descended to FL160 for about 2 minutes due to problems with the cabin pressure, then descended further to 5000 feet. The aircraft returned to Haneda Airport for a safe landing on runway 34L about 35 minutes after departure. The flight was cancelled. The aircraft is still on the ground about 22 hours after landing back. The airline reported the crew received indications of a problem with the cabin pressurization, the passenger oxygen masks were released. https://avherald.com/h?article=4dd1ebde&opt=0 Back to Top Incident: TAROM B738 enroute on Sep 26th 2020, failure of weather radar A TAROM Boeing 737-800, registration YR-BGK performing flight RO-6528 from Antalya (Turkey) to Timisoara (Romania) with 187 passengers and 5 crew, was enroute at FL380 reaching the top of descent into Timisoara already past Bucharest (Romania) when the crew decided to divert to Bucharest's Otopeni Airport due to their failed weather radar. The aircraft landed safely on Otopeni's runway 08R about 20 minutes later. A replacement Boeing 737-800 is estimated to continue the flight in the evening with a delay of more than 6 hours. A frontal system stretched from Ukraine to Greece covering the western half of Romania, where Timisoara is located. https://avherald.com/h?article=4dd1b433&opt=0 Back to Top Louisville Man Arrested for Laser Strikes on Local Aircraft The Federal Bureau of Investigation, Louisville Field Office, announces the arrest of Manuel Martin Salazarleija, Jr., age 26, for violating 18 U.S.C 39A, Aiming a Laser at an Aircraft. On September 25, 2020, a Louisville Metro Police Department (LMPD) helicopter was performing surveillance of a vehicle fleeing the scene of a pharmacy burglary in Louisville, KY. At approximately 12:15 a.m., while conducting this surveillance, two LMPD officers were temporarily blinded by a laser being pointed directly at the helicopter. Helicopters operated by other law enforcement agencies and a news station also reported being targeted by a laser in the area. Once the location of the beams was discovered on the ground, FBI special agents were able to locate and interview Salazarleija. During the interview, Salazarleija admitted to intentionally aiming the beam of the laser pointer at an LMPD helicopter, while the aircraft was in flight within the special aircraft jurisdiction of the United States. The public is reminded that this release is not evidence that the individuals discussed committed the crimes charged. All defendants are presumed innocent until the government meets its burden in court of proving guilt beyond a reasonable doubt. https://www.fbi.gov/contact-us/field-offices/louisville/news/press-releases/louisville-man-arrested-for-laser-strikes-on-local-aircraft Back to Top BEA releases final report on Air France Airbus A380 fan failure accident over Greenland Status: Final Date: Saturday 30 September 2017 Time: ca 09:45 Type: Airbus A380-861 Operator: Air France Registration: F-HPJE C/n / msn: 052 First flight: 2010-08-10 (7 years 2 months) Total airframe hrs: 27184 Engines: 4 Engine Alliance GP7270 Crew: Fatalities: 0 / Occupants: 24 Passengers: Fatalities: 0 / Occupants: 497 Total: Fatalities: 0 / Occupants: 521 Aircraft damage: Substantial Aircraft fate: Repaired Location: over southern Greenland ( Greenland) Phase: En route (ENR) Nature: International Scheduled Passenger Departure airport: Paris-Charles de Gaulle Airport (CDG/LFPG), France Destination airport: Los Angeles International Airport, CA (LAX/KLAX), United States of America Flightnumber: AF066 Narrative: An Air France Airbus A380, operating flight 66 from Paris-Charles de Gaulle Airport, France, to Los Angeles International Airport, California, USA, diverted to Goose Bay, Canada after suffering an uncontained GP7270 engine failure over Greenland. The aeroplane took off at 09:50 UTC with the three pilots (the captain and two first officers, FO/1 and FO/2) in the cockpit. The cruise altitude (FL 330) was reached around 25 minutes later. The crew agreed on the division of the rest time. FO/2 took the first duty period around 30 minutes after take-off. The aeroplane changed levels several times during the cruise and then stabilized at FL370 at 11:14. At 13:48, the crew asked Gander Oceanic to climb to FL380. The controller accepted and asked them to report when reaching FL380. The low pressure compressor and turbine rotation speed (N1) of the four engines increased from 98% to 107%. At 13:49, the titanium fan hub of the right outer engine (No 4) separated into at least three parts. This failure was the result of the progression of a crack originating in the part's subsurface. The central fragment of the hub stayed attached to the coupling shaft between the low pressure compressor and the low pressure turbine. The two other hub fragments were ejected, one upwards and the other downwards. The interaction between the liberated fan rotor fragments and the fixed parts of