Flight Safety Information [November 20, 2020] [No. 235] In This Issue : Incident: LATAM Brazil A321 at Sao Paulo on Nov 17th 2020, both windshields cracked : Incident: Skywest CRJ7 at Fort Wayne on Nov 19th 2020, smoke indication : Mechanical fault blamed for 2016 Pakistan airline crash : Final report finds fog disoriented pilot in fatal helicopter crash : Artificial intelligence to increase air safety in the face of storms : TOP FLIGHT AWARDS: Safety : Human Factors and Ergonomics Society (HFES) Applauds Boeing and FAA for Resolving 737 MAX Human Factors Design Flaws : Hermeus Receives Funding Round for Hypersonic Aircraft : RTCA Free Technical Webinar 11/30: Interference Risk on Radar Altimeters from Planned 5G Telecommunication Systems Incident: LATAM Brazil A321 at Sao Paulo on Nov 17th 2020, both windshields cracked A LATAM Brazil Airbus A321-200, registration PT-MXB performing flight JJ-3304 from Sao Paulo Guarulhos,SP to Belem,PA (Brazil) with 178 passengers and 7 crew, was climbing out of Sao Paulo deviating around weather, when the crew stopped the climb at FL200 after both windshields cracked. The crew decided to return to Guarulhos for an overweight but safe landing on runway 27L about 45 minutes after departure. A replacement A321-200 registration PT-MXF reached Belem with a delay of 3 hours. The occurrence aircraft is still on the ground in Sao Paulo about 50 hours after landing back. Brazil's CENIPA rated the occurrence an incident and did not open an investigation. http://avherald.com/h?article=4df6d10d&opt=0 Incident: Skywest CRJ7 at Fort Wayne on Nov 19th 2020, smoke indication A Skywest Canadair CRJ-700 on behalf of American Airlines, registration N730SK performing flight AA-3087 from Fort Wayne,IN to Dallas Ft. Worth,TX (USA), was climbing out of Fort Wayne's runway 23 when the crew stopped the climb at about 10,000 feet reporting a smoke indication and returned to Fort Wayne for a safe landing on runway 23 about 25 minutes after departure. A replacement CRJ-700 registration N766SK reached Dallas with a delay of 5:20 hours. The occurrence aircraft is still on the ground in Fort Wayne about 8 hours after landing back. https://flightaware.com/live/flight/AAL3087/history/20201119/1236Z/KFWA/KDFW http://avherald.com/h?article=4df6e224&opt=0 Mechanical fault blamed for 2016 Pakistan airline crash Engineers for Pakistan's scandal-hit state airline failed to repair a technical fault that led to a 2016 plane crash in which all 47 people on board died, a report has found. Pakistan International Airlines (PIA) came under heavy scrutiny this year after one its planes came down among houses in Karachi, killing 98 people. A furore later erupted after it emerged dozens of Pakistan pilots may have been holding fake or dubious licences, leading the US and EU to temporarily bar the airline. A report published late Thursday by the Aircraft Accident Investigation Board said the 2016 crash of a twin-turboprop plane in the mountainous north was caused by at least two pre-existing "technical anomalies" -- including the fracture of one of the turbine engine blades -- and a third probable error. The report found PIA's engineering department had failed to replace the faulty blade during routine maintenance a month before the accident, even though it "fulfilled the criteria for replacement". The plane burst into flames during a flight from Chitral to the capital Islamabad, and was one of the country's worst aviation accidents at the time. Rescuers, including hundreds of villagers, pulled charred remains from the wreckage, parts of which were found hundreds of metres away from the main site in Abbottabad district of Khyber Pakhtunkhwa province. PIA said it "acknowledges that there were three latent factors that aligned together at the time of the crash". "Had any of these factors happened in isolation, the consequences would not have been so devastating," it said in a statement. The investigators noted that all three pilots had valid licences. In May this year, just days ahead of the Muslim holiday of Eid al-Fitr, only two passengers survived when a PIA plane crashed into homes in Pakistan's southern city of Karachi. An initial report blamed human error by the pilot, who had been discussing the coronavirus pandemic as the plane attempted to land, and air traffic control. Weeks after the crash, Pakistan's aviation minister claimed around 260 of the country's 860 active pilots held fake licences or cheated on exams. An inquiry into PIA later found 17 of its pilots had suspicious licences, with seven expelled. Until the 1970s, Pakistan's largest airline was considered a top regional carrier but its reputation plummeted amid chronic mismanagement, frequent cancellations and financial struggles. PIA, which is helmed by a serving air force officer, currently has a fleet of 31 planes and a payroll of about 14,500 workers. https://www.yahoo.com/news/mechanical-fault-blamed-2016-pakistan-105237737.html Final report finds fog disoriented pilot in fatal helicopter crash Just before the helicopter lost control, McDonald declared a missed approach, likely