Flight Safety Information - March 11, 2022 No.050 In This Issue : Pilot in training and instructor were preparing for flight exam before fatal PA crash : Delta pilots protest, saying record number of overtime hours is wearing them out : The TSA Mask Mandate Has Been Extended to April 18—Here's What That Means for Travelers and Airline Workers : Hypersonic aircraft start-up Hermeus raises $100 million to finish prototype, build out fleet : Aircraft Lessors Face Legal Quagmire on Russia Jet Repos. Will Insurers Provide Relief? : Trump asking supporters to fund new plane after emergency landing : Russia threatens to abandon US astronaut in space : ISASI 2022 - Brisbane Australia - Call for Papers : March/April 2022 Issue of FAA Safety Briefing Pilot in training and instructor were preparing for flight exam before fatal PA crash The pilot and flight instructor killed in the fiery plane crash into a Pennsylvania neighborhood were preparing for the commercial pilot practical exam, according to a preliminary report from the National Transportation Safety Board. Authorities say the pilot had successfully passed the commercial pilot written examination prior to the fatal Feb. 24 flight. But while in the air “performing maneuvers” at 2,000 feet, NTSB investigators say the Beech 35-C33 airplane “descended into a residential street” near Hilltown Township while entering a left spin. Pilot Brian Filippini, 55, of Philadelphia, and instructor Alfred George Piranian, 74, of Chalfont, both died on impact, according to Lehigh Valley Live. A propeller blade separated from the small plane and flew into a home during impact, officials said, and “a postcrash fire consumed a majority of the wreckage,” including the cabin and cockpit. Both the plane’s wings along with its engine were also pulled from the plane during the crash, according to the report. Nobody in the neighborhood was injured, WCAU reported. The plane crash remains under investigation. Hilltown Township, in Bucks County, is about 40 miles northwest of Philadelphia. https://www.yahoo.com/news/pilot-training-instructor-were-preparing-190233294.html *** Date: 24-FEB-2022 Time: 16:56 Type: Silhouette image of generic BE33 model; specific model in this crash may look slightly different Beechcraft 35-C33 Debonair Owner/operator: Private Registration: N6129V MSN: CD-858 Fatalities: Fatalities: 2 / Occupants: 2 Other fatalities: 0 Aircraft damage: Written off (damaged beyond repair) Category: Accident Location: near Hilltown Township, PA - United States of America Phase: En route Nature: Training Departure airport: Doylestown Airport, PA (DYL/KDYL) Destination airport: Doylestown Airport, PA (DYL/KDYL) Investigating agency: NTSB Confidence Rating: Accident Investigation report not yet completed, but information verified through official sources Narrative: A Beechcraft 35-C33 Debonair, N6129V, was destroyed when it impacted residential terrain in Hilltown Township, Bucks County, Pennsylvania. The private pilot and flight instructor were fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 instructional flight. The pilot owned the airplane and had successfully completed the commercial pilot written examination. The purpose of the accident flight was to prepare for the commercial pilot practical examination. Review of Automatic Dependent Surveillance - Broadcast (ADS-B) data revealed that the airplane departed Doylestown Airport (DYL), Doylestown, Pennsylvania about 1626. The airplane was performing maneuvers about 2,000 ft mean sea level [about 1,500 ft AGL] when it entered a left spin and descended into a residential street. During the impact, a propeller blade separated and entered a residence. The wreckage came to rest upright, oriented about 125° magnetic and no debris path was observed. A post-crash fire consumed a majority of the wreckage. The cockpit and cabin were mostly consumed by fire. Both wings separated from the airplane, but their respective flaps and ailerons remained attached. The empennage remained intact with the rudder and elevator still attached. The flaps and landing gear were retracted. Flight control continuity was confirmed from all flight control surfaces to the cockpit area. Measurement of the two elevator trim actuators corresponded to a 5° trim tab down (nose-up) position. The engine came to rest upright, separated from the airframe. The three propeller blades separated from the hub. One blade was consumed by fire about 12 inches outboard of the root. Another blade exhibited fire damage, s-bending, chordwise scratching and leading-edge gouging. The third propeller blade exhibited s-bending, chordwise scratching and leading-edge gouging. nearest reporting station to the accident coordinates: METAR KCKZ 242155Z AUTO 09004KT 10SM OVC038 (time 2155 UTC [16:55 local] wind 090 degrees at 4 knots; visibility 10 statute miles; sky overcast 3,800') https://aviation-safety.net/wikibase/275888 Delta pilots protest, saying record number of overtime hours is wearing them out CLAYTON COUNTY, Ga. — Delta Air Lines pilots hit the picket lines in Atlanta Thursday, lining up outside of Hartsfield-Jackson International Airport. They were protesting their work schedules and said they are being