Flight Safety Information July 30, 2013 - No. 156 In This Issue New Challenges for the Fixers of Boeing's 787 Boeing asks for ELT inspections on up to 1,200 aircraft Funding schemes in Congress could ground drones; FAA pressured over privacy 4 hospitalized from pesticide at Miami airport 5 Die in Helicopter Crash in Romania Jet plane makes emergency landing after engine failure Tires pop as American Airlines jet lands at Chicago's O'Hare Think ARGUS PROS Industry Support Needed - NextGen Trajectory Negotiation (NTN) Industry Support Needed - Space Vehicle Operations (SVO) Sonex accepting deposits for personal jet New Challenges for the Fixers of Boeing's 787 Boeing makes the 787's fuselage out of strands of carbon fiber layered around a rotating mold by a computer-controlled robot that looks like a spider. The thin plastic skin on Boeing's 787 Dreamliner is an engineering marvel, a mix of carbon fibers and epoxy molded into large barrel-shaped sections that are then baked at up to 350 degrees in giant ovens. An Airbus A350 on the assembly line in Toulouse, France. Like Boeing's 787 Dreamliner, the A350 has a composite fuselage. But while airlines love how this lightweight concoction saves fuel, the recent fire on a 787 at Heathrow Airport in London provides the first test of how difficult and costly it will be to repair serious damage. It's happening at a pivotal moment for Boeing, which is eager to show that even significant damage to a carbon-composite plane like the 787 can be repaired as quickly and effectively as in the old aluminum models. Each day a jet remains grounded costs an airline tens of thousands of dollars. Investigators say they believe that the cause of the fire, a pinched wire on an emergency transmitter, was fairly mundane. But the damage was anything but. The high temperatures weakened the supports in a 10-foot stretch at the top of the rear fuselage and seared the paint on the top of the skin, causing the most extensive damage yet to one of the new Dreamliners. Aviation experts say Boeing will cut out the damaged areas and glue or, probably, bolt a large patch, made of overlapping panels of composite materials, onto the shiny new plane, which is less than a year old. "That's a little like 'Phantom of the Opera,' where the guy had this mask to cover the fact that half his face was missing," said Hans W. Weber, an aviation consultant in San Diego. Boeing will also need to install new composite supports, and possibly some made of stronger titanium, to hold that mask in place and shore up the structural integrity of the plane, owned by Ethiopian Airlines. If the damage were more extreme, the plane maker could remove the entire 23-foot-long barrel containing most of the jet's rear fuselage and snap in another one, though composite experts doubt that it will do so in this case. Boeing said it was presenting the repair options to the airline and would not discuss them publicly. Its engineers are running computer models to analyze the costs and other trade-offs, like how much the added weight from the bracing might reduce the plane's heralded fuel savings. Boeing executives say they have been developing the repair techniques for years, as they gradually increased the use of composite parts in other planes. And many of them are similar to the methods used with aluminum. "We feel comfortable that we know how to address this issue and most other structural issues as they arise," Boeing's chief executive, W. James McNerney Jr., said last week. But some analysts seemed more skeptical, saying the fire on the Ethiopian jet raised a wild card that could make the repairs much more complicated than others on the 70 Dreamliners delivered since late 2011. Boeing said it had made smaller composite repairs on a few 787s that had been hit by lightning or bumped by airport service vehicles or mechanics' tools. Given how crucial the innovative jets are to Boeing's future - it expects to sell thousands of them in the coming decades - "they will do anything at this point to show that that airplane is repairable," said Robert Mann, an aviation consultant in Port Washington, N.Y. "We'll know how long it takes them to fix it, but realistically, we may never know what it costs." The use of composite materials started on military jets and has grown steadily on commercial planes over the last several decades. Only 1 percent of the weight of Boeing's 747 jumbo jet came from composite parts when that jet was introduced in 1969. That increased to 11 percent by 1995 on the 777, which has an all-composite tail section. Airbus, the European plane maker, has followed the same trend, using composites on the wings and upper fuselage of the double-decker A380. Composites now account for half of the 787's weight, which, together with more efficient engines, cut fuel consumption by 20 percent. The 787's future rival, the A350, also has a composite fuselage. Boeing and its suppliers build the 787's fuselage out of long strands of carbon fiber coated with an epoxy resin. Resembling black masking tape, the strands are layered around a rotating