the engine caused the destruction of the engine casing and the separation of the air inlet which fell to the ground. Debris struck the wing and airframe without affecting the continuation of the flight. After the failure, the aeroplane's heading increased by three degrees to the right in three seconds, and there were vibrations in the airframe for around four seconds. The crew perceived these variations and associated them with engine surging by analogy with the sensations reproduced in simulator sessions. An "ENG 4 STALL" ECAM message came up. The captain requested the "ECAM actions". He engaged Autopilot 1 and indicated that he was taking the controls and would thus be Pilot Flying. He reduced engine No 4 thrust by positioning the associated lever to IDLE. The engine performed an automatic shutdown and the FO/2 confirmed the sequence by depressing the Engine 4 Master and Engine 4 fire pushbuttons, a few seconds later. The damaged engine could not be seen from the cockpit or in the image from the camera located on the fin of the A380. A member of the cabin crew brought to the cockpit, a photo of the engine taken by a passenger with his smartphone. FO/1 who had returned to the cockpit to help the flight crew on duty, went to the upper deck to assess the damage and take other photos. He observed damage on the leading edge slats and small vibrations in the flaps. From the time of the failure and for around 1 min 30 s, the CAS had decreased from 277 kt to 258 kt and level flight at FL370 was maintained. The captain noticed this reduction in speed and decided to descend to the drift-down level calculated by the FMS (EO MAX FL 346) to maintain a constant speed in level flight. Observing that it was not possible to hold this level and this speed, he continued descending level by level. He selected FL 360, FL 350 then FL 330 and lastly FL 310. The level by level descent obliged the crew to stop their ECAM actions each time a descent was initiated. During level flight at FL310, the N1 rotation speeds of the three remaining engines decreased to 103%. The captain stabilized the descent to FL290 with a constant speed (CAS was 290 kt) by keeping the three engines in maximum continuous thrust (MCT). He decided to continue the descent and stabilize at FL270 in order to spare the engines to destination. The speed stabilized at 279 kt. Around five minutes after the A380 had started its descent, the controller in the Gander Oceanic control centre with which the crew were in datalink contact (CPDLC), detected the deviation from the vertical profile of the path and sent a message: "ATC NOW SHOWS YOU FL330. IS THERE A PROBLEM". At the same time, the control centre received an audio Mayday message from AF066, relayed by another aeroplane. One minute later, the PM replied to the CPDLC question with a MAYDAY. Direct audio communication between the flight and ATC resumed a few minutes later. The crew decided, in agreement with Air France's Operational Control Centre , to divert to Goose Bay airport and asked the controller for a direct route. After studying the available approaches and taking into consideration the captain's experience and the airport's immediate environment, the crew confirmed the selection of Goose Bay airport as the alternate airfield even though it was at a greater distance than Kangerlussuaq airport in Greenland. The crew started the descent to Goose Bay and were cleared to carry out the RNAV GNSS RWY 26 approach. They were then cleared to land on runway 26. They configured the aeroplane for landing. On approaching the altitude of 1,000 ft, the captain disconnected Autopilot 1 and the flight director (FD) and continued the landing in manual flight. The aeroplane landed at 15:42. The taxiing phase to the stand took some time due to having to stop several times so that the airport services could collect the debris which had fallen onto the runway during the landing. At 16:22, all the engines were shut down. Probable Cause: Contributing factors The following factors may have contributed to the failure of the fan hub on engine No 4: - engine designer's/manufacturer's lack of knowledge of the cold dwell fatigue phenomenon in the titanium alloy, Ti-6-4; - absence of instructions from the certification bodies about taking into accout macro-zones and the cold dwell fatigue phenomenon in the critical parts of an engine, when demonstrating conformity; - absence of non-destructive means to detect the presence of unusual macro-zone in titanium alloy parts; - an increase in the risk of having large macro-zones with increased intensity in th Ti-6-4 due to bigger engines, and in particular, bigger fans. Accident investigation: Investigating agency: BEA Status: Investigation completed Duration: 3 years Accident number: BEA2017-0568 Download report: Final report: https://www.bea.aero/uploads/tx_elydbrapports/BEA2017-0568.en.pdf https://aviation-safety.net/database/record.php?id=20170930-1 