overworked, though they were not calling the protest a “strike.” Channel 2′s Berndt Petersen was at the airport, where pilots said there are not enough of them to handle the growing number of flights. They said they’re working a record amount of overtime and it’s wearing them out. “Our pilots are tired,” Captain Evan Baach with the Air Line Pilots Association said. “They are frustrated with their schedules.” Two hundred union pilots arrived in waves with a list of grievances on the signs they carried. “If I look tired, it’s because I am,” one sign read. “I almost missed my flight, it was just so packed,” Jean said. “There just weren’t enough workers there.” The union said that there are just not enough pilots to cover the growing number of flights as the airline returns to a pre-pandemic schedule. Janice Huff said it was unnerving to hear about pilots’ long hours when she was about to board. “I don’t want a tired pilot flying my plane,” Huff said. “That’s concerning.” Delta released a statement, saying all of its pilot schedules exceed safety requirements set by the Federal Aviation Administration, as well as those outlined in the pilots’ contract. The two sides are currently negotiating a new deal. Baach said pilots are concerned that there are not enough pilots in case of bad weather or an operation issue. “The company is scheduling more flights than they have pilots to fly them,” Baach said. “We’re concerned there’s not enough buffer there.” Delta said the pilots who were picketing were off the clock and the demonstration did not disrupt operations. Union pilots plan to picket again on March 25 at Los Angeles International Airport. https://www.wsbtv.com/news/local/atlanta/delta-pilots-protest-saying-record-number-overtime-hours-are-wearing-them-out/VQKMGGXQXRDS5JDOFIWLNMWTGY/ The TSA Mask Mandate Has Been Extended to April 18—Here's What That Means for Travelers and Airline Workers Some are ready for the requirement to end; others hope masks are here to stay. If you’ve been to a store, event, or concert recently, you've likely noticed that COVID-19 mask rules have eased. In airports, it's a different reality. The TSA mask mandate—which makes the face coverings required on planes, in airports, and even on board trains—was extended this Thursday until April 18. During the time provided by the extension, the Centers for Disease Control and Prevention plans to work “with government agencies to help inform a revised policy framework for when the mask rules can be lifted,” a White House official told NBC News. Although the extension helps travelers know what to expect for the next month or so, there is still a debate in the airline industry over what to do about face coverings in the long term, especially among airline cabin crew. Despite being a group of frontline workers who have had extremely high rates of COVID-19, particularly amid the ultra-contagious Omicron variant, many flight attendants say they are ready for the mandatory requirement to be lifted—at least partially. While the largest union for cabin crew, the Association of Flight Attendants-CWA, hasn’t officially said whether it believes the mandate should be allowed to expire later this spring, the group has made it their mission to remind travelers and their flight attendants that as long as the mandate is in place, “flight attendants are charged with managing it.” Overall, it’s that aspect that flight attendants are fed up with: reminding fliers to wear their masks. Indeed, for months flight attendants have been on the receiving end of a recent surge of unruly passenger incidents that have turned violent. It’s a trend many attribute to the federal mask mandate and some travelers' opposition to it. Subsequently, even with the lingering risk of potentially becoming ill, a growing number of flight attendants are tired of the rule. “Honestly, I would like it to go away on airplanes,” says Riley, a flight attendant for Alaska Airlines, who only wanted her first name to be used. “I think it is important to wear a mask when you are squeezed in a tube like a sardine for hours, but I hate being the mask police. People are so mean about it, and it becomes tiring and soul crushing.” Another Alaska Airlines flight attendant, Tamford, says she thought only vaccinated passengers should be exempt from wearing a mask on board. But that could prove difficult to enforce, as air passengers aren’t currently required to carry or display a vaccination record for domestic travel. Further, such a rule would require flight crews to basically “card” passengers who weren’t wearing a mask and could potentially create even more work. Other flight attendants agree that the requirements should now be left to passengers’ discretion, rather than a regulation the crew should be tasked with enforcing. “It's time to end the mandatory element,” says Ken, an American Airlines flight attendant. “If you want to wear one, wear it.” While only targeting specific fliers with face coverings could make sense from a health perspective, the airline industry historically favors uniform decisions: if a policy is set for one, then it’s set for all. This means that if it's beneficial for some fliers to keep masks on, the policy will