due to the loss of visual contact with the runway. But a combination of factors caused an increase in torque and the helicopter accelerated into a spin before crashing. The pilot’s spatial disorientation on a dark and foggy night was the probable cause of the fatal North Memorial Health helicopter crash at the Brainerd Lakes Regional Airport. The National Transportation Safety Board issued its final report last month on the June 2019 crash that killed the pilot and a flight nurse while seriously injuring a flight paramedic. There was no mechanical failure reported. It was just past 12:30 a.m. June 28 when pilot Tim McDonald initiated the instrument landing system in the Agusta medical helicopter. The three-person crew was returning from delivering a patient to North Memorial Hospital in Robbinsdale and as they approached the airport, visibility was about a half-mile, deteriorating to a quarter-mile, according to the report. A quarter-mile visibility was the minimum distance approved by North Memorial Health for approaches at the time. Following the accident, Josh Duda of Pillager, the flight paramedic seated in the left front seat, recalled the runway lights and surface were visible below a thin fog layer during the approach. As the helicopter approached the runway, he noticed clouds to the side and recalled McDonald stating the weather conditions were foggy and that a go-around was needed, the report stated. Just before the helicopter lost control, McDonald declared a missed approach, likely due to the loss of visual contact with the runway. But a combination of factors caused an increase in torque and the helicopter accelerated into a spin before crashing near the runway. “The dark night conditions at the rural airport resulted in little to no visual references during the pilot’s transition to landing and the attempted missed approach,” the report stated. “It is likely that the pilot became spatially disoriented, which led to the excessive pitch attitude, slow airspeed, his failure to recognize and arrest the right yaw, and the subsequent loss of control.” Following the crash, North Memorial Health increased the minimum weather conditions required for pilots to conduct an instrument approach to a cloud ceiling of 400 feet above ground level and 1 mile visibility, the NTSB reported. Although investigators state the helicopter was upright and nearly intact after the crash, they also report parts of it — including the main body and tail — “exhibited crushing consistent with a high velocity vertical descent.” There was no evidence of a post-crash fire, but a portion of the ground was soaked in fuel. An arc-shaped ground scar, consistent with a main rotor blade strike, was found to the left of the helicopter’s body. The outboard section of one tail rotor blade was found about 200 feet southwest of the helicopter. A 7-inch deep ground scar was located underneath the tail rotor and exhibited evidence of multiple tail rotor blade strikes. McDonald and flight nurse Debra Schott died at the scene of the June 28 crash. Duda was taken to Essentia Health-St. Joseph’s Medical Center in Brainerd after the crash, and then to North Memorial Health in Robbinsdale. McDonald, 44, a resident of Bloomington, was based at North Memorial Air Care’s facility in Siren, Wisconsin, and is survived by his wife, Crystal and four children, according to a GoFundMe page set up in his honor. His obituary states he was a graduate of Gustavus Adolphus College and served as a Blackhawk pilot in the U.S. Army, completing two combat tours in Iraq before leaving to fulfill his dream of being a medevac pilot. He also earned his Master of Business Administration degree from Oklahoma State University. Schott, 58, of Lester Prairie, graduated nursing school from Ridgewater College in Willmar and earned her bachelor’s degree in nursing from Crow College, according to her obituary. She was first licensed as a practical nurse in 1980 at the age of 19 and received a license to work as a registered nurse in 1994. At the time of her death, she worked as a registered nurse at the Ridgeview Emergency Department, along with North Memorial Air Care. Schott is survived by her husband, Gary along with two children, two grandchildren, two step-children, seven step-grandchildren and a beloved family dog, Meka. North Memorial Air Care has bases in Brainerd, Bemidji, Princeton, Redwood Falls and Lakeville. North Memorial owns two hospitals in the Twin Cities metro area, including North Memorial Level 1 Medical Center in Robbinsdale, and has ground ambulance stations in Brainerd, Brooklyn Center and other cities throughout Minnesota and Wisconsin. https://www.brainerddispatch.com/news/6771075-Final-report-finds-fog-disoriented-pilot-in-fatal-helicopter-crash Artificial intelligence to increase air safety in the face of storms UNIVERSIDAD CARLOS III DE MADRID Sometimes, during flights, aircrafts have to change their route (their flight plan) because of unforeseen events, such as storms. These meteorological phenomena, which may be accompanied by hail and lightning, are difficult to