Flight Safety Information September 28, 2012 - No. 197 In This Issue 19 killed in Nepal plane crash No cracks found in GE jet engine that failed in Shanghai-NTSB Jet stuck on Concord runway holds up NASCAR flights CASA is concerned planes in Australia are operating well beyond original design assumptons Video of TAM A330 escapes misaligned-gear landing at JFK PRISM Certification Support United Airlines gets a 787 2012 Aviation and Transportation Law Conference NTSB Course - MANAGING COMMUNICATIONS FOLLOWING AN AIRCRAFT ACCIDENT OR INCIDENT FAA ESTABLISHES NEW CENTER OF EXCELLENCE FOR GENERAL AVIATION Aviation Ph.D. Program Researches Critical Issues 19 killed in Nepal plane crash The plane plunged into the banks of the Manohara river, killing all 19 on board. A small plane flying 19 people towards Mount Everest crashed on the outskirts of the Nepalese capital on Friday, killing everyone on board including seven Britons and five Chinese, police said. The Sita Air Dornier craft had just taken off from Kathmandu airport and was headed to the small town of Lukla, a gateway to the world's highest mountain, when it plunged into the banks of a river near the city. National police spokesman Binod Singh said there were no survivors. "The crash has caused the death of 12 foreigners, including seven British and five Chinese tourists. The remaining seven, including three crew members, are Nepalese," Mr Singh said. He said that the plane had crashed less than one kilometre from the airport at around 6:30am next to the Manohara river. "The pilots seem to have tried to land it safely on the banks of the river but unfortunately the plane caught fire." Police had initially said five Japanese, two Italians and a Briton were killed in the crash but later corrected the information, which had been given in error by an officer at the crash site. Dozens of army personnel had arrived at the crash site, said Nepalese army spokesman Ramindra Chhetri, and were battling to bring the blaze under control. Local television channels showed dozens of soldiers and police officers picking through the smouldering wreckage of the aircraft with a large crowd of shocked bystanders watching. A number of badly-burned bodies were laid in a line a few metres from the craft's shattered fuselage. "I was just walking and saw a plane landing. It was caught on fire and I even heard people inside the plane screaming," a witness told Kantipur Television. Nepal has a poor road network and large numbers of tourists, pilgrims and professional climbers often rely on the country's 16 domestic airlines and 49 airports to reach remote areas. The latest fatal crash in Nepal - the sixth in less than two years - could potentially lead to new scrutiny of the country's numerous small airlines, which provide vital links to remote parts of the country. Aircraft and pilots often have to contend with bad weather and difficult landing strips in the Himalayan nation. In another recent accident in Nepal, a small Agni Air plane taking tourists to a treacherous high-altitude airport near the Annapurna mountain region ploughed into the ground, killing 15 people on board. In September last year a small plane taking tourists on a sightseeing trip around Everest crashed into a hillside near the Nepalese Kathmandu, also killing all 19 people on board. The Buddha Air Beechcraft plane, carrying 10 Indians, two Americans, one Japanese citizen and three local passengers, came down in heavy rain and fog at Godavari, about 10 kilometres from the capital. AFP ************** Date: 28-SEP-2012 Time: 06:10 a.m. Type: Dornier Operator: Sita Air Registration: 9N-AHA Fatalities: Fatalities: 19 / Occupants: 19 Other fatalities: 0 Airplane damage: Written off (damaged beyond repair) Location: Near the Manohara River on the southwest edge of Katmandu - Nepal Phase: Take off Nature: Domestic Scheduled Passenger Departure airport: Tribhuvan International Airport (TIA,) Katmandu Destination airport: Lukla Narrative: A plane carrying trekkers into the Everest region crashed just after takeoff on Friday morning 28 September 2012 in Nepal's capital, killing all 19 people on board, authorities said. The pilot reported trouble two minutes after takeoff, and Katmandu airport official Ratish Chandra Suman said the plane appeared to have been trying to turn back to the airport. Suman said he could not confirm if the plane was already on fire before it crashed. The twin-engine propeller plane belonging to domestic Sita Air crashed onto open ground near the Manohara River on the southwest edge of Katmandu. The morning weather was clear. www.aviation-safety.net Back to Top No cracks found in GE jet engine that failed in Shanghai-NTSB CROTONVILLE, N.Y., Sept 27 (Reuters) - The failure of General Electric Co -made jet engine that caused a freighter to abort takeoff in Shanghai, China, earlier this month did share the same root cause with a fire in a similar engine in Charleston, South Carolina, in July, U.S. safety officials said on Thursday. The National Transportation