Back to Top Europe regulator sees November lifting of Boeing 737 MAX flight ban By Tim Hepher and Laurence Frost PARIS, Sept 25 (Reuters) - Boeing's grounded 737 MAX could receive regulatory approval to resume flying in November and enter service by the end of the year, Europe's chief aviation safety regulator said on Friday. "For the first time in a year and a half I can say there's an end in sight to work on the MAX," said Patrick Ky, executive director of the European Union Aviation Safety Agency (EASA). EASA expects to lift its technical ban "not long" after the U.S. Federal Aviation Administration (FAA), probably in November, but national operational clearances needed for individual airlines to resume flying in Europe could take longer, he said. "We are looking at November," he said when asked when the technical ban would be lifted. China is expected to take longer to give its own approval, he said, without elaborating. Boeing shares were up 3.3% in mid-session trading, against a fractionally higher market. Cologne-based EASA, which regulates air safety in 32 mainly European Union countries, has locked horns with the FAA and Boeing over the scope of an international review into 737 MAX systems following two fatal crashes in 2018 and 2019. All but one of the differences has been resolved, Ky said, with EASA, supported by some unions, calling for pilots to be able to manually cut power to a "stick shaker" alarm system suspected of distracting Lion Air and Ethiopian Airlines crew. The main focus of the review has surrounded black-box evidence that bad data from a single faulty flight-angle sensor triggered a cockpit software system that repeatedly pointed the aircraft's nose down and overwhelmed the crew on both flights. Boeing has said inputs from both "angle of attack" sensors on the MAX will be used in the modified aircraft, instead of just one in the past, but EASA has called for a third "synthetic" sensor to provide independently computed data. Ky said Boeing had agreed to install the computerised third-sensor system on the next version of the plane, the 230-seat 737 MAX 10, followed by retrofits on the rest of the fleet later. Boeing declined detailed comment on the additional sensor. "We are committed to addressing all of the regulators' questions and meeting all certification and regulatory requirements," a spokesman said Turning to Boeing's next development, Ky warned EASA would examine the 400-seat 777X development "much more closely" than it would have done if the MAX grounding had not happened and pay particularly close attention to flight control systems. The MAX crisis has shaken a system of co-operation between regulators and thrown into question the practice of routinely accepting decisions by the lead regulator, in this case the FAA. EASA and the FAA - the world's largest aviation regulators - will continue to recognise each other as the leader when certifying aircraft built in their respective countries, but are expected to get more involved in checking each other's homework. (Reporting by Laurence Frost, Tim Hepher; editing by Jason Neely and Mark Potter) Back to Top FAA head Dickson to pilot the 737 Max next week The FAA has told US lawmakers that administrator Steve Dickson will pilot the Boeing 737 Max next week ahead of a potential ungrounding of the beleaguered aircraft. Dickson, a former commercial pilot, earlier this year pledged he would personally fly the aircraft before it is recertified. The US aviation regulator also says on 25 September that it met with aviation authorities of other jurisdictions including Canada, Europe and Brazil earlier this week to complete the Joint Operations Evaluation Board (JOEB) assessment on the aircraft. The JOEB's findings will be published in the agency's draft Flight Standardisation Board (FSB) report. The FSB will then develop pilot training requirements ahead of a return to service and a Technical Advisory Board must evaluate final Max design documents. "FAA administrator Steve Dickson and FAA deputy administrator Dan Elwell will be in Seattle next week to take the recommended training that the JOEB evaluated," the FAA says. "Following the simulator training, Administrator Dickson is tentatively scheduled to pilot a Boeing 737 MAX on 30 September, fulfilling his promise to fly the aircraft before the FAA approves its return to service." The 737 Max was grounded worldwide more than 18 months ago after two separate accidents killed 346 passengers and crew. The aircraft's new Maneuvering Characteristics Augmentation System (MCAS) was found to be at fault in both crashes. In August, the FAA suggested four key design changes to the troubled aircraft in order to address the safety issues that had led to the crashes. The proposed Airworthiness Directive (AD) includes proposals that will enhance the safety of the aircraft as well as the ability of the cockpit crew to