predict; they are known to appear in a wide area, but it is difficult to accurately predict when and where the storm focus will happen. START's objective is the development of research algorithms for optimising air transport networks in terms of their resilience (the system's recovery capacity) when facing this kind of disruptive phenomena. "The storms we are analysing in this project are convective, typically cumulonimbus (a type of cloud), which are very energetic and dangerous for an aircraft in flight, so pilots tend to systematically avoid them", explains the project's coordinator, Manuel Soler, from the UC3M's Department of Bioengineering and Aerospace Engineering. In addition to heavy rain, these storms often present hail, lightning, and thunder, and may eventually block airports or large airspace corridors. "It is important that, when developing these algorithms, they are resilient, in other words, they can automatically react to storms and recover the system. In this way, flights could be planned with the knowledge that there is a chance that storms will occur in a particular area, even if the specific place and time are unknown," the researcher explains. In addition to this, the system will also take other factors that may cause uncertainty when planning flights into account, such as the different aircraft models being used, their weight and cargo, gusts of wind, or take-off and landing attempts. Scientists anticipate that the final result of this project will be a flight planning software that will improve air transport system indicators, reducing delays, increasing their capacity, and improving safety. It will also improve airlines' economic indicators by reducing their costs and increasing their revenue with improved flight timing. On a methodological level, this project requires a multidisciplinary approach. On the one hand, scientists will use Artificial Intelligence to characterise the uncertainty of all of the elements that make up air traffic, using an epidemiological model to simulate how delays in the system spread at the network level. On the other hand, they will use Big Data (data science) to analyse how large volumes of information can be processed continuously, in addition to the development of these flight optimisation algorithms. START (A Stable and resilienT ATM by inTegrating Robust airline operations into the neTwork) is a European scientific project funded by the European Commission (GA 893204) that started this year and will run until 2022. It is being coordinated by the UC3M and has partners participating from five European countries: Boeing Deutschland (Germany), the German Aerospace Center (DLR), the French National Civil Aviation School (France), the flight planning company Flightkeys (Austria), the Universidad Politécnica de Cataluña (Spain) and the Istanbul Technical University (Turkey). ### More information: START Project website http://www.start-atm.com YouTube interview (english subtitles): https://youtu.be/R6r2RADRZGU https://www.eurekalert.org/pub_releases/2020-11/ucid-ait111920.php TOP FLIGHT AWARDS: Safety Dramatic new safety innovations arrived for business aviation within the last year, both in terms of hardware and programs. On the hardware side, new products have been developed that compensate for three leading contributors to single-pilot accidents: pilot incapacitation, recovery from emergency engine out in twin engine operations, and landing in reduced visibility. On the program side of the safety ledger, the International Business Aviation Council has developed a version of its International Standard for Business Aircraft Operations (IS-BAO) geared toward smaller operators. GARMIN AUTOLAND Autoland is now available for the Piper SLS (branded Halo) and Daher TBM 940 turboprop (branded Safe Return) singles and the Cirrus SF-50 G2 single-engine jet (branded Homesafe Autoland). Other aircraft no doubt will follow. Autoland can be adapted to almost any airplane, from piston singles to jets. The Garmin Autoland system is part of the company’s Autonomi family of automation products, which includes Electronic Stability and Protection and Emergency Descent Mode. The Autoland system is designed to safely fly an airplane from cruising altitude to a suitable runway, then land the airplane, apply brakes, and stop the engine. As it flies the airplane toward the airport, Autoland slows the airplane down and, if necessary enters a hold to bleed off excess airspeed. It can be automatically or manually activated, via the touch of a single switch. In the Piper M600, the systems automatically activates at 18,000 feet if the autopilot is engaged and the pilot doesn’t interact with the avionics in a 15-minute period. At higher altitudes, the engagement period is shorter. Autoland also tries to alert the pilot with repeated chiming sounds and asking, “Are you alert” before engaging. Autoland will also engage if the Electronic Stability and Protection system is engaged for a prolonged period of time, first putting the M600 into level mode, and if the pilot doesn’t disengage level mode, then implementing