Flight Safety Information July 2, 2018 - No. 132 In This Issue Accident: Jet2 B738 at Belfast on Jul 1st 2018, loose trolley Incident: Lufthansa A321 at Munich on Jun 29th 2018, odour in cockpit Incident: Germania A319 at Faro on Jun 26th 2018, smoke in cabin Smoke in cabin forces evacuation of United Airlines plane onto tarmac at Reagan National Airport EVAS - Cockpit Smoke Protection Incident: Southwest B737 near Tulsa on Jun 29th 2018, fuel problem Audit: FAA faces challenges in implementing runway incursion mitigation initiatives FAA proposes $1.4 million civil penalty against Virgin Islands Port Authority over safety violations NTSB report: Crop duster flew into guy wire before crashing in El Reno field LIBIK Fire Suppression Kits for the Cabin and Flight Deck. Safety Pro: Psychology at Root of Procedural Lapses NTU professor to take over as Aviation Safety Council chief (Taiwan) Air Force cuts pilot training by 5 weeks Virgin Orbit wins FAA license for first LauncherOne mission Short-Course Schedule for ERAU Daytona Beach AViCON 2018 64th Air Safety Forum - Join Us! HIGH ALTITUDE FLYING: WHAT EVERY PILOT NEEDS TO KNOW - New Online Course - Fall 2018 GRADUATE RESEARCH SURVEY - 1 GRADUATE RESEARCH SURVEY - 2 GRADUATE RESEARCH SURVEY - 3 Accident: Jet2 B738 at Belfast on Jul 1st 2018, loose trolley A Jet2.com Boeing 737-800, registration G-GDFR performing flight LS-382 from Tenerife South,CI (Spain) to Belfast Aldergrove,NI (UK), landed on Belfast Aldergrove's runway 07 when a loose trolley moved from the aft galley towards the front of the aircraft colliding with passenger arms and feet on the way until impacting a lavatory door in the front of the aircraft. The aircraft rolled out without further incident and taxied to the apron. A number of passengers needed medical attention at the airport, so far all injuries were diagnosed minor (mainly bruises). A passenger reported a number of passengers, who had been impacted by the trolley, were asked to stay on board for medical services to take care of them. The passenger reported he had been impacted on his foot and received a pack of ice onto his foot before he disembarked. The airline reported the aircraft experienced an incident on landing in Belfast, all passengers disembarked normally. https://avherald.com/h?article=4ba9322d&opt=0 Back to Top Incident: Lufthansa A321 at Munich on Jun 29th 2018, odour in cockpit A Lufthansa Airbus A321-200, registration D-AIDA performing flight LH-2414 from Munich (Germany) to Stockholm (Sweden), was climbing through FL250 when the crew reported an unusual odour in the cockpit, stopped the climb and decided to return to Munich for a safe landing on runway 26R about 20 minutes later. The flight was cancelled. The occurrence aircraft remained on the ground for about 8 hours, then returned to service. https://avherald.com/h?article=4ba89404&opt=0 Back to Top Incident: Germania A319 at Faro on Jun 26th 2018, smoke in cabin A Germania Airbus A319-100, registration D-ASTQ performing flight ST-4911 from Faro (Portugal) to Berlin Tegel (Germany) with 94 passengers and 5 crew, was in the initial climb out of Faro's runway 28 when passengers observed dense smoke in the cabin prompting the crew to stop the climb at about 3500 feet and return to Faro for a safe landing on runway 10 about 5 minutes after departure. The smoke dissipated. A passenger reported there was heavy smoke immediately after becoming airborne, the aircraft returned to land within 5 minutes. The captain subsequently announced the smoke was likely coming from an air conditioning system. The airline reported a technical defect in one of the two air conditioning systems had impact on the quality of air in the cabin. The air conditioning unit was shut down and the captain returned to Faro as precaution even though the flight could have been continued to Tegel. A replacement A319-100 registration D-ASTJ reached Berlin with a delay of 8 hours. The occurrence aircraft remained on the ground in Faro for about 18 hours, then positioned to Berlin Schoenefeld and remained on the ground in Schoenefeld for another about 22 hours before returning to service following a brief test flight. https://avherald.com/h?article=4ba891b2&opt=0 Back to Top Smoke in cabin forces evacuation of United Airlines plane onto tarmac at Reagan National Airport Passengers were forced to evacuate a United Airlines plane at Reagan National Airport on Sunday after smoke was reported in the cabin, authorities said. The Metropolitan Washington Airports Authority said