likely be extended to cover every passenger. One group that still needs masks while traveling is children under 5 years old, who are still not approved to receive vaccines. In the interest of protecting the youngest passengers and others who are immunocompromised, federal officials could well keep the rule in place for the foreseeable future. According to the flight attendant union, this—and the need to instill confidence in the safety of air travel—is one of the reasons the TSA mask mandate will be extended. Another reason masks could stay longer term, the union says, is that other countries still require them on board. Typically officials work to harmonize air safety procedures around the world as much as possible. And of course, there is the health of flight crews to consider. When the Omicron variant took hold, the industry saw just how susceptible flight crews are to an airborne illness. The industry was suddenly faced with a massive crew shortage due to many calling out sick, causing long stretches of flight cancellations and delays. At the moment, most employees are told to call in sick if they test positive with proof, and won’t incur any disciplinary action. Crew are also informed by their airline they’ve been exposed and told to watch for symptoms, but in that case must continue their schedule and flights as planned. With that in mind, some flights attendants say that even if the mandatory requirements expire, they will never go back to a mask-free flight. Riley, the Alaska flight attendant, says if the mandate is allowed to eventually expire, she’ll still plan to wear a mask while working on board. “I hope the airline industry as a whole requires it for crews or gives us the option to wear it if we wish.” https://www.cntraveler.com/story/the-tsa-mask-mandate-has-been-extended-to-april-18-heres-what-that-means-for-travelers-and-airline-workers Hypersonic aircraft start-up Hermeus raises $100 million to finish prototype, build out fleet Hermeus Hypersonic aircraft startup Hermeus on Thursday announced a $100 million round of funding that it says will help complete development of its first prototype aircraft and build out its fleet of high speed jets. Hermeus’ fundraising was led by venture capitalist Sam Altman, and joined by Peter Thiel’s Founders Fund and In-Q-Tel, both new investors. The round included existing investors Khosla Ventures, Canaan Partners, Bling Capital, and Revolution’s Rise of the Rest. The company declined CNBC’s request to disclose its valuation following the raise. “Hermeus is pursuing an ambitious vision that seems impossible at first glance, but they pair it with an engineering culture and business roadmap that can actually bring it into reality,” Altman said in a statement. In a tweet, he said: “i [heart] fast airplanes!” The Atlanta-based company is developing aircraft that would travel at five times the speed of sound, or Mach 5. Founded in 2018, Heremeus has been developing its Chimera engine and Quarterhorse prototype aircraft, to demonstrate the capability and reliability of its approach. Hermeus said the new funds will be dedicated to completing development of its first Quarterhorse jet, build three flight-capable Quarterhorse jets, and begin flight testing. Then, the company plans to move to development of its next aircraft, called Darkhorse. “Quarterhorse is a sprinter, effectively the smallest possible airframe to flight test our engine, Chimera, across all modes of operation and Mach numbers. Darkhorse will be capable of sustained hypersonic flight and be able to carry cargo or payloads,” Hermeus COO Skyler Shuford told CNBC. The company unveiled its first, non-flying Quarterhorse prototype at an event in 2021, where Hermeus test fired the aircraft’s engine. Hermeus last year said that it aimed to begin Quarterhorse flight testing in late 2022, but on Thursday said it is now on track to fly in 2023. Hermeus’ testing and development of Quarterhorse and Darkhorse are part of the company’s plan to then build a hypersonic commercial passenger jet, called Halcyon. Hermeus The market for high-speed next generation jets has attracted a variety of new prototypes, such as Boom Supersonic’s Overture or NASA’s Quiet Supersonic Technology (or QueSST) aircraft, which Lockheed Martin is manufacturing. But the difficulty of building such vehicles is apparent through the typically high capital costs and development delays – risks emphasized by Aerion Supersonic, which closed down last year. Hermeus’ has an 110,000-square-foot factory in Atlanta and says it has completed over 100 engine test to date. Last year, Hermeus won a $60 million U.S. Air Force contract to begin flight testing Quarterhorse and validate its Chimera engine. https://www.cnbc.com/2022/03/10/hypersonic-aircraft-startup-hermeus-raises-100-million.html Honda-General Electric's HF120 Jet Engines Pass 200k Flight Hours, Sadly Without VTEC (Variable Valve Timing & Lift Electronic Control) Honda has their hands in just about every facet of vehicle design, engineering, and production. The realm of passenger jet aerospace is no different, as their HF120 light turbofan jet engine. A design that just this week logged its 200,000th flight hour in the air. In