Safety Board said that inspections found that the fan shaft on the GEnx engine involved in the Shanghai incident "was intact and showed no indications of cracking," unlike the South Carolina engine, where cracks were found. Both engines were on Boeing Co jets. No one was injured in either incident. All of the GEnx engines in service have been inspected and the Federal Aviation Administration last week ordered that the engines be inspected every 90 days for signs of cracking. GE has since changed the coating it applies to the fan shaft that cracked. Jeff Immelt, chief executive of the largest U.S. conglomerate, told reporters on Thursday that it was good news that the two incidents did not share a common root cause. "I think the NTSB's fine with where it stands, deliveries are going forward and I actually think the fact that it is a different cause is more positive than negative," he said at the company's executive training center in Crotonville, New York, where GE officials were meeting with investors and analysts. GE's rivals in the jet engine market include United Technologies Corp 's Pratt & Whitney unit and Britain's Rolls-Royce PLC. Back to Top Jet stuck on Concord runway holds up NASCAR flights The jet's wheels were mired in the turf at Concord airport. CONCORD - A charter jet carrying NASCAR officials and race team members on their way to this weekend's race in Dover, Del., taxied off the runway at Concord Regional Airway Thursday and got stuck in the turf. Nobody was hurt, but officials were forced to close the runway on an unusually busy afternoon. The jet got stuck as it turned onto the runway. Workers were not able to tow the jet back onto the runway, and officials closed the airport to incoming and outgoing traffic. Airport officials were not available for comment Thursday afternoon. A woman answering the phone there said all were busy working on the incident. Race team members said they hoped to have an update by 7 p.m. The 737-800 charter jet was taxiing and preparing to turn onto the 7,400 foot runway when its right wheels got stuck in a soft grassy area, according to Chris Chidgey, who works for BK Racing and was on the plane preparing to take off. He said as the jet was turning the corner to go onto the runway, the wheels got stuck. "The pilot tried to power it out, but he couldn't do it. Then they tried to use a tow vehicle," he said. When that failed, workers showed up with shovels to try and dig the wheels out. Passengers were taken off the plane and told it could be 7 p.m. before they have a clearer idea when they'll be able to take off. The incident caused delays for other teams in private jets that also were lined up for takeoff. "It shut down air traffic," Mr. Chidgey said. "We have friends on the Hendrick and Penske planes. They were all in line behind us. Now they're mad at us. Everyone just wants to get out." http://davidsonnews.net/blog/2012/09/27/jet-stuck-on-concord-runway-holds-up- nascar-flights/ Back to Top CASA is concerned planes in Australia are operating well beyond original design assumptons THE air safety watchdog is moving to head off potential safety problems with older aircraft as the average age of the nation's general aviation fleet hits 40 years. A study by the Civil Aviation Safety Authority under the Ageing Aircraft Management Plan confirms Australia has a problem with ageing piston engine aircraft and that this is unlikely to diminish in the foreseeable future. It warns of potential safety problems as a result of the big number of aircraft operating beyond their original design assumptions. "The majority of these aircraft were not envisaged to be operated for such a period of time," the discussion paper says. "Hence, negative safety outcomes may be anticipated if current maintenance activities are not adapted to take into account the ageing process in these aircraft." The CASA discussion paper highlights issues facing the ageing fleet, including the lack of a universal definition for ageing aircraft, a need to re-evaluate maintenance options and a generally low level of understanding across the industry of the science of aircraft ageing. It says there is minimal training or information relating to ageing aircraft issues specifically targeted at operators or engineers, a deficiency the regulator had taken initial steps to address with an awareness campaign and a widely distributed booklet. "Knowledge of the effects and consequences of ageing on an aircraft is key to the success of any CASA ageing aircraft initiative, particularly in relation to registered operators who ultimately are responsible for airworthiness of their aircraft," it says. "It is vital that registered operators understand the regulatory, economic and safety implications of the airworthiness decisions they are required to undertake on behalf of their aircraft." CASA says there is no "one-size-fits-all" solution. Each aircraft ages in a unique manner and at a unique rate. "As a result, it is possible to have both an outstanding, as well as a very poor, example