mold by a computer-controlled robot that looks like a spider spinning a barrel-shaped web. The fuselage is built in several sections at plants in Japan, Italy and the United States, where the deafening sounds of metallic clanging have been replaced by the electrical whir of robots and automated systems. These giant sections, the largest of which measures 84 feet long, are then baked and hardened in high-pressure ovens known as autoclaves. The result after several hours is a structure that is lighter than metal but just as strong. The sections are then sent to Boeing's final assembly plants - one near Seattle and the other in Charleston, S.C. - where they are bolted together. Early on, Boeing struggled to master the new technology, discarding some sections that developed wrinkles. Building the plane with composite barrels also cuts production time and labor costs, as well as weight, by eliminating much of the riveting that holds aluminum jets together. As a result, the 787 has fewer than 10,000 holes for fasteners in its structure, compared with one million on the 747. Still, the composite materials have created new challenges for airline mechanics, who need new maintenance tools and skills. Unlike aluminum, carbon structures do not dent visibly and require special ultrasound probes to identify damaged areas, and there is a shortage of mechanics with the right training. To address these concerns, Boeing has devised repair kits to fix common types of damage, like when luggage carts bang against a plane. To reduce the need for complicated fixes, and cut repair time, Boeing has engineered spare parts that can be bolted onto areas that have been prone to damage on other planes. Those include damage around the plane's nose, from pilots dragging the tail on the runway, or collisions with service vehicles near passenger and cargo doors. "There are well-established repair techniques that have been developing to repair composite structures but it is fair to say that these recognized techniques are for smaller areas," said Mark Tuttle, a professor of mechanical engineering and the director of the Center for Advanced Materials in Transport Aircraft Structures at the University of Washington. For minor scrapes, mechanics can make simple repairs by bonding new layers of composite over the damaged areas with epoxy and heat from portable blowers. Other damage might require casting molds, special cutting tools, vacuum seals or small-scale ovens as well as bolts to hold the new composite layers in place. The biggest problems come with more substantial damage, like on the Ethiopian Airlines jet. In this case, experts said, Boeing has to come up with a custom repair given the extent of the damage and its location at a critical area right in front of the tail, where the vertical stabilizer is attached to the fuselage. Airbus has taken a somewhat different approach in building its A350 jets. Instead of the barrel-shaped architecture favored by Boeing, Airbus is using 40-foot to 60-foot composite panels for each section of the fuselage. Airbus contends that the process will make for easier repairs. But as techniques improve, and airlines perfect the ability to cut out and replace damaged pieces within a section of the fuselage, it may not make much difference in the end whether the fuselage is made out of barrels or panels. For now, though, all eyes will be on the Ethiopian jet and how the repair is handled. "This is a very important test for the industry and the airlines," said Mr. Weber, the aviation consultant. http://www.nytimes.com/2013/07/30/business/boeings-787-poses-new-challenges-for- repair-teams.html?pagewanted=all&_r=0 Back to Top Boeing asks for ELT inspections on up to 1,200 aircraft Boeing confirmed to ATW it is asking specific operators of 717, Next-Generation 737, 747-400, 767 and 777s to inspect aircraft with the Honeywell fixed emergency locator transmitters (ELTs) following the July 12 Ethiopian Airlines Dreamliner fire at London Heathrow Airport. "We are taking this action following the AAIB Special Bulletin, which recommended that airplane models with fixed Honeywell ELTs be inspected," a Boeing spokesman told ATW in an emailed statement. "The purpose of these inspections to is gather data to support potential rulemaking by regulators. The safety of passengers and crew members who fly aboard Boeing airplanes is our highest priority," Boeing said. According to Boeing, between 1,100 to 1,200 aircraft are equipped with Honeywell ELTs and are subject to inspection. "We are asking our customers to inspect as many as possible over the next 10 days and report back to us the results so that we can gather data to support potential rulemaking by regulators." Honeywell ELTs have been deployed on approximately 20 aircraft models, including Boeing, Airbus and numerous business aviation aircraft. The European Aviation Safety Agency (EASA), meanwhile, has issued an airworthiness directive (AD) that essentially mirrors the AD issued by FAA on July 25, which called for 787-8 operators to inspect or remove the Honeywell ELTs. EASA and