an automatic landing. The system is designed so that a non-flying passenger can switch it on and understand what is happening during an Autoland event. When engaged, Autoland immediately turns the airplane toward the nearest suitable airport while displaying on all three cockpit displays carefully designed messages that show the passengers what is happening. A moving map on each PFD clearly illustrates the path that the airplane is taking to get to the selected airport. The PFD shows a split-screen with moving-map on one side and synthetic vision system on the other. The MFD in the center shows messages for the passengers, as do the PFDs. One MFD message is an animation of the cockpit and the controls, with a warning: “Keep hands and feet away from aircraft controls.” On the displays at all times are the words: “Emergency autoland active” and “landing in XX minutes.” The MFD also shows how many miles to the destination and how much fuel remains in hours and minutes. Both PFDs show time until the next turn, if applicable, and time until descent. A smoothly modulated voice tells passengers exactly what to expect. At the same time, Autoland uses information about the state of the airplane to broadcast an emergency radio message on appropriate frequencies, and it resets the transponder to the 7700 emergency code. The radio broadcast might occur on the local approach control or control tower frequency. But if landing at a non-towered airport, Autoland will broadcast on the local CTAF frequency. Autoland can even switch on anti-deicing systems if necessary. Autoland is available for aircraft manufacturers to incorporate in their airplanes equipped with Garmin G3000 avionics and autothrottle. The system is designed only for emergency use and not for pilots to use just because the weather is marginal or crosswinds are too high. It adds the option of getting the airplane to a nearby airport where medical assistance may be more readily available. Even with a worst-case scenario of an incapacitated pilot and an engine failure, Autoland can improve the outcome by implementing a controlled descent to nearby smooth terrain. Autoland could also help rescue a pilot trapped by widespread zero-zero fog, allowing a safe landing where it would be difficult if not impossible to safely land using an ILS or LPV approach. IS&S THRUSTSENSE AUTOTHROTTLE FOR TWIN TURBOPROPS Innovative Solutions & Support (IS&S) ThrustSense autothrottles reduce pilot workload by automatically managing engine power from the takeoff roll through the climb, cruise, descent, go-around, and landing phases of flight. They are available as a retrofit option on 300-series King Airs with Collins Pro Line Fusion avionics and standard on the new Textron Aviation King Air 360/360ER. Separately, IS&S and Blackhawk Modifications have announced an agreement for Blackhawk to distribute and install IS&S’s NextGen flight deck and integrated autothrottle system for King Air 200s and 350s. The two models account for more than 3,000 airplanes, according to IS&S, and there are another 2,000 C90 through E90 and F90 models that are upgradeable as well. The autothrottle includes engine-out thrust control: One engine failure automatically sets the remaining engine to the correct power level if airspeed drops below minimum controllable airspeed. IS&S ThrustSense Autothrottle For Twin Turboprops IS&S ThrustSense Autothrottle For Twin Turboprops The IS&S PT6 autothrottle is able to fully control an engine with a hydromechanical fuel control, and it includes protections that prevent over-torquing during takeoff or over-temping in climb or at high altitudes. The system also features over- and underspeed protection in case the pilot mismanages the aircraft’s airspeed. If the pilot tries to move the power lever and nears the engine’s torque or temperature limits, the autothrottle has a built-in shaker system to warn the pilot. ThrustSense consists of an integrated standby unit (ISU) and linear actuators that control each throttle lever. The ISU contains an integrated computer, inertial measurement unit, air data system, and flat panel display in a box that directly replaces the existing standby unit in the flight deck. Its ISU computer uses proprietary software to determine the throttle positions needed to prevent over-temp, over-torque, over-speed and hot start conditions for engines that do not already use an electronic control system. Integrated with ADS-B, ThrustSense can optionally provide in-trail spacing of two miles plus or minus 200 feet between aircraft. UNIVERSAL AVIONICS SYSTEMS CLEARVISION ENHANCED FLIGHT VISION SYSTEM (EFVS) WITH SKYLENS HEAD-WEARABLE DISPLAY (HWD) Universal’s ClearVision EFVS and wearable SkyLens display brings HUD capabilities with combined enhanced and synthetic vision along with a virtually unlimited field of view. This is the first time a head-wearable display has been certified for civil aviation. EFVS allows airlines access to runways under more weather conditions and maintain flow traffic and capacity. The HWD can be fitted to many more types of aircraft than a