that about 1 p.m. Sunday, Houston-bound flight 6122 was taxiing for takeoff when emergency crews were called for a report of smoke in the cabin. The plane's emergency slides were deployed, and all passengers and crew members exited "without incident" and continued to the gate, MWAA said. Washington Post reporter Philip Rucker shared video from the terminal showing passengers sliding onto the tarmac from the United plane, which was surrounded by three fire engines and two ambulances. "Normal airport operations have resumed, and the aircraft is being checked by airline personnel," the airports authority said. United said the issue affected a Mesa Airlines flight operating under the United Express brand. Passengers safely evacuated the plane, United said. The cause of the smoke was not immediately known. "We are currently investigating the cause and are working with our team to secure alternate flights for customers onboard," a United spokeswoman said. https://www.washingtonpost.com/news/dr-gridlock/wp/2018/07/01/passengers-evacuated-from-united- airlines-plane-onto-tarmac-at-reagan-national-airport/?noredirect=on&utm_term=.fe43ded85a11 Back to Top Back to Top Incident: Southwest B737 near Tulsa on Jun 29th 2018, fuel problem A Southwest Airlines Boeing 737-700, registration N708SW performing flight WN-471 from Dallas Love,TX to Kansas City,MO (USA) with 142 people on board, was enroute at FL390 about 30nm southwest of Tulsa,OK (USA) when the crew observed abnormal indications for the fuel system. The aircraft diverted to Tulsa for a safe landing about 30 minutes later. The airline reported the crew received indications on one fuel gauge that didn't match the others and declared emergency. https://flightaware.com/live/flight/SWA471/history/20180629/1210Z/KDAL/KMCI https://avherald.com/h?article=4ba7f3ca&opt=0 Back to Top Audit: FAA faces challenges in implementing runway incursion mitigation initiatives The Office of Inspector General (OIG) of the U.S. Department of Transportation published the findings of their audit into the Federal Aviation Administration's (FAA) runway safety efforts. Due to the increase in runway incursions, in June 2015 FAA initiated a Call to Action forum that focused on developing short-, mid-, and long-term initiatives to mitigate runway incursions and improve safety. In November 2015, FAA published 22 initiatives developed at the forum. In December 2016 the OIG initiated an audit with the objective to evaluate FAA's progress in implementing these initiatives. OIG found that as of November 2017, FAA had completed 10 of the 22 initiatives, including initiatives aimed at educating pilots on signs, markings, and other visual aids at high-risk airports and updating a best practices list for airport surface and movement areas. Ten initiatives are still in progress while two initiatives were canceled. However, the Agency faces challenges in fully implementing the initiatives still in progress. These include dedicating funding to complete four initiatives and fully implementing new technologies for seven initiatives, which could take years to complete. In addition, while FAA has implemented a monitoring plan to track the status of the initiatives, the plan does not tie the initiatives to quantifiable goals or other metrics that would measure their effectiveness in reducing runway incursions. OIG made three recommendations to the Federal Aviation Administrator regarding revisions to the 2015 Call to Action monitoring plan. FAA concurred with all three recommendations: 1. Update the target delivery dates for initiatives that are still in progress, including those without target delivery dates, and implement procedures for continually updating delivery dates and descriptions of initiatives as changes are made. 2. Develop and include in the monitoring plan quantifiable metrics or other indicators that can measure the effectiveness of the initiatives. 