FAA have different rules regarding the requirement for an operational ELT. In its AD, EASA notes, "Initial examination of the fire-affected area revealed that the greatest heat damage was centred on the upper portion of the rear fuselage, which coincides with the location of the fixed emergency locator transmitter (ELT) and its associated system wiring. Initial technical findings of the accident investigations have resulted in the conclusion that the ELT may have initiated or contributed to the event. Discrepancies within the ELT, if not corrected, could cause a fire in the aft crown of the airplane. This condition, if not corrected, could lead to overheating of the affected area and/or internal component failure of the ELT, which could ultimately result in smoke and/or fire in the passenger cabin." The EASA AD requires removal or inspection of the ELT within 10 days of the AD's July 31 effective date. EASA notes that, if requested, it can approve alternative methods of compliance for the AD. http://atwonline.com/safety/boeing-asks-elt-inspections-1200-aircraft Back to Top Funding schemes in Congress could ground drones; FAA pressured over privacy The lagging federal effort to fully integrate drones into U.S. airspace is in danger of falling even further behind schedule. A funding bill now before the Senate essentially would stop the process in its tracks by prohibiting the Federal Aviation Administration from moving forward until it completes a detailed report on drones' potential privacy impact. The report, called for in the Senate's fiscal 2014 transportation appropriations measure, would be yet another hurdle in the FAA's already complex, time-consuming drone integration initiative. The agency has been charged by Congress to write rules and regulations allowing drones - now used primarily by the military, law enforcement and researchers - to operate commercially in U.S. skies by September 2015, but the industry fears that deadline is likely to be missed. Requiring the FAA, which traditionally deals only with airspace safety and has little experience in writing Fourth Amendment protections, to craft a comprehensive privacy report would all but guarantee the date will be pushed back. Leaders in the unmanned aerial systems sector warn that such setbacks will hamper American technological innovation and carry economic consequences. "Privacy is an important issue, and one that deserves to be considered carefully. But further restrictions on FAA integration will only set back important progress," said Ben Gielow, government relations manager with the Association for Unmanned Vehicle Systems International (AUVSI), the drone sector's leading trade group. "If we are not able to keep the integration on track, the U.S. could lose out on creating tens of thousands of jobs and undermine the growth of a new industry at a time when we need it most," he said. The Senate bill doesn't explicitly call for the FAA to stop drone integration efforts, but it would establish a de facto moratorium by cutting off funding for the process. A section of the legislation, put forward by Sen. Patty Murray, Washington Democrat, states that "none of the funds in this act may be used to issue regulations on the integration of unmanned aerial systems into the national airspace" until the privacy report is completed and presented to the House and Senate appropriations committees. The Senate Appropriations Committee directed questions on the bill to Ms. Murray, who is chairwoman of the panel's subcommittee on transportation. Her office did not return emails or calls seeking comment. The House's transportation funding bill does not include such language, and the Senate provision could be changed or dropped entirely in the coming months. For now, however, the bill underscores the deep fear in Congress and among the American public that widespread drone use will be a serious blow to personal privacy. Sen. Dianne Feinstein, California Democrat, said last month that she considers drones to be "the greatest threat to the privacy of Americans." Coming from Ms. Feinstein, chairwoman of the Senate Select Committee on Intelligence, those words carry extra weight. She is intimately familiar with classified details of the National Security Agency's data-collection programs and other efforts that, critics say, erode Americans' Fourth Amendment rights. Many other members of Congress, civil liberties groups, privacy advocates and others have said drones - increasingly small, undetectable and able to be equipped with state- of-the-art cameras and other monitoring equipment - pose real privacy threats. AUVSI and other drone industry leaders agree that the issue must be addressed, and it's already being tackled across the nation. More than 30 states and a growing number of local governments have drafted regulations to govern what drones can do and what types of data they can collect. At the federal level, however, many analysts question why Congress is placing the job in the lap of the FAA. "The FAA should focus on ensuring the safety of our skies. Safety has always