traditional, heavier, and more expensive ceiling-mounted HUD. Airliners and business jets already with single HUD displays can provide the data for both crewmembers by adding an HWD. Aircraft will obsolete HUD and camera systems can more economically upgrade to EFVS. For pilot training, Universal has developed a program that includes online training, virtual reality practice, then practice in a flight training device. Universal sees EFVS with SkyLens particularly useful for the helicopter market to enhance safety during low-visibility conditions and stressful missions such as firefighting, medevac and search-and-rescue operations. SkyLens can also display night vision goggle information. The company currently is working with OEMs on three commercial aircraft: Leonardo’s AW139 and AW169 and the Airbus Super Puma for the German police. Universal already has flown 200 to 300 test hours with EFVS on the FAA’s Sikorsky S-76. IBAC’S FLIGHTPLAN STAGE 1 IS-BAO STAY ON THE LEADING EDGE OF THE BUSINESS JET INDUSTRY The International Business Aviation Council’s (IBAC) new FlightPlan Stage 1 IS-BAO risk management program for small operators is now available. Unveiled at NBAA 2019, the program is designed to provide a pathway for operators with one aircraft and one base to gain Stage 1 IS-BAO recognition within 90-180 days. Under the option, a credentialed program support affiliate will help streamline the pre-audit process for the operator. Once that is accomplished, the operator will undergo a one-day independent audit and continue with post-registration validations every six months over a two-year period. FlightPlan Stage 1 will include access to the IBAC General Company Operations Manual (GCOM). IBAC says the program is an all-inclusive option that provides a streamlined approach to demonstrating safe operations that will make it easier for smaller operators to participate. IBAC's Stage 1 program has three basic phases: obtaining IS-BAO documentation and conducting a web meeting with AviationManuals, a partner in the program; meeting with an FS1-approved implementor to prepare for the program and audit; and then undergoing the audit. The program also outlines a path to Stage 2 registration. Similarly, IS-BAH (International Standards for Business Aviation Handling) is a global set of industry best practices, centered around SMS, that are tailored for aircraft handlers, such as FBOs. Launched in 2014, the IS-BAH program now has nearly 200 different ground handling services providers that have achieved at least Stage 1. While it works to bring in operators at the Stage 1 level, IBAC also has teamed up with Baldwin Safety and Compliance on the development of a business aviation-specific safety database based on operators participating in the IS-BAO Progressive Stage 3 group. Progressive Stage 3 operators meet IS-BAO Stage 3 protocols, but will share de-identified (for privacy) SMS data with IBAC, and participate in IS-BAO audits progressively over the course of a year. Baldwin will support the de-identification, storage, and analysis of the information that will be accumulated in the database, the first of its kind for business aviation. IS-BAO is a recommended code of best practices for aircraft operators based on International Civil Aviation Organization standards and with safety management systems (SMS) at the core of the program. Established in 2003, the program offers registration in various stages, with Stage 3 considered the highest level with more intensive audits. Overall, IS-BAO is designed to help flight departments achieve high levels of safety and professionalism. More than 700 organizations are registered. https://www.ainonline.com/aviation-news/business-aviation/2020-11-20/top-flight-awards-safety Human Factors and Ergonomics Society (HFES) Applauds Boeing and FAA for Resolving 737 MAX Human Factors Design Flaws Newswise — Washington, DC (November 18, 2020) – The Human Factors and Ergonomics Society (HFES) applauds Federal Aviation Administration (FAA) Administrator Steve Dickson’s order that returns the Boeing 737 MAX to service following the fatal Lion Air Flight 610 and Ethiopian Airlines Flight 302 crashes last year and the aircraft’s subsequent grounding. The Lion Air and Ethiopian Airlines crashes were the latest in a long string of accidents caused by insufficient attention to automation reliability and pilot understanding of automated systems in aircraft system design. In December 2019, Dr. Mica Endsley, HFES’s Government Relations Committee Chair, testified before the U.S. House of Representatives in a hearing that examined the FAA’s oversight of the aircraft’s certification. Dr. Endsley’s testimony focused on how human factors engineering should be applied and prioritized in the design and development of all civilian and military aircraft systems and how those standards were not followed in the design and certification of the 737 MAX. Automation confusion and loss of situation awareness are common challenges brought on by the inherent brittleness of automation, lack of automation display transparency, and inadequate automated