conjunction with the American Aerospace giants at General Electric, Honda has been developing and fine-tuning the HF120 jet engine since the late 2000s. All in the hopes of creating an in-house developed powerplant for Honda's HA-240 HondaJet, an airframe that's already been built in over 200 units in its production cycle by the end of 2021. Not bad for a small yield private jet. Developed using engines from other manufacturers, the HondaJet began production using Honda-General Electric's own engine in December 2015. Since then, the HondaJet's passed every test the aviation sector could throw at it with flying colors. Including only a single loss of hull incident over seven years with no fatalities or injuries. The facility that manufactures HF120 engines for the HondaJet and other potential clients is based in Burlington, North Carolina. It's exported HF120 engines to as many as 42 different countries. At 2,095 lbs thrust, they're no afterburning screamers. But what they lack in raw power, they make up for in refinement, reliability, and brand recognition. It's an achievement Honda is no doubt extremely proud of. As nobody, some of us included, ever anticipated much would come out of Honda's light jet aircraft initiative. "We are excited to share this milestone with our customers," said Melvyn Heard, president of GHAE. "The engine has demonstrated best-in-class reliability and cost of ownership for our global customers. We realize the great importance our customer's place on reliability and aircraft availability. This is a testament to all those involved in this milestone, including our dedicated product support team." Here's to 200,000 more accident-free flying hours. The more of that, the merrier for all of us. Would you fly on a jet from the same company that brought us the Civic? https://www.autoevolution.com/news/honda-general-electric-s-hf120-jet-engines-pass-200k-flight-hours-sadly-without-v-tec-183542.html Aircraft Lessors Face Legal Quagmire on Russia Jet Repos. Will Insurers Provide Relief? Global leasing companies staring at an imminent sanctions deadline to repossess more than 400 jets worth almost $10 billion from Russian airlines have received mostly radio silence as experts warn of legal wrangling that could last a decade. Western bans imposed after Russia’s invasion of Ukraine give most leasing firms until March 28 to sever ties with Russian airlines – sparking a game of cat-and-mouse from Asia to Africa as lenders frantically try to seize aircraft. The aviation insurance market will struggle to make payouts potentially dwarfing the $1.8 billion from 9/11. Leasing companies are terminating leases and asking for planes to be returned along with the paperwork that must be secured for planes to be placed with new airlines. But so far, Western observers say that is not happening. “There is nothing official, but Russian airlines are not giving aircraft back. The only ones are a handful that were already outside Russia and could be repossessed,” said independent aviation adviser Bertrand Grabowski. Those include two jets seized in Istanbul and Mexico City, according to trade journal ch-aviation. Others have wriggled through the repo net. An Aeroflot Boeing 777 narrowly escaped being seized at the initiative of a non-Russian bank in Southeast Asia and the Gulf in the past week, two people familiar with the matter said. An Airbus A321neo leased to the same flag carrier was the target of a failed repossession in Egypt, aviation publication The Air Current reported. Aeroflot did not respond to a request for comment. Mass Default Risk In total there are almost 780 jets leased by Russian airlines, including 515 from abroad. Even some leased within Russia are subject to claims from foreign banks. Some 425 of these are most at risk in what looks set to become aviation’s biggest mass default, according to consultants Ascend by Cirium who have seen “virtually no progress” in seizing jets. For a maturing industry with portfolios worth up to $300 billion, that remains far from the global impact of the pandemic that grounded over 15,000 jets. But the loss of a market representing 5-6% of global traffic has shocked a sector that owns more than half the world’s airliner fleet. The resulting flood of claims and potential writedowns could trigger a lengthy contest over liability. “This will end up in the courts forever. In general it is a very bleak picture,” said Jerrold Lundquist, managing director of advisers Lundquist Group. “Between the airlines, lessors and insurers, you are most probably looking at a decade of lawsuits,” Grabowski added. Ratings agency Moody’s warned last week that a prolonged escalation of sanctions could pile pressure on the leasing industry, which has risen from shaky roots in the 1970s to become a dominant force. ‘Uncharted Territory’ As Russia launched what it described as a “special operation” in Ukraine last month, some financiers reported initial signs of panic. “Someone offered to sell me seven freighters – and two other international lessors asked if I wanted to buy their entire Russian portfolio,” said a person at a China-based lessor, adding the offer had been refused. Facing multiple obstacles in seizing jets – from