3. Consolidate duplicate initiatives within the monitoring plan. https://news.aviation-safety.net/2018/07/01/audit-faa-faces-challenges-in-implementing-runway- incursion-mitigation-initiatives/ Back to Top FAA proposes $1.4 million civil penalty against Virgin Islands Port Authority over safety violations The U.S. Department of Transportation's Federal Aviation Administration (FAA) proposes a $1,466,775 civil penalty against the Virgin Islands Port Authority (VIPA) for alleged violations of airport safety regulations at Saint Croix-Henry E. Rohlsen Airport (STX/TISX) and Saint Thomas-Cyril E. King Airport (STT/TIST). The FAA inspected both airports in late January and early February 2018 and found numerous violations at both airports. The FAA alleges that VIPA did not have qualified personnel to oversee airport operations, to conduct required daily inspections, or to conduct Airport Rescue and Firefighting (ARFF) operations. The agency also alleges the airports did not maintain and make available to the FAA required records including its Airport Certification Manuals, airport emergency plans, and training records for operations supervisors and ARFF employees. Additionally, the FAA alleges that VIPA did not meet the ARFF requirements for air carrier flights at Henry E. Rohlsen Airport (STX) after an ARFF unit could not apply a fire-extinguishing agent within the required time and was not capable of performing its required functions. FAA inspectors also found that VIPA did not properly grade the safety area for runways at both airports to eliminate hazardous ruts, humps, depressions or other surface variations. The runways and taxiways were not properly lighted, marked, or signed and VIPA failed to issue Notices to Airman (NOTAM) informing air carriers of the runway and taxiway issues at the airports, the FAA alleges. VIPA also failed to confirm that each fueling agent at STX had trained fueling personnel, and failed to take immediate action to alleviate wildlife hazards detected at the landfill near the airport, the FAA alleges. VIPA has 30 days after receiving the FAA's enforcement letter to respond to the agency. https://news.aviation-safety.net/2018/06/30/faa-proposes-1-4-million-civil-penalty-against-virgin- islands-port-authority-over-safety-violations/ Back to Top NTSB report: Crop duster flew into guy wire before crashing in El Reno field EL RENO, Okla. - The National Transportation Safety Board has released its preliminary report regarding a deadly plane crash in Canadian County. On May 30, emergency crews rushed to Canadian County following a reported plane crash in a field. "We were notified about 5:13 of a plane crash, location's Memorial Road and Manning Road," said Trooper Mat Conway, with the Oklahoma Highway Patrol. Officials say a crop duster was spraying in the area when it hit a radio tower. "Single, fixed-wing. It was a crop duster. They were spraying a weed killer. He was flying and making a turn and struck the guide-wire for the cell tower," said Conway. Officials say a crop duster was spraying in the area when it struck a radio tower. OHP says the pilot was the only person on board the Ayres S2R, formerly known as an Ag Commander, and was pronounced dead at the scene. Family members identified the pilot as Andy Deterding. According to the preliminary report by the NTSB, the plane crashed into the ground after "flying into guy wires of a radio antenna." The report states that the impact started a fire, which destroyed the plane. https://kfor.com/2018/06/28/ntsb-report-crop-duster-flew-into-guy-wire-before-crashing-in-el-reno- field/ Back to Top Back to Top Safety Pro: Psychology at Root of Procedural Lapses The keys to improving business aviation safety and flight department performance lie in understanding human psychology and group dynamics, safety instructor Robert Gould said at the "Why Do We Fail To Follow Procedures?" session at the NBAA White Plains Regional Forum on Thursday. Gould cited several reasons why pilots and maintenance technicians commit violation errors-for example, the willful disregard of procedures, such as ignoring checklists-including excessive reliance on memory, interruptions, fatigue, poor training, and complacency. "When we violate a procedure and nothing bad happens, we perceive the action to be acceptable," Gould, of Bravo Golf Aviation said, noting such behavior may be rewarded. "Time saving looks good to management; it saves money." Additionally, well-intentioned team members may be negatively influenced by non-compliant group behavior, Gould said, citing foundational university research on obedience to authority and group conformity. "Negative norms develop," said Gould. "Normalization of deviation becomes accepted." Gould, who teaches at the University of Southern California's Aviation Safety Program, urged attendees "not to accept that rules must sometimes be bent to get the job done, reject shortcuts, and recognize complacency. It's all about good leadership and strong personal discipline," Gould concluded. "There's a difference between leadership and management." https://www.ainonline.com/aviation-news/business-aviation/2018-06-25/safety-pro-psychology-root- procedural-lapses