of two aircraft of the same type, both possibly built on the same day," it says. "Pilots and passengers are not always able to tell the difference and rely on the integrity of the registered operator and maintainer to ensure the aircraft they are flying in is indeed airworthy." It says the solution to the problems depends on operators looking at the way they manage the airworthiness of their aircraft. This could be adequately addressed by the way the aircraft is operated, maintained and stored or there may be a need for only simple and straightforward changes. However, others may require considerable attention. "Every aircraft will be at a different stage in the ageing process," it says "All registered operators are encouraged to take a closer look to determine the ageing status of their aircraft for themselves and take action accordingly." The discussion paper presents five options, but appears to rule out the first, doing nothing, because it provides little opportunity "to identify and address ageing-related catastrophic events before they occur". A second option involves the development of a prototype tool, called a Matrix Tool, to allow operators to enter details of their aircraft and establish whether it is suffering ageing problems. CASA also proposes promoting and using recently developed e-learning courses on the subject and the encouragement of "type clubs" where members can share their knowledge and experience. It suggests the type clubs could amortise the costs of developing approved systems of maintenance, repairs and technical substitution lists for parts no longer available from the original manufacturer. Also proposed is professional development training for licensed engineers and other authorised people to ensure they address ageing aircraft issues in their maintenance systems. A CASA spokesman said the regulator was not attempting to run over the top of operators, but to provide information and education that would allow people to manage the issue themselves. Operators have until November 7 to lodge their views. http://www.theaustralian.com.au/business/aviation/casa-is-concerned-planes-in- australia-are-operating-well-beyond-original-design-assumptons/story-e6frg95x- 1226482818878 Back to Top Video of TAM A330 escapes misaligned-gear landing at JFK Brazil flight makes 'precautionary landing' at JFK (2012) Back to Top Back to Top United Airlines gets a 787; a first step toward making it a common sight for US travelers U.S. travelers are going to be seeing a lot more of the 787, the lightweight jet built to reduce flier fatigue and airline fuel bills. United this week became the first U.S. airline to get the newest Boeing plane. Flights between United hubs, including Houston and Chicago, begin Nov. 4. United joins All Nippon Airways, which starts U.S. flights on Monday, and Japan Airlines, which already flies the 787 from Boston to Tokyo. (AP) After years of delays, Boeing Co. has begun delivering a handful of 787s every month. With more than 800 sold to airlines around the world, it will eventually be a plane that travelers encounter regularly. The 787 seats 219 passengers - making it relatively small for a long-range plane but ideal on routes where it's tough to fill a larger 777. Boeing claims the Dreamliner will be 20 percent more fuel efficient than comparable jets. And it promises a better travel experience, with more space, better lighting and carefully calibrated air pressure that should lead to fewer flier headaches. United will fly its new plane from Seattle to Houston on Friday to begin getting it ready for passenger flights. Here's what U.S. travelers should know about the 787: WHO FLIES IT IN THE U.S.: A small but growing number of airlines. Japan Airlines currently flies 787s from Boston to Tokyo, and plans to add San Diego- Tokyo on December 2. Japan's All Nippon Airways was the first airline to get a 787 a year ago, and starts flights Monday between Seattle and Tokyo's Narita airport. Flights between Narita and San Jose, Calif. begin in January. United Airlines expects to get five 787s this year. Passengers will first see the 787 on flights between United's U.S. hubs. Then, on Jan. 3, United begins flights from Los Angeles to Tokyo. On March 31, it starts new flights from Denver to Tokyo Narita. Among U.S. airlines, United Continental Holdings Inc. is going to have the 787 to itself for several years. Delta Air Lines Inc. has pushed its deliveries back to 2020, spokesman Anthony Black said. Around the industry, there's widespread skepticism about whether it will ever take the planes at all. American Airlines has a commitment - but not a signed, firm order - for 42 of the planes, slated to begin arriving in the second half of 2014. Chilean airline LAN plans to fly 787s from Los Angeles to Lima, Peru, but doesn't have a firm date yet. WHAT YOU'LL NOTICE INSIDE: Bigger windows and better air. The 787's bigger windows let in more light, and its ceiling is 15 inches higher than in United's 767s. The air is less dry than on other planes, and