lack of co-operation and possible security risks on the ground, to airspace bans and questions over permission to fly to storage sites – lessors are banking on a record payout under war-risk insurance. But the aviation insurance market will struggle to make payouts potentially dwarfing the $1.8 billion from 9/11. A declaration of war is not necessarily required to claim under a war-risk policy, insurers say, with nationalization, seizure and restraint under government orders also covered. But lawyers say proving Moscow has effectively confiscated hundreds of jets could be a daunting task. “This is totally uncharted territory. There is a possibility that insurers could cancel policies, leaving lessors with an aircraft but no insurance,” Lundquist said. War also threatens to erode the Cape Town Convention, an industry circuit-breaker designed to make contracts more enforceable across borders. Its 83 nations including Russia set up an international register to smooth repossessions but it relies on co-operation widely seen as unlikely after Russian President Vladimir Putin told airline workers that Western sanctions were “akin to a declaration of war.” Most lessors already use the Bermuda register rather than Russia’s over legal uncertainties. A person at a Chinese lessor with planes at Aeroflot said transferring the agreement to a different entity would require layers of approvals that have little chance of materializing. “We’re completely stuck,” said the person who has spoken to an Aeroflot representative almost every day since the invasion. Even if conflict eases, Russia’s near-isolation may permanently damage valuations by interrupting the continuity of maintenance records or encouraging airlines to swap parts. Indirect effects might go wider still, forcing Airbus and Boeing to remarket dozens of jets and halting others’ plans to convert older Russian jets into freighters amid a cargo boom. Also in the spotlight are asset-backed securities used by lessors to ease financing and now containing high Russian risk. All this, while soaring oil prices threaten to punch a new hole in airline balance sheets and damage the creditworthiness of all carriers. UK-based aviation consultancy IBA said the crisis had already delayed the industry’s pandemic recovery by two months. Critics say the crisis calls for a rethink about the way the industry handles risk. For years its selling point to investors was its ability to move assets to escape regional volatility. But a worldwide pandemic, and now a sequestered Russian fleet, have left the industry struggling to restore equilibrium. “There was a perception that Russia was a good risk and capable of absorbing significant capacity that others could not take because of the COVID-19 crisis,” Grabowski said. “For people who had surplus planes on their hands Russia was a venue of last resort. Most of the market also thought Aeroflot was an impeccable credit but forgot the political risk.” https://www.insurancejournal.com/news/international/2022/03/11/657826.htm Trump asking supporters to fund new plane after emergency landing Former President Trump is asking his supporters to help fund his new "Trump Force One" private plane just days after a jet flying him to Mar-a-Lago made an emergency landing when one of its engines failed. Trump, through his Save America PAC, sent his supporters an email titled "Update Trump Force One" in which he said that "my team is building a BRAND NEW Trump Force One." He added that the construction of this plane has been under wraps and said "I can't wait to unveil it for everyone to see." The fundraising email said he had "a very important update on his plane" and asked potential donors if they remember how the former president used to travel across the U.S. in his own "Trump Force One" before he became "the greatest President of all time." The email included a GIF of a plane taking off with a poll giving donors "yes" or "no" options if they wanted to see his new plane. The poll links to a donation page that asks supporters to "Contribute ANY AMOUNT IMMEDIATELY to send your response to President Trump!" The former president was traveling back to his Mar-a-Lago residence in Palm Beach, Fla., from the Four Seasons Hotel in New Orleans in a private jet when the pilot decided to turn around and return to the airport after an engine failed. The news was first reported by Politico and The Washington Post. The jet, a Dassault Falcon 900, was given to Trump by a donor for the evening to travel back from the Republican National Committee retreat in New Orleans to his home in Florida. Trump's personal Boeing 757 was a staple during his 2016 presidential campaign. Last year, it was reported that his Boeing 757 was sitting unused at an Orange County, N.Y., airport unable to be flown. The full-size passenger airliner, which bears Trump's name across the side in large block letters, has fallen into disrepair. One engine is shrink-wrapped and the other is missing parts, according to CNN. https://www.yahoo.com/news/trump-asking-supporters-fund-plane-152737914.html ] Russia threatens to abandon US astronaut in space The head of the Russian Space Agency posted a video on social media that threatened the