Back to Top NTU professor to take over as Aviation Safety Council chief (Taiwan) Taipei, June 29 (CNA) Young Hong-tsu (???), a distinguished professor of mechanical engineering at National Taiwan University, has been named to take over as chairman of the Aviation Safety Council (ASC) on July 4. Young will fill the post left vacant by the council's previous chairman, Hwung Hwung-Hweng (???), who has became head of the Ocean Affairs Council (OAC), which was inaugurated in April. One of Young's first tasks as ASC chairman will be to promote the establishment of a national transportation safety council to improve Taiwan's aviation, maritime transport and rail transportation safety, he said. A draft act is expected to upgrade the approximately 20-person ASC into a 60-person national transportation safety council to coordinate the investigation of public transport accidents, including aviation, shipping and railway mishaps. Young previously served as a managing director of the Aviation Safety Council from 2005 until 2009. http://focustaiwan.tw/news/aipl/201806290019.aspx Back to Top Air Force cuts pilot training by 5 weeks T-38 instructor pilot Josh Thomson uses a computer flight simulator at Joint Base San Antonio-Randolph. Thomson is assigned to the 560th Flying Training Squadron. , the Chargin' Cheetahs. The new syllabus already is in use and for the first time in decades will trim the duration of undergraduate pilot training - called UPT - from 54.7 weeks to an average of 49.2 weeks. A key element is that the best students will be able to finish the course faster. Several veteran instructor pilots, speaking on condition they not be identified because of possible retribution, expressed concern that the syllabus makeover is too much, too fast, and could lead to unintended and even deadly consequences. They believe the Air Force's desire to produce more pilots faster was the driving force behind the revamped schedule, pushing that priority ahead of safety. Other observers said the expected modest increase in new pilots would not be enough, by itself, to solve the pilot retention crisis. "Dumping or radically altering the way we have trained pilots since the beginning of the modern era could be disastrous," one instructor said. "Tinkering with the formula could produce an unknown product that is vastly inferior to what we produce now. There is simply no replacement for experience." Col. Travis Willis, vice commander of the 19th Air Force, part of the Air Education and Training Command in San Antonio, dismissed the notion that safety wasn't a top priority. "For training command and AETC, safety's paramount," he said. Willis, a pilot with more than 3,000 hours in the T-1, T-37, F-111 and F-15, expressed no concerns about an increase in risks, saying: "We're going to make pilots and they're going to be great pilots." The new system's efficiencies allow more classes to graduate more aviators, but the changes mainly were driven by a desire to produce better fledgling flyers for their first operational assignments, Willis said. However, his boss, 19th Air Force commander Maj. Gen. Patrick Doherty, elevated the benefits of cutting training time in a news release in March, saying "quality, speed and increased numbers were the driving forces of this effort" and stressing the need to "get after the pilot crisis." The Air Force had about 21,000 pilots at the end of last fiscal year and was on track to produce 1,200 new ones in the current year - but that will be roughly 2,000 short of the number needed to replace veterans who are leaving the service, including 1,300 fighter pilots. The Air Force said it has begun other efforts to step up recruiting, with an eventual goal of 1,500 new pilots per year, but in the short term, the new training schedule could increase the number of graduates by as much as 10 percent, a bonus of 120 additional new pilots when applied to current training levels. That will help, but "it does not fix your problem," observed retired Gen. Lloyd W. "Fig" Newton, a former head of the AETC. "You've got to do a lot more than that." "You're not going to get that many more pilots out by changing the system by five weeks," former Air Force Secretary F. Whitten Peters said. The training command last year said it was studying whether another UPT wing is needed and where it might operate. No decision has been made. Willis said there had been talk of changing the UPT curriculum several years ago. Doherty started the process