the cabin is pressurized to a lower altitude. That will make the air inside feel closer to the air on the ground. Ray Neidl, an airline analyst for Maxim Group, said he thinks this will be the first plane since the 40-year-old 747 that passengers will go out of their way to fly on. "People are going to feel a lot more comfortable at the end of a long trip than they would feel on a normal airplane," giving them a reason to seek it out, he said. United's 787 seats 219 passengers, including 70 in what it calls "Economy Plus." That's a sort of high-end coach seat that has three more inches of legroom, and other perks. That's a significant number of Economy Plus seats, said Tim Winship who runs frequentflier.com. But considering the long flights the 787 will be making, United appears to be betting that passengers will pay up (or use frequent flier miles) to get those seats. For most passengers, 787 or 777 are just numbers. All that really matters is their personal space on board. And the best measure of that space is the seat pitch, or the distance between seats. By the standard, United's 787 lands in the middle of the pack. United's pitch will be 32 inches in coach, which is roughly comparable to planes that travelers might encounter on other airlines. United and American's 777s have 31 inches of pitch, according to seatguru.com, although American's 767s have 33 to 34 inches. Delta's 767s have 31 to 32 inches, according to the website. The 32 inches on United's 787 is "pretty much the standard for entry-level coach seating," Winship said. "It's certainly not enough to surprise or delight long-haul flyers." Back to Top 2012 Aviation and Transportation Law Conference Washington, D.C. Wednesday, December 05 - 07, 2012 Advancing Safety Through Effective Advocacy Register today and join your colleagues for the December 5-7, 2012 IATSBA Aviation and Transportation Law Conference in historic Washington, D.C. Online registration is now available. Also, and very important, we urge you to make your hotel arrangements as soon as possible. If the turnout for the conference is as predicted, we expect the reserved rooms to be taken quickly. We have two hotel options this year: the L'Enfant Plaza Hotel and the Hay Adams. We have negotiated discounted rooms at each hotel. The L'Enfant Plaza rates are very competitive by Washington standards at $169 for standard rooms and $199 for superior view rooms, plus tax, per night. The rooms at the Hay Adams are also available at a significant discount and are priced at $260 plus tax per night. The Hay is a short Washington Metro ride from the L'Enfant Plaza NTSB Conference Center where most of the conference activities will occur. However, the conference Banquet and Awards Ceremony will be at the Top of the Hay (the upper floor banquet facilities of the Hay Adams) with shuttle buses providing transportation that evening from the L'Enfant Plaza Hotel. For those who want to make the D.C. trip a most memorable experience, you and a guest may wish to stay at the Hay. The hotel reservations deadline is Tuesday, November 6, but as mentioned previously, the reserved rooms will likely be taken well before that date. This year's program will offer something for everyone. We will have a half day on Wednesday targeted to our Emerging Leaders Section, although all conference attendees are invited to attend those events, too. The Emerging Leaders activities will involve a practicum on opening statements and closing arguments for enforcement cases before the NTSB Administrative Law Judges. The Welcome Reception is that evening in the L'Enfant Plaza Hotel. There will be CLE sessions on Thursday and Friday related to aviation tort litigation, recent NTSB enforcement decisions, and FAA regulatory issues. There will also be a one-hour ethics block. Kathryn Thomson, the FAA Chief Counsel, will deliver the keynote address at the Thursday luncheon. The Honorable Deborah Hersman, Chairman of the NTSB, will be our dinner and awards ceremony speaker Thursday evening. We will also hear from the Honorable Robert Sumwalt, NTSB Board Member; David Tochen, General Counsel for the NTSB; as well as John Delisi, the new Director for the NTSB Office of Aviation Safety. If you have questions about the event, please feel free to contact Bill Elder, the 2012 Program Director, at (202) 637-8787 or by e-mail at william.elder@hoganlovells.com. We look forward to seeing you in December! When and Where December 5-7, 2012 Washington D.C. Conference Events L'Enfant Plaza Hotel NTSB Conference Center Top of the Hay Agenda The initial Agenda is now available. Registration Online registration is now available. http://iatsba.org/events Hotel Reservations Hotel reservations must be done via individual call-in. A limited number of rooms have been blocked at each hotel for conference attendees. Please call the numbers below and reference the IATSBA Aviation and Transportation Law Conference, as indicated. The L'Enfant Plaza Hotel 480 L'Enfant Plaza S.W. Washington D.C. 20024 800-635-5065 Reference: IATS12 The Hay Adams 800 16th Street, N.W. Washington D.C. 20006 800-424-5054, or 202-638-6600 Reference: IATSBA Conference http://iatsba.org/events Back to Top ____________________ MANAGING COMMUNICATIONS FOLLOWING AN AIRCRAFT ACCIDENT OR INCIDENT - NTSB Course October 25-26, 2012 NTSB Training Center, Ashburn, VA Tuition: $852 (Early Bird Discount: $802 for registrations received by October 8) CEUs: 1.3 DESCRIPTION The course will teach participants what to expect in the days immediately following an aviation disaster and how they can prepare for their role with the media. 