system training. Accidents such as these, and their costly aftermaths, can be easily prevented. The Society is monitoring efforts by Congress that seek to restore FAA’s oversight mechanisms, require human factors design and testing throughout aircraft systems development and certification, and promote a strong safety culture at all aircraft manufacturers. HFES strongly supports legislation to address not only the specific failures associated with the Lion Air and Ethiopian Airlines crashes, but also other issues related to human use of automation. # # # About Human Factors and Ergonomics Society The Human Factors and Ergonomics Society is the world’s largest scientific association for human factors/ergonomics professionals and scholars with more than 3,500 members globally. The mission of HFES is to advance the science and practice of designing for people in systems through knowledge exchange, collaboration, and advocacy. HFES members include psychologists and other scientists, designers, practitioners, and engineers, all of whom have a common interest in designing systems and equipment to be safe and effective for the people who operate and maintain them. https://www.newswise.com/articles/human-factors-and-ergonomics-society-hfes-applauds-boeing-and-faa-for-resolving-737-max-human-factors-design-flaws Hermeus Receives Funding Round for Hypersonic Aircraft Hermeus "designed from scratch, built, and successfully tested a Mach 5 engine prototype in only nine months” and demonstration of that engine helped lead to an initial U.S. Air Force contract. Hermeus Corp., the aerospace startup that landed a U.S. Air Force contract toward the development of a hypersonic business jet for presidential travel, closed a $16 million Series A funding round that the company said will help build “foundational capabilities” in its quest to develop a Mach 5 aircraft. In August, the company announced it received an “Other Transaction for Prototype Agreement Direct to Phase II” contract from the U.S. Air Force and the Presidential and Executive Airlift Directorate, adding that the award followed the successful test of a Mach 5 capable engine prototype in February. Hermeus, which was founded in 2018 and stood up its board of investors with its initial seed investment a year later, said it “designed from scratch, built, and successfully tested a Mach 5 engine prototype in only nine months.” As it announced the latest round of funding, Hermeus gave a snapshot of an initial test facility that it said went “from open field to engine tests in two months” and added that plans call for an expanded test facility in Atlanta that will also be capable of light manufacturing. The company is working toward the development and ground test of a full-scale engine that will power its first Mach 5 aircraft. In addition, Hermeus is working on the design of that aircraft and anticipates details to be released in upcoming months for the project that it believes will be a decade in the making. "Hermeus has consistently hit aggressive milestones on short timelines—anyone familiar with the industry should be impressed by their progress and innovative approach to product iteration. The technology has the potential to accelerate capabilities at the same scale we saw in rockets and satellites over the last decade," said Rich Boyle, general partner at Canaan, which led the latest funding round. "This is the team—with deep industry experience and a vision for what’s possible—best positioned to deliver us Mach 5 flight." The Hermeus team comprises aerospace veterans from SpaceX, Blue Origin, NASA, Boeing, GE, and Honeywell, the company added. “Our goal at Hermeus is to fundamentally and sustainably redefine human connection by accelerating the global transportation network five times over," said CEO AJ Piplica. "As we grow, we continue to attract the very best people, diverse in perspective and united in purpose, determined to achieve what some people think is impossible—creating a substantially faster future." https://www.ainonline.com/aviation-news/business-aviation/2020-11-19/hermeus-receives-funding-round-hypersonic-aircraft RTCA Free Technical Webinar 11/30: Interference Risk on Radar Altimeters from Planned 5G Telecommunication Systems Join RTCA and leaders of Special Committee 239 (SC-239) for a discussion on the planned 5G telecommunications system implementation that could interfere with radar altimeters. The session will address potential risks to commercial transport airlines; business, regional, and general aviation airplanes; and both transport and general aviation helicopters. The presentation includes an overview SC-239’s new white paper: Assessment of C-Band Mobile Telecommunications Interference Impact on Low Range Radar Altimeter Operations that was written to address the potential consequences of interference events. The panel will address your questions and concerns in an interactive Q&A session. Panelists include committee co-chairs Jean-Luc Robin of Airbus and Seth Frick of Honeywell and secretary Dr. Sai Kalyanaraman of Collins Aerospace. REGISTER Curt Lewis