in June 2017 when he ordered a team at Joint Base San Antonio-Randolph to develop "ideas from the leaders and instructor corps to produce more pilots, higher quality pilots with agility and speed," he said in the press release. "The status quo is not an option, we've got to change, we've got to produce better pilots faster, who are more competitive sooner in their combat squadrons," Doherty said. AETC spokeswoman Marilyn Holliday said the changes are meant to bring the syllabus "in line with meeting the needs of today's combatant commander" and give instructors "the flexibility to add, subtract and re-purpose training" geared toward individual students. A steady loss of aviators to commercial airlines has pressured the Air Force to train new pilots, but the effort was set back this year by problems with the T-6A Texan II, the Air Force's principal trainer. The plane was grounded for all of February because its oxygen system, called OBOGS, was suspected of triggering a sharp increase of unexplained incidents that left pilots incapacitated. Crews now clean and maintain the oxygen system more frequently, but the episodes have continued, prompting a number of instructor pilots in recent weeks to refuse to fly the plane. Willis said the changes to training were not prompted by problems with the T-6, but he said lessons learned while the plane was grounded did help shape the new curriculum. The 80-plus instructor pilots at Randolph, along with civilian simulator instructors, found that novice pilots who spent more time in simulators while unable to fly the T-6 did better after the plane was cleared to fly again, he said. The new curriculum front-loads simulator time in the early weeks of instruction, in such areas as basic aviation skills, but has reduced simulator time for pilots in the T-38 Talon, a supersonic jet used to train future fighter pilots, and T-1 Jayhawk, a small twin-engine jet that trains pilots bound for airlift and tanker planes. Students assigned to T-38s needed more practice in formation flying, and those headed for the T-1s had different needs, Willis said. The pilot instructors who criticized the new syllabus cautioned that simulators have their limits, and said some novice flyers perform better in them than they actually do in the cockpit. Several stressed that the cockpit is a different experience, a loud, hot, sweaty and claustrophobic test of flying under pressure that "represents an existential threat to you if you get it wrong," one said. "Even though it's scripted, it's happening in real time," one instructor said. "It's a physical thing. It makes you tired. Sitting in the sim doesn't make you tired." Simulators a step up The four simulators at Randolph have a monitor, keyboard, throttle, rudder pedals and stick just like those in a T-6A and can mimic a typical training flight profile. The AETC is acquiring six more. A user dons goggles and is suddenly sitting in the cockpit, staring at the runway. Pushing the throttle forward gains takeoff speed and, a moment later, the visual experience of rising into the sky, breaking through the clouds. Users feel other senses of flying, right down to the "G roll" that causes the plane to spin like a top counterclockwise. Student pilots can use a pair of goggles at home similar to a Google Daydream View VR Headset to drop in their iPhone and call up a YouTube video of a T-6 sortie. The pilots obtain a private link to watch the Air Force videos, getting a better feel for the procedures used in a training mission. "When I went through pilot training," said Lt. Col. Justin Chandler, commander of the 99th Flying Training Squadron, "we put a poster on our wall, we sat in a chair with a plunger in front of us and did what we call chair fly - visualize and walk through a flight in our mind. Now this technology allows us to see, feel, touch and recreate the flight environment to quite a high level of fidelity." "I think what this is about is acknowledging some training capabilities that we have now that we didn't used to have, and at the same time kind of examining ourselves and how we teach," said Col. Randy Oakland, acting commander of the 12th Flying Training Wing at Randolph. "That's something we've been trying figure out how to do better, and working to do well, since the beginning," he said. The UPT syllabus is divided into instruction blocks that start with "contact" - visually rated flying in which the student learns to land, take off and do basic maneuvers such as climbing, descending, banking and managing