deal with potential issues. The public comment period for the AD recently ended and the FAA says it is reviewing the comments it received. "The FAA will not approve the plane for return to passenger service until it is satisfied that all of the known issues have been adequately addressed," the regulator tells the lawmakers. Earlier this week, American Airlines, which has 24 737 Max aircraft in its fleet and another 76 on order, said its pilots will begin "special training" in November in preparation of the jet's return to service. All of the airline's 737 pilots are expected to complete the training by January 2021. Last week, a US congressional report concluded that a "culture of concealement" by Boeing, as well as erroneous technical assumptions, combined with insufficient oversight by the FAA, contributed to the deadly crashes of the 737 Max in Indonesia in October 2018 and Ethiopia in March 2019. "The Max crashes were not the result of a singular failure, technical mistake or mismanaged event," the report, released on 16 September, concludes. "They were the horrific culmination of a series of faulty technical assumptions by Boeing's engineers, a lack of transparency on the part of Boeing's management, and grossly insufficient oversight by the FAA - the pernicious result of regulatory capture on the part of the FAA with respect to its responsibilities to perform robust oversight of Boeing and to ensure the safety of the flying public." Boeing has said it is looking to deliver a majority of its 450-strong 737 Max stockpile within one year of resuming deliveries of the still-grounded jet. The Chicago-based airframer accumulated those aircraft because it continued manufacturing the Max through most of 2019 despite being unable to deliver it due to the worldwide grounding. https://www.flightglobal.com/airframers/faa-head-dickson-to-pilot-the-737-max-next-week/140331.article Back to Top No injuries after emergency landing of commercial airline flight at BTV The American Airlines plane shown here had to make an emergency landing at Burlington International Airport after a report of smoke somewhere on board. No one was hurt. More than 30 people are safe after the airplane they were on needed to make an emergency landing at Burlington International Airport. BTV airport manager Gene Richards said it happened shortly before 12:00 p.m. Sunday. American Airlines Flight 5513 was inbound from Charlotte, North Carolina when it had a report of smoke somewhere within the aircraft. It was already due to land at BTV momentarily, since its scheduled arrival was exactly noontime. Local emergency crews did not find any smoke inside once the flight landed, and they cleared the scene a short time later. Richards said a smoke warning light somewhere on board likely went off inadvertently. He also praised the efforts of first responders, saying that an emergency training exercise at the airport several weeks ago served everyone well. https://www.mychamplainvalley.com/news/local-news/no-injuries-after-emergency-landing-of-commercial-airline-flight-at-btv/ Back to Top GE9X Engine For Boeing 777X Earns FAA Certification GE Aviation's GE9X, the largest aircraft engine yet developed, has received FAA certification, marking a major step toward entry-into-service on the Boeing 777-9, the first of the 777X family, in 2022. Although certification tests were held up for several months in 2019 following the discovery of stator durability issues in the high-pressure compressor, GE cleared a redesign in time for the start of 777-9 flight tests in January. Eight GE9X engines, plus two spares, have so far been delivered to Boeing including powerplants for the fourth and final 777-9 test aircraft. That aircraft joined the certification campaign on Sept. 20. The test engines accumulated just under 5,000 hr. and 8,000 cycles during the certification program which included flights on the company's 747-400 flying testbed. Overall, 72 GE9X test flights, totaling more than 400 hours, were flown on the 747 which first flew with the engine in the left inboard wing position in March 2018. With FAR Part 33 engine certification completed, GE is also completing factory acceptance testing of the first batch of production GE9X units - deliveries of which to Boeing are expected to begin in the fourth quarter. The company also continues to run ground tests of engines in support of Extended Operations (ETOPS) approval and maturation as part of preparations for supporting engines in service. The final pre-certification task also included 1,000 hr. of test time for the Initial Maintenance Inspection (IMI) which establishes the maximum hours or cycles of service between maintenance intervals. The IMI also contributes to the on-going 3,000 hr. of run time for ETOPS testing. Aside from the 134-in. dia. fan, which comprises 16 composite blades, the GE9X is distinguished by an overall pressure ratio of 60:1, which