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 public affairs officers 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 Public Affairs 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 COMMENTS FROM PREVIOUS PARTICIPANTS "A must for people in the industry." - participant from a U.S. airline "Best two professional days I have ever spent. Very Beneficial. Provided real-life examples of guidelines of what can and can not be said." - participant from a state transportation department "Provided great insight into the role of print, wire, and live media in disseminating accurate and valid information free of spin and speculation." - participant from business aviation "Very good information for those who have never been through a major accident." - participant from a U.S. airport "As a corporate communications manager, the information is invaluable." - participant from a U.S. airline See more comments and a complete list of the 219 organizations from 28 countries that have sent staff to this training: http://www.ntsb.gov/TC/CourseInfo/PA302comments.htm ____________________ Complete course description and registration information>>> http://www.ntsb.gov/trainingcenter/CourseInfo/2012-Courses/PA302_2012.html List of area hotels and restaurants>>> http://www.ntsb.gov/TC/facilityloc.htm GROUP TRAINING NOW AVAILABLE: Do you have 10 or more people in your organization that could benefit from this training? If so, it may be more cost-effective to have the course come to you. A one-day version of this course is now available and can be customized and delivered at any location. See the course description for more details: http://www.ntsb.gov/TC/CourseInfo/2011-Courses/PA303_2011.html MORE INFORMATION Web: http://www.ntsb.gov/TC/TrainingCenter.htm E-mail: TrainingCenter@ntsb.gov Phone: 571-223-3900 Back to Top FAA ESTABLISHES NEW CENTER OF EXCELLENCE FOR GENERAL AVIATION The following information was released by the Federal Aviation Administration: U.S. Transportation Secretary Ray LaHood today announced that the Federal Aviation Administration (FAA) has selected a team of universities to lead a new Air Transportation Center of Excellence (COE) for general aviation. The COE will focus research and testing efforts on safety, accessibility and sustainability to enhance the future of general aviation. The United States has the largest and most diverse general aviation community in the world, with more than 300,000 aircraft registered to fly through American skies, said Secretary LaHood. This innovative partnership with academia and industry will help us take general aviation safety to the next level. The selected group is called the FAA Center of Excellence Partnership to Enhance General Aviation Safety, Accessibility and Sustainability (PEGASAS), and will be led by Purdue University, The Ohio State University and the Georgia Institute of Technology. The core team also will include the Florida Institute of Technology, Iowa State University and Texas AandM University. Affiliate members include: Arizona State University, Florida AandM, Hampton University, Kent State University, North Carolina AandT State University, Oklahoma State University, Southern Illinois University (Carbondale), Tufts University, Western Michigan University and University of Minnesota, Duluth. The FAAs COE program is a cost-sharing research partnership between academia, industry and the federal government. Research and development efforts by PEGASAS will cover a broad spectrum of general aviation safety issues, including airport technology, propulsion and structures, airworthiness, flight safety, fire safety, human factors, system safety management and weather. The PEGASAS university members all have nationally recognized collegiate flight education programs, and three of the core members (Purdue, Ohio State and Texas AandM) also own and operate their own airports. Research projects will be performed through a partnership of principal investigators from the different universities. PEGASAS will engage both graduate-level and undergraduate students in its research activities. The FAA continues its goal of working to reduce general aviation fatalities by 10 percent over a 10-year period, from 2009 to 2018, said Acting FAA Administrator Michael Huerta. The Center of Excellence program is a valuable tool in providing the critical data we need to reduce those accidents. PEGASAS industry and organizational partners are GE