radio traffic. Once a pilot solos somewhere into his 13th or 14th flight, he or she enters a second block of more sophisticated aerial maneuvers. Instrument, formation and low-level navigation blocks follow, with a total of as many as 10 in all before graduation. The confidence in the teaching ability of simulators has made new efficiencies possible, Willis said. On days early in the training when the weather is good enough to fly but not good enough to do "loops and barrel rolls and all that kind of stuff ... you can do an instrument sortie because you've already learned instruments so well from the simulator," he said Cockpit experience Pilot instructors who criticized the new syllabus said such a sequence is possible in Pilot Instructor Training at Randolph, but not for students who have just started to fly at UPT bases. Instrument flying comes roughly 41/2 to five months into the program and "you can't take these things out of sequence," one of the instructors said. He likened a new pilot learning instrument flying in the first block to an infant still learning to crawl trying to ride a bicycle, adding, "You couldn't do it. The kid would just glaze over." While there have been slight modifications of the curriculum over the past half-century, the instructors said, it has remained essentially unchanged. "Because it works," one said. "It makes really qualified combat aviators." "They do it right," another said. "You've got six months of primary training, you've got six months of advanced training and you've got six months of follow-on in a major weapons system and then you're hot to trot. You're ready for the rodeo." A third instructor pilot noted that the syllabus for training instructor pilots, who will teach novices how to fly, also has been trimmed, with fewer simulator events and sorties. Instructors, he said, "are going to be less qualified, less proficient, and they're going to be forced to fast-forward pilots through this pipeline that are ultimately going to come out less efficient and less qualified." The instructors agreed the new system is certain to endanger aviators of the future - with eventual pilot deaths or because the Air Force will lose its qualitative edge over its enemies. Experience, one said, makes pilots. Reducing exposure to experience reduces their prowess, which also rests on a shared aviation culture and "a sense of 'timelessness' of our training practices." "Incremental change will occur as technology or requirements advance, but to do so rapidly to satisfy an end strength is not good for business," he said. The new undergraduate pilot training is being used for the current class, which began in April. Changes still could be made during the class. "I think this is the tip of the iceberg, frankly, I think it is the very beginning of this," Oakland, the wing commander, said. "Once we sort of unlock how effective some of this is, it's really going to affect, no question in my mind, how we train people, maybe beyond the aviation community," A review of training records going back to World War II shows aviators often earned their wings after instruction that ran up to 55 weeks. Holliday, the AETC spokeswoman, said the figures over the ensuing years varied, with the program dropping from an average of 49 to 53 weeks in the early 1970s to 53.7 weeks around 2000, and finally, 54.7 weeks until the new syllabus was implemented. Through the years, simulators got better and better. "Simulators bring much more of a real-world scenario than it did in years past, so the simulation these days with artificial intelligence and all of that can be incredibly good," said Newton, a Vietnam veteran with more than 4,000 hours in jets ranging from the F-15 to the stealth fighter. Retired Gen. Eugene Habiger, who was AETC's vice commander and later headed U.S. Strategic Command, recalled taking 54 weeks to earn his wings in the mid-1960s. The length of time, he said, was due to "the intensity of the academics, the flying schedule, that sort of thing," and added that the washout rate in those days was around 30 percent. It now runs anywhere from 10 to 15 percent. "It may be a cultural change, but there are other factors that would support a change in the syllabus - better equipment, lower attrition rates and more experience," Habiger said, explaining that today's trainees have been exposed to video games and, in some cases, aircraft simulators. Some even have earned private pilot's licenses, he said. https://www.expressnews.com/news/local/article/Air-Force-cuts-pilot-training-by-5-weeks-13040570.php