been the FAA's mission, and we believe the agency should stick to what it does best," Mr. Gielow said. The FAA's experience in writing drone privacy regulations has been limited. The agency has drafted privacy guidelines to be used at drone "test sites," congressionally mandated locations where the craft will be put through a battery of tests in preparation for airspace integration by 2015. While widespread, private-sector drone use still is years away, the FAA has begun to make exceptions. On Friday, the agency issued two "restricted category type certificated" to a pair of unmanned aerial systems, the first step in allowing them to operate in U.S. airspace later this summer. A "major energy company," the FAA said, will be allowed to use a drone to survey ocean ice floes and migrating whales in Arctic oil exploration areas off the coast of Alaska. Unmanned systems also will be permitted to support emergency response crews for oil spill monitoring and wildlife surveillance over the Beaufort Sea. http://www.washingtontimes.com/news/2013/jul/28/funding-schemes-in-congress- could-ground-drones/?page=2#ixzz2aWTxIL6g Back to Top 4 hospitalized from pesticide at Miami airport A mysterious container of pesticide labeled as shampoo spilled at the Miami International Airport Monday, causing four individuals to be hospitalized. MIAMI (AP) - Four people were hospitalized after authorities say a small pesticide container spilled at the Miami International Airport. Miami-Dade Fire Rescue reports that a passenger's bag was on a loading ramp Monday afternoon when a 3-ounce bottle marked as shampoo spilled out. The Miami Herald reports that four people initially complained of headaches from the smell of the pesticide. Two of them began to vomit and complained of abdominal pain. They were taken to Jackson Memorial Hospital. A fifth person was treated at the airport. A hazmat team contained the substance. Airport officials say the bag's owner was flying through Miami from Port-au-Prince, Haiti, to Baltimore, Md. Officials say the pesticide was homemade, but it wasn't clear why the passenger had it. Authorities didn't immediately release the passenger's name or possible charges. Back to Top 5 Die in Helicopter Crash in Romania BUCHAREST, Romania July 29, 2013 (AP) - Authorities say five people have died, including three German citizens, after a helicopter crashed into a lake in northwest Romania shortly after takeoff. Ovidiu Petru Oltean, the mayor of the town of Taureni where the crash occurred, said the helicopter crashed Monday minutes after takeoff into a two-meter (6.6 feet) deep lake. He said three unidentified German businessmen, Romanian businessman Sorin Terbea, and the pilot died in the crash. They had been visiting a wood manufacturing plant in the area. Cristian Boeriu of the emergency services division said that four bodies had been retrieved from the lake and one was trapped in the helicopter. A woman identified as Terbea's assistant survived the crash is being treated in a hospital. Authorities are investigating the cause of the crash. Back to Top Jet plane makes emergency landing after engine failure Mumbai: A Bhopal-bound JetLite flight from Mumbai with 114 passengers on board made an emergency landing here Tuesday morning due to engine failure, airport officials said. The flight returned to the city airport after being airborne for over half-an-hour, they said. The flight landed safely and it later departed for its destination after the problem was rectified. "JetLite flight 9W1625, that had 114 passengers on board, took off at 5.47 am but landed back at 6.20 am due to port side engine failure," Mumbai airport spokesperson said. The flight took off for Bhopal at 10.40 am, the spokesperson said. http://zeenews.india.com/news/nation/jet-plane-makes-emergency-landing-after- engine-failure_865409.html Back to Top Tires pop as American Airlines jet lands at Chicago's O'Hare; nobody injured CHICAGO (AP) - Two tires of an American Airlines jet popped when the aircraft landed at Chicago's O'Hare International Airport. American spokeswoman Mary Frances Fagan says no one none was injured when the two left main tires blew on a jet that landed in Chicago at 12:30 Monday afternoon. The flight from Reno, Nev., was carrying 137 passengers and five crew members Fagan says a truck with a staircase rolled up to the plane, allowing the passengers to get off the aircraft. They were then taken to the terminal on a bus. She says that it's not yet clear why the tires blew, but that such incidents are not uncommon. She also stressed that the jets are designed so they can land safely after tires blow out. Back to Top Back to Top Industry Support Needed - NextGen Trajectory Negotiation (NTN) The NextGen Institute, along with the FAA NextGen Advanced Concepts and Technology Development Group (ANG-C42), is requesting support for the NextGen Trajectory Negotiation (NTN) project. NTN will provide the concept for performing real-time (tactical) trajectory negotiation for trial planning, coordinating, issuing, and accepting or rejecting trajectory