is the highest for any commercial engine, as well as the incorporation of more than 300 additively manufactured parts. The engine also utilizes five components made from ceramic matrix composites including the first-stage shroud and first and second-stage nozzles on the high-pressure turbine, and the inner and outer linings of the combustor. Commenting publicly on a GE engine program for the first time since taking the helm at the start of the month, GE Aviation President and CEO John Slattery describes the GE9X as a "game-changing product" and adds that "there is no substitute that can achieve the combination of size, power and fuel efficiency." https://aviationweek.com/aerospace/aircraft-propulsion/ge9x-engine-boeing-777x-earns-faa-certification Back to Top Mark Rosenker, Washington Metrorail Safety Commission official and former NTSB head, dies Mark Rosenker, a transportation safety expert, who served as the first ever vice chairman of the Washington Metrorail Safety Commission (WMSC) and was former chairman of the National Transportation Safety Board (NTSB), died Saturday, according to the WMSC. The Washington Metrorail Safety Commission said it was "saddened to share" word of Rosenker's death, which was due to brain cancer. He was 73. "I am saddened to lose a long-time colleague and friend who has contributed so much to transportation safety as well as many other areas. Our thoughts are with the Rosenker family," said Washington Metrorail Safety Commission Chairman Christopher Hart, who was appointed to fill the NTSB seat Rosenker departed at the end of his term. Rosenker served as NTSB chairman from 2005 to 2009, worked in President George W. Bush's administration for two years as a Deputy Assistant to the President and Director of the White House Military Office. He also worked in several other federal agencies, and was a retired major general in the Air Force Reserve. Rosenker was appointed to the Washington Metrorail Safety Commission in 2017 by then-Virginia Gov. Terry McAuliffe and was reappointed in 2019 by Gov. Ralph Northam. He served on the boards of several companies, worked for the United Network for Organ Sharing and Electronic Industries Alliance, and as a transportation consultant and safety analyst made regular contributions to national media outlets like CBS News. Rosenker earned his bachelor's degree from the University of Maryland in 1969. https://wtop.com/dc-transit/2020/09/mark-rosenker-washington-metrorail-safety-commission-official-and-former-ntsb-head-dies/ Back to Top Delta expects jet retirement charges of up to $2.5 billion in third-quarter (Reuters) - Delta Air Lines DAL.N said on Friday it expects to record an up to $2.5 billion charge in the current quarter related to retirements of aircraft. The Atlanata-based airline reiterated that it expects charges of up to $3.3 billion during the third quarter, linked to its voluntary retirement and separation programs. Both the charges are before tax, the company said. The airline said it is retiring its Boeing 717-200 aircraft and the remainder of its 767-300ER aircraft from the fleet by December 2025. It is also retiring its CRJ-200 aircraft by December 2023, earlier than previously planned. https://www.reuters.com/article/us-delta-air-outlook/delta-expects-jet-retirement-charges-of-up-to-2-5-billion-in-third-quarter-idUSKCN26G35Z Back to Top SpaceX scales back plans for Starship's first high-altitude flight You might want to dial back your expectations for the first high-altitude SpaceX Starship flight. Elon Musk now says the flight with the SN8 prototype will top out at 15km, or close to 50,000ft, instead of the 18km and 60,000ft he'd mentioned earlier. It's not clear what prompted the lowered expectations, but Musk added that the rocket would get its nosecone and front flaps "next week." He also showed current progress on the prototype, noting that the rear body flaps were already in place. An SN9 prototype is due in October. Don't be surprised if that timeframe moves. Musk said on September 13th that he expected SN8 to be ready about a week from then, and clearly that didn't happen. While a 50,000-foot trip won't be quite as ambitious, the goal should remain the same. SpaceX wants to show that Starship can perform more than short hops. If the high-altitude test is successful, it's much closer to providing a fully operational rocket. The company is betting its future on Starship in hopes it will enable space tourism and interplanetary trips, and that won't happen without major milestones like this. https://www.yahoo.com/finance/news/spacex-starship-test-flight-reduced-altitude-182324492.html Back to Top NTSB - Essentials of Managing Communications During an Aircraft Accident or Incident Course Title Essentials of Managing Communications During an Aircraft Accident or Incident Co-sponsor Airports Council International - North America (ACI-NA) Description The course will