Back to Top Virgin Orbit wins FAA license for first LauncherOne mission Virgin Orbit 747 Virgin Orbit now has an FAA license for its first LauncherOne mission, which the company expects to perform by the end of the summer if upcoming tests go as planned. Credit: Virgin Orbit WASHINGTON - Virgin Orbit has received a license from the Federal Aviation Administration for the first launch of its LauncherOne vehicle, which the company hopes to perform later this summer. The FAA issued the license June 29 for the first launch of the air-launch system, using the LauncherOne rocket flown from a customized Boeing 747 that takes off from Mojave Air and Space Port in California. The payload for that launch is identified as a "mass simulator with CubeSat," but doesn't specify the identity of the cubesat or cubesats that will fly on the mission. The FAA license is for a reusable launch vehicle (RLV), even though LauncherOne itself is expendable. The Boeing 747 used as the launch platform is reused, but Northrop Grumman's Pegasus rocket, which is also an air-launched system, is licensed as an expendable launch vehicle by the FAA. The company didn't explain why it received an RLV license for the launch, but others in the industry note that the RLV licensing process offers a more flexible performance-based approach, where launch operators are able to select their preferred approach to meeting safety criteria, versus the more prescriptive approach used for expendable launch vehicles. Ongoing licensing reforms, called for by Space Policy Directive 2 in May, are expected to move to a performance-based approach for all vehicles, not just RLVs. The license comes as the company is preparing to perform a captive carry test as soon as later this week. In a speech at the NewSpace 2018 Conference June 27, Stephen Eisele, vice president of business development of Virgin Orbit, said the company was current installing the pylon on the left wing of the 747 that will hold the rocket. While Eisele said at the conference that Virgin Orbit could perform just a single captive carry test flight, the company said in a series of tweets June 29 that a campaign of such flights was planned. First, the company said, the 747 would fly with the pylon attached, but without a LauncherOne vehicle. http://spacenews.com/virgin-orbit-wins-faa-license-for-first-launcherone-mission/ Back to Top Short-Course Schedule for ERAU Daytona Beach Back to Top Back to Top 64th Air Safety Forum - Join Us! safetyforum.alpa.org July 30 - August 2, 2018 | Washington, DC CONFIRMED KEYNOTES INCLUDE * Senator Tammy Duckworth * Capt. Tim Canoll - President, Air Line Pilots Association, Int'l * The Honorable Dan Elwell - Acting Administrator, Federal Aviation Administration * The Honorable Howard "Skip" Elliott - Administrator, Pipeline and Hazardous Materials Safety Administration (PHMSA) * Mr. Paul Rinaldi - President, National Air Traffic Controllers Association PANELS INCLUDE(visit safetyforum.alpa.org for panel descriptions) * Fire In The Hold: Anticipating/Preventing Fires from Passenger Checked Baggage * Meet the Doctors * Pilot Peer Support: The Next Phase In ALPA's Approach to Pilot Wellness * Disruptive Passengers: Keeping Problems Off the Airplane * Data Mining for Safer Skies * Flight Deck Access in the Post 9/11 Age * Pilots & Controllers -- Managing Change in an Evolving NAS AGENDA AT A GLANCE (visit safetyforum.alpa.org for agenda details) MONDAY, JULY 30 (all Monday sessions are invite only) 8:00 - 9:00 a.m. General Session (Open only to ALPA Members) 9:00 a.m. - 6:00 p.m. ASO Workshops, Council Meetings, Trainings, Jumpseat Forum & Aviation Security Forum TUESDAY, JULY 31 (all Tuesday sessions are invite only) 8:00 a.m. - 5:30 p.m. - ASO Workshops, Council Meetings, Trainings, Jumpseat Forum & Aviation Security Forum WEDNESDAY, AUGUST 1 8:00 a.m. - 9:00 a.m. - Jumpseat Council Meeting (ALPA members only) 9:00 a.m. - 11:30 a.m. - Ask Your ASO (ALPA members only) 12:30 p.m. - 6:00 p.m. - Air Safety Forum (open to the public) THURSDAY, AUGUST 2 (open to the public) 9:00 a.m. - 4:00 p.m. - Air Safety Forum 6:00 p.m. - 7:00 p.m. - ALPA Air Safety Forum Awards Reception 7:00 p.m. - 9:30 p.m. - ALPA Air Safety Forum Awards Banquet THANK YOU SPONSORS & EXHIBITORS! Sponsorship and exhibitor opportunities available. Email airsafetyforum@alpa.org for more information. Back to Top This course was created in collaboration with Curt Lewis's Flight Safety Information. Learn more from Beyond Risk Management