Aviation; Battelle Memorial Institute; NetJets Inc.; Cessna; Gulfstream; Piper; Raytheon; Rockwell Collins; Cirrus; Flight Safety Foundation; Guardian Mobility; Harris Corporation; Jet Aviva; NextGen AeroSciences; Nelson Consulting; Rolls-Royce; The Spectrum Group; Take Flight Solutions; Woolpert; the Flight Deck Display Research Laboratory at NASA Ames; Columbus Regional, South Bend and Fort Wayne Airports; Florida, Georgia, Iowa and Indiana Departments of Transportation; the National Business Aviation Association; the National Intercollegiate Flying Association; and Ohio Aerospace Institute. These non-federal affiliates will provide matching contributions to help offset the FAAs investment in the COEs general aviation research initiatives. The FAA established the first Center of Excellence for General Aviation in 2001 through a 10-year agreement to conduct general aviation research in airport and aircraft safety areas. The research topics included pilot training, human factors, weather, Automatic Dependent Surveillance/Broadcast (ADS-B), remote airport lighting systems and other matters. As the first Center of Excellence for General Aviation research concludes, the new team will continue critical research, testing and education efforts. The FAA intends to invest a minimum of $500,000 per year during the first five years of the new, 10-year agreement with PEGASAS. Congress authorized Air Transportation Centers of Excellence under the Federal Aviation Administration Research, Engineering and Development Authorization Act of 1990. This legislation enables the FAA to work with university partners and industry affiliates to conduct research in airspace and airport planning and design, environment and aviation safety, as well as to engage in other activities to assure a safe and efficient air transportation system. The FAA has established Centers of Excellence in eight other topic areas, focusing on commercial space transportation, airliner cabin environment and intermodal research, aircraft noise and aviation emissions mitigation, computational modeling of aircraft structures, advanced materials, airport pavement and airport technology, operations research and airworthiness assurance. For more information about the FAA Centers of Excellence program, visit the COE webpage at http://www.faa.gov/go/coe . http://www.avionics-intelligence.com/news/2012/09/27/faa-establishes-new-center-of- excellence-for-general-aviation.html Back to Top Aviation Ph.D. Program Researches Critical Issues Ever since a collision of two airplanes at a Canary Islands airport caused the deaths of nearly 600 people, experts have been trying to do something about unauthorized vehicles or people on airport runways. B.J. Goodheart, a 34-year-old student in the nation's first aviation Ph.D. program at Embry-Riddle Aeronautical University, is determined to figure out why. "Runway incursions are a big deal," said Goodheart, who recently received funding for his investigation from the Transportation Research Board, a National Research Council body that promotes innovation in transportation through research and advises the President, Congress and federal agencies on transportation issues. Figures from the Federal Aviation Administration indicate that the rate of incursions per million aircraft operations increased from 12.3 to 18.9 between 2005 and 2010. The Canary Islands disaster happened in 1977 when two Boeing 747s collided at Tenerife Airport. One of the airliners was not supposed to be on the runway. Goodheart, who is combining quantitative data from past incursions with first-hand accounts by pilots who were involved, is one of 42 students in the Embry-Riddle doctoral program, which gives aviation professionals research skills that will enable them to have a greater impact on their industry. "Our mission is to prepare scholars whose research in the aviation field will lead to solutions that benefit others," says Alan Stolzer, chair of the aviation Ph.D. program, which began in 2010. "They will be able to solve problems in ways they weren't able to do before. They'll approach problems in a more scientific manner." The degree was ideal for Goodheart, an aviation claims manager for general aviation insurance broker AirSure, where he manages safety and training programs for airport service operators, charter air carriers and corporate flight departments. His Ph.D. research tackles a safety concern of his clients. Goodheart's fellow doctoral students work in aviation as accident investigators, educators, pilots, regulators, safety managers and technology developers. Like him, they find their Ph.D. dissertation ideas on the job. They're researching cockpit systems that alert pilots of runway obstructions, the human factor in runway collisions, certification of drones in civilian airspace, teaching better crew communications, multicultural differences in pilot performance, and airline bankruptcy forecasting models. processing facilities. http://www.onlineamd.com/aerospace-program-Embry-Riddle-092812.aspx Curt Lewis