changes (reroutes). As a result, trajectory negotiation tools and procedures will be modified or developed as appropriate, utilizing defined research activities, to implement the NTN concept. Subject Matter Experts (SMEs) for this project will assist in identifying and mapping the tasks, roles, and responsibilities of various NAS actors during aircraft trajectory operations and/or negotiations, in the NextGen mid-term and beyond. This will support the development of the NTN concept of operations, which will describe the operational and functional characteristics of NTN. An initial meeting will take place on September 11, 2013, 8:00 a.m. - 5:00 p.m. eastern time. Participants are needed from commercial airlines and should have Flight Operations Centers (FOC), dispatch, or flight deck operations experience. Additionally, it is preferable that an air carrier provide one individual from each of these areas to serve as representatives. If you are interested in participating in this activity, please contact Natalie Johnston at natalie.ctr.johnston@faa.gov or 202-220-3339. Back to Top Industry Support Needed - Space Vehicle Operations (SVO) The NextGen Institute and the FAA NextGen Advanced Concepts and Technology Development Group (ANG-C42) are seeking industry expertise to support the Space Vehicle Operations (SVO) project. SVO research includes identifying, integrating, and managing space vehicle operations utilizing current and future communication, surveillance, and navigation technologies. As a result, SVO will improve traditional NAS procedures during space operations, optimizing and integrating key activities such as: Strategic Traffic Management Airspace Allocation Hazard Area Definitions Separation Management Collaborative Decision Making Commercial airline Flight Operations Center (FOC) subject matter expertise is requested to assist in identifying and mapping the tasks, roles, and responsibilities of various NAS actors during space vehicle operations. This activity will involve interaction with subject matter experts in the areas of air traffic control, space vehicle operations, and flight operations. This includes eliciting subject matter expert knowledge on launch patterns, trajectory characteristics, safety data, locations, expected launch frequencies, and impacts to airborne and ground aircraft. This will support the development of the SVO concept of operations, which will describe the operational and functional characteristics of SVO in the NextGen mid-term and beyond. An initial meeting will take place September 26, 2013, 8:00am-5:00pm eastern time. We would like participants to be experienced FOC staff and dispatchers with specific experience in managing flight operations and NAS constraints during space operations. If you are interested in participating in this activity, please contact Natalie Johnston at natalie.ctr.johnston@faa.gov or 202-220-3339. Back to Top Sonex accepting deposits for personal jet The cockpit mockup of the SubSonex JSX-2 was on display at Sonex headquarters during EAA AirVenture.For the price of a new light sport aircraft, you could build your own single-seat jet-and Sonex Aircraft is ready to take your deposit on a kit. The company announced on July 28 that it is accepting kit reservation deposits for its SubSonex personal jet. A $10,000 refundable deposit gets you a position number for first kit deliveries, which Sonex estimates will happen in mid-2014. The first 10 people to put down a deposit will pay a guaranteed introductory price of $125,000. That price includes the SubSonex Ultra-Quick Build kit and a PBS TJ-100 turbojet engine with installation accessories. "It's time to put your money where your bucket list is," Sonex Aircraft General Manager Mark Schaible said during an announcement at the Sonex facility at Wittman Regional Airport in Oshkosh, Wis. Intended to be operated under the Experimental Exhibition category, the aircraft will be shipped with a pre-assembled fuselage, wings, tail, and control surfaces. The canopy and windshield will be installed. The builder would install the outboard wing panels, engine, and fuel system; bolt in the retractible landing gear; install avionics, electrical systems, and controls; install pre-molded fiberglass components and upholstery; and add paint. A BRS full-aircraft recovery parachute system is included with the kit, and the builder would have to install that as well. However, the Experimental Exhibition category does not carry the 51-percent rule restrictions of Experimental/Amateur-Build airworthiness certification, so a buyer could choose a builder assist center or aircraft finishing center to do the work. Optional cabin heating and oxygen systems will be available. The jet will be autopilot compatible, and its instrument panel will accommodate an iPad or tablet. The airplane flies behind a 247-pound-thrust engine manufactured by PBS Velka Bites of the Czech Republic. It carries 44 gallons of fuel. Useful load is 484 pounds. Sonex Aircraft Founder and President John Monnett said the jet flies like a sailplane. It can be operated