Producer, Captain Elaine Parker, at https://vimeo.com/273989821 Back to Top GRADUATE RESEARCH SURVEY - 1 I am a student of Air Safety Management in City University of London and I am passionate about Human Factors and Psychology in Aviation. I designed a questionnaire which measures the level of self- control in pilots and cabin crew. The questionnaire is part of my research for Final Project titled: "The Role of Self-Control in Aircrew Performance Managing emotional responses to enhance rational decision- making". The Final Project aims to address the subject of self-control - an acquired cognitive skill that enhances the ability to take intelligent decisions and promotes rational choices in both daily operations and emergencies by pilots and cabin crew. Survey Links: Flight Crew - https://www.surveymonkey.com/r/KWB6NKV Cabin Crew - https://www.surveymonkey.com/r/KSDY9DK regards, Malgorzata Wroblewska Back to Top GRADUATE RESEARCH SURVEY - 2 Dear Airline Pilots, My name is David Carroll. I am a doctoral candidate in the Embry-Riddle Aeronautical University PhD in Aviation program, and I am working on my dissertation under the guidance of Dr. David Esser. We would like to find out a bit about how airline pilots learn in order to enhance the effectiveness of training. You can help out by participating in this survey. My dissertation topic entails investigating ways that FOQA data might be used to identify pilots at increased risk for Unstable Approaches. By capturing trend information regarding poor energy management practices that may lead to unstable approaches, the FOQA system may be ale to assign interventional training modules. These is research that indicates that these training events would be more effective if presented in a manner that is preferred by the learner. This survey supports the study by helping to determine if the population of airline pilots has a preferred learning modality. The survey also contains a set of energy management questions to examine pilot perceptions on energy management and stabilized approaches in several scenarios and situations. Participants are asked to select responses that are closest to how they would understand the situation if experienced in their current primary aircraft. Finally, the survey collects demographic information that will provide an understanding of how the body of respondents represents the study population. Respondents must be 18 years of age to participate, and we would like to limit the respondents to those currently employed in scheduled air carrier operations (Part 121, 135, or similar). Thank you in advance for your participation. Your inputs will be invaluable in helping to increase the level of safety in air carrier operations. Providing immediate interventional training for pilots who are demonstrating a need, while maintaining the anonymity of the FOQA concept, should provide such a benefit. If you have any questions regarding the study in general, or the survey in particular, please contact the researcher, David Carroll, at david.carroll@erau.edu or the dissertation committee chair, Dr. David Esser, at esserd@erau.edu. Please find the survey at: https://www.surveymonkey.com/r/V532B9J David A. Carroll, Doctoral Candidate ERAU PhD in Aviation Back to Top GRADUATE RESEARCH SURVEY - 3 Dear pilots, My name is Koen Scheers, First Officer and postgraduate student 'Air Transport Management' at City University of London. Currently, I am working on my research project, which is the final part of my studies at City to gain a Master of Science (MSc) degree. My research project, entitled 'A sustainable model for pilot retention', aims to establish a model of organisational practices to keep pilots in the airline they are working for. To support my research project with data I have created a web survey for pilots, and via this way, I kindly ask your help by participating in the survey. The survey is not affiliated with any airline, training organisation, or any other. Participation in the survey is voluntary and anonymous. The survey will take about 10 minutes of your time to complete and is open for participation until 15 July 2018. Also, I would be very grateful if you could forward this message to other pilots in your contact list or spread the word in the airline you are working for. Please click the link below to enter the survey: SURVEY WEB LINK: https://www.surveymonkey.com/r/pilotretention Your participation is highly appreciated, kind regards, Koen Scheers +32 486 85 07 91 Koen.scheers@city.ac.uk Curt Lewis