scheduled return of American astronaut Mark Vande Hei from the International Space Station. LONDON (Reuters) - Confiscating the assets of companies that have fled Russia after the invasion of Ukraine would shatter investor confidence for decades and take Russia back to the calamitous days of the 1917 Bolshevik revolution, metals magnate Vladimir Potanin said. Potanin, the biggest shareholder in Norilsk Nickel, the world's largest producer of palladium and refined nickel, said Russia should respond with pragmatism to its exclusion from whole swathes of the global economy. "We should not try to 'slam the door' but endeavour to preserve Russia's economic position in those markets which we spent so long cultivating," Potanin, the 61-year-old president of Norilsk Nickel, said on the Telegram messaging app. Potanin said confiscating assets from companies which had left Russia would put the country out in the cold for investors for decades. "It would take us back 100 years to 1917 and the consequences - a global lack of confidence in Russia from investors - we would feel for many decades," Potanin said. Russia's economy is facing the gravest crisis since the 1991 fall of the Soviet Union after the West imposed heavy sanctions on almost the entire Russian financial and corporate system following Moscow's Feb. 24 invasion of Ukraine. Russian Prime Minister Mikhail Mishustin told President Vladimir Putin on Thursday that the government proposed putting companies that had left Russia into external administration. The exact mechanisms of that are unclear, though there is a fierce debate within the Russian elite about how severe Moscow reaction to Western sanctions should be, officials and businessmen said. Putin said Russia would remain open for business and did not intend to close itself off from those who still wanted to do business. Many do not - at least for now. BP said last month it was abandoning its stake in Russian oil producer Rosneft while companies ranging from McDonald's and Coca-Cola Co to Toyota and IKEA have shuttered their businesses in Russia. DOOR SLAM? Potanin’s upbringing as the son of a high-ranking Soviet trade official and an education at Moscow’s elite diplomatic academy have always set him slightly apart from other oligarchs who rose from rags to riches in the chaos of the 1990s. The privatisation deals under President Boris Yeltsin gave Potanin and other oligarchs control over some of the best assets of a former superpower, though their clout was eroded under Putin as a new group of former spies put some of Russia's biggest oil production units under state control. Besides being the world's largest producer of palladium and high-grade nickel, MMC Norilsk Nickel is a major producer of platinum and copper. It also produces cobalt, rhodium, silver, gold, iridium, ruthenium, selenium, tellurium and sulphur. Potanin warned that some countries used sanctions as a way to edge out competition so Moscow needed to make wise and thoughtful decisions. He also called for removing foreign currency restrictions on paying coupons on Russia's external debt which he said totalled $480 billion because a technical default on interest payments could, he said, allow demands for the full principal to be paid. "This fully applies to major public companies," Potanin said. Russia said on Sunday that sovereign bond payments will depend on sanctions. "We see that the West's own economies have suffered by imposing sanctions against Russia. So we must be wiser and avoid a scenario under which our sanctions hit us," Potanin said. Putin says the "special military operation" in Ukraine is essential to ensure Russian security after the United States enlarged the membership of NATO up to Russia's borders and supported pro-Western leaders in Kyiv. Ukraine says it is fighting for its existence while the United States, and its European and Asian allies have condemned the Russian invasion. China has called for calm. https://www.yahoo.com/gma/russia-threatens-abandon-us-astronaut-174049787.html ISASI 2022 Brisbane Australia Current Challenges for Aviation Safety Call for Papers ISASI 2022 will b e a fully interactive "hybrid” conference for delegates to meet either face to face at the Pullman Hotel King George Square Brisbane Australia or to register and participate “ on line August 30 to September 1 , 2022 The committee welcome s the offer of presentations that will address the challenges for contemporary aviation safety in the new normal including: · Recent accident/incident investigations. · Novel and new investigations techniques. · Data investigation and analysis. · Future technological developments for aviation safety. · Investigator training and contemporary selection criteria. · Wreckage recovery and analysis. · Developments in analysis and understanding of human performance with specific reference to pandemics. Abstracts should include the author’s current short CV and be sent to ISASI2022@isasi.org or if you have any questions pmayes@isasi.org April 20th Closing date for receipt of abstracts May 30th Presenters informed of successful selection and instructions for final papers issued July 20th Completed paper and power point presentation required Curt Lewis