teach participants what to expect in the days immediately following an aviation accident or incident and how they can prepare for their role with the media. It is a condensed virtual version of Managing Communications During an Aircraft Accident or Incident course (PA302). ID Code MR304 Dates and Tuition October 22-23, 2020 $750 early registration, by September 21, 2020 $850 late registration, between September 22 and October 17, 2020 We are no longer accepting offline payments. Note: payment must be made at time of registration. Times Day 1: 12:00pm - 4:00pm ET Day 2: 12:00pm - 3:30pm ET Location Virtual Status OPEN. Applications are now being accepted. Apply to Attend Click here to register CEUs 1.3 Overview • How the National Transportation Safety Board organizes an accident site and what can be expected in the days after an aviation disaster from the NTSB, FAA, other federal agencies, airline, airport, media and local community • Strategies for airline and airport staff to proactively manage the communication process throughout the on-scene phase of the investigation • How the NTSB media relations specialists coordinate press conferences and release of accident information and what information the spokespersons from the airport and airline will be responsible to provide to the media • Making provisions for and communicating with family members of those involved in the accident • Questions and requests likely encountered from the airlines, airport staff, family members, disaster relief agencies, local officials and others Performance Results Upon completion of this course the participant will be able to: • Be better prepared to respond to a major aviation disaster involving a flight departing from or destined for participant's airport • Demonstrate greater confidence in fielding on-scene questions about the many aspects of the investigation and its participants, including what types of specific information may be requested • Identify the appropriate communications roles for the various organizations involved in an accident investigation • Be more productive in the first few hours after an aviation disaster by understanding which tasks are most important and why • Perform job responsibilities more professionally and with greater confidence given the knowledge and tools to manage the airport communications aspect of a major aviation disaster Who May Attend This course is targeted to who, in the event of an aviation disaster, will need to provide a steady flow of accurate information to media outlets and/or other airport, federal or local authorities. • Communications professionals representing airports, airlines, business aviation operators and others in the aviation community • Potential participants in an NTSB investigation: Investigative and safety personnel employed by airframe, engine or component manufacturers, airlines, civilian and military agencies, and related labor unions • Investigators from the NTSB and other accident investigation authorities/commissions worldwide • Members of the academic community attending for research purposes (on a space-available basis) Accommodations Area hotels and restaurants Airports Washington Dulles International (IAD): 10 miles Washington Ronald Reagan National (DCA): 30 miles Baltimore/Washington International (BWI): 60 miles More Information Email StudentServices@ntsb.gov or call (571) 223-3939 Back to Top International Aviation Call Us: +1(516) 859-1404 Safety Solutions Visit our Website When You Need Help Now! International Aviation Safety Solutions Contact Us www.iassllc.com jastre@IASSLLC.com Graduate Research Survey Stress and Wellbeing for Global Aviation Professionals Dear colleagues, I am inviting you to participate in a research project on wellbeing in the aviation industry during the COVID-19 pandemic. This situation has affected aviation professionals around the world, and this research seeks to identify wellbeing strategies that work across professions, employers, families, and nations. All responses to this survey are anonymous. The findings of this research will inform future work by the USC Aviation Safety and Security Program and the Flight Safety Foundation to improve wellbeing for aviation professionals during and after the COVID-19 pandemic. The survey should take approximately 10 minutes to complete. Please click or copy the link below to access the survey, and please share it with any interested colleagues. https://usc.qualtrics.com/jfe/form/SV_cC2nlWEAazl22TX This research will support a treatise towards a Master of Science in Applied Psychology degree at the University of Southern California's Dornsife College of Letters, Arts, and Sciences. The researcher is also on the staff of the USC Aviation Safety and Security Program. Thank you, and please contact us with any questions, Daniel Scalese - Researcher scalese@usc.edu Michael Nguyen - Faculty Advisor nguyenmv@usc.edu Curt Lewis