from a runway as short as 1,500 feet, takes off at about 80 mph, and lands at just above 60 mph. On the ground, "it feels like you're driving a go-kart because your seat is down so low," he said. At 92 percent power, the jet flies at 180 mph on 18 gph. At altitude, it flies much faster, he said. The Czech-built engine burns 32 gph at full throttle, "but you never do that," he said. Because of the SubSonex's glider-like characteristics, Monnett said pilots with glider ratings would have very little difficulty transitioning to the jet. To operate it, a buyer would need at least a private pilot certificate and a letter of authorization from the FAA. A pilot who does not have prior jet or turboprop experience would need appropriate training in addition to the LOA. The SubSonex JSX-1 proof-of-concept prototype tentatively will fly July 30 and Aug. 2 during EAA AirVenture. Test pilot Bob Carlton will fly it. In-progress JSX-2 prototypes and a JSX-2 cockpit mockup were on display at the Sonex briefing. http://www.aopa.org/News-and-Video/All-News/2013/July/28/Sonex-accepting- deposits-for-personal-jet.aspx Back to Top Will China Be the Savior of U.S. General Aviation? Its Presence Grows as it Takes - and Invests - in a World View Look upwards, and one will see - not aerobatics, but more Chinese flags than ever fluttering gently in the breeze here at AirVenture in Oshkosh, Wisconsin. Look down, and China has a fast-growing presence in U.S. general aviation, underscored with a national pavilion here and another sponsored by the province of Shandong. Look even more closely and one sees Chinese labeling on an Enstrom 280FX helicopter following the company's acquisition by China's Chongqing Helicopter Investment Co., last December. The drumbeat is relentless. China, in its preparation to meet the pent-up demands of a dammed-up domestic market for general aviation, is buying up general aviation in the West at an ever-increasing rate. Cirrus. Continental aircraft engines. Epic Aircraft. Superior AirParts. Thielert diesel engines. Brantly, and Enstrom Helicopters. All are now Chinese-owned. Count China as a recently-announced major investor in the ICON light sport aircraft, whose airframes will now be made by Chinese-owned Cirrus, albeit in the U.S. And Chinese money is also bringing the single-engined Cirrus Vision jet to market. Cirrus CEO Dale Klapmeier notes that owner China Aviation Industry General Aircraft (CAIGA) is committed to supporting the company 's development efforts, and that the Vision is among several products on the drawing table. While he would not specify details, he said yesterday, "We do have plans. We know what . . . we want next; we know what the airframes are. We have a growth path." Chinese companies build the Cessna Skycatcher, and will soon be sending Cessna business jets out of their doors. They are already turning out Cessna Caravans. In Shandong province, Bin Ao Aircraft Industry Co. has built 96 complete Diamond DA40D four-place single-engined diesel-powered light aircraft out of orders for 235, and is now supplying composite airframes to Austria-Diamond as required, and components to the European company's Canadian operation. All Chinese-built, completed and ordered Diamonds are for Chinese flight schools; all are powered by Centurion diesel engines made by Thielert. That company was acquired last week by Chinese AVIC's Continental engines subsidiary. "We have 66% of the Chinese four-seat market between 2008-13 with the Diamond DA- 40D aircraft, compared with 34% for Cessna and Cirrus together," says Li Long, assistant to the general manager and head of sales for Bin Ao, at Oshkosh. Sales campaigns are now underway for the first exports, to Vietnam, Thailand and South Korea, he says. China's Yuneec International has taken a step back from aspirations it could flood the world with FAA certified electric-powered aircraft; instead it has gone into partnership with California-based GreenWing International to sell the eSpyder and e430 ultralight kits in the U.S. as experimental light-sport-aircraft kits. In a surprise announcement at AirVenture, GreenWing opened up the order book for the mostly-Chinese-built kits at $39,990. Plans call for the aircraft to be LSA-certified once the FAA grants exemptions to its LSA rules that require a reciprocating engine; an electric engine is currently not allowed under that rule. GE Aviation will use AirVenture to announce today with its Chinese partners the first, and maybe only service center in China for the new H80 turboprop engine that will power aircraft in that country, including the Thrush 501G crop duster and the single-engined Primus 150 executive aircraft built by AVIC's CAIGA. GE is well ahead on anticipated demand: the third Thrush 501G out of on an initial order of six is currently en-route to China, and the Primus 150 should make its first flight this year. http://www.aviationweek.com/Blogs.aspx?plckBlogId=Blog:7a78f54e-b3dd-4fa6-ae6e- dff2ffd7bdbb&plckPostId=Blog%3A7a78f54e-b3dd-4fa6-ae6e- dff2ffd7bdbbPost%3Af2d6a878